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v.l4,no.7-v.l6,no.l2 
July  1936-Dec.l938 


DFFicial  Journal  or  the  uep- 

JULV    I93S 


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CALIFORNIA  HIGHWAYS  AND  PUBLIC  WORKS 

Official  Journal  of  the  Division  of  Highways  of  the  Department  of  Public  Works,  State  of  California 

EARL   LEE  KELLY,  Director  C.  H.  PURCELL,  State  Hishway  Engineer  JOHN   W.   HOWE,  Editor 

Published  for  information  of  the  members  of  the  department  and  the  citizens  of  California 

Editors   of   newspapers   and   others  are   privileged   to   use   matter  contained  herein.     Cuts  will  be  gladly  loaned  upon  request. 
Address  comniunicatious  to  California  Highways  and  Public  Works,  P.  O.  Box  1499,  Sacramento,  California. 

Vol  14  JULY,  1936  No.  7 


Table  of  Contents 


Page 

Highway  Bifdget  Revised  for  Last  Half  of  Current  Bieniiium 1 

By  George  T.  McCoy,  Assistant  State  Highway  Engineer 

New  Cuesta  Grade  Will  Eliminate  63  Curves 2 

By   L.   n.    Gibson,   District   Engineer 

Pliotographs  of  Existing  Cuesta  Grade  Showing  Tortuotis  Curves  and   Tests  for 

New  Alignment 3 

Jibboom  Street  Grade  Separation  and  Bridge  Approach  Project  in  Saeramento_4,       5 

By  Glenn  L.  Enke,  Assoeiate  Bridge  Designing  Engineer 

State-Wide  Highway  Planning  Survey 6 

By  T.  H,  Dennis,  Maintenance  Engineer 

Bones  of  Mastodon  Buried  200,000  Years  Ago  Found  by  Highway  Workers — 

niustrated 7 

Tower  Bridge  over  Sacramento  River  at  Capitol  City  Wins  National  Award 8 

By  Everett  L.  Walsh,  Associate  Bridge  Construction  Engineer 

Photographs  of  Tower  Bridge  Winner  of  Beauty  Contest  Award 9 

Jlarlette,    California's    First    State    Highway   Builder,   Borrowed   Road   Funds 

from    Public 10 

Woodcut  Illustration  of  Emigrant  Toll  Road  in  1865 11 

Improved  Type  of  Soil  Sampler  Developed  at  Highway  Laboratory 12 

By  T.  E.  Stanton,  Jr.,  Materials  and  Research  Engineer 

Cutaway   Diagram    Pictures   of   New   Soil  Samjiler 13 

Colton  Bottleneck  Subway  Replaced  by  Grade  Separation  on  New  Alignment — 

Illustrated 14 

By  M.  A.  Koontz,  Assistant  Bridge  Designing  Engineer 

Tabulation  of  Major  Highway  Construction    Projects    for    Remainder    of    Bien- 

nium 16,  17 

William  T.  Hart  of  Carlsbad  Appointed  Highway  ('ommissioner — Illustrated 18 

Paving  Center  West  Bay  Crossing  of  San  Francisco-Oakland  Bay  Bridge 19 

Views  of  Paved  Portions  of  Bay  Bridge  Structure 20 

Monthly  Water  Report  of  State  Engineer 21 

In  the  Field  with  the  Old  Timers— Data  by  R.  II.  Stalnaker— Illustrated 24.  25 

Plea  for  Cooperation  in  Preserving  Benchmarks 26 

Building  State  Highway  in  Kings  River  Canyon  Gorge 28 

By  R.  M.   Gillis,    District  Engineer 

I'icturcs  of  Kings  River  Canyon  Ilighwa.v  Construction 29 

Bids  and  Awards  of  Higliway  Contracts  for  June.  1936 30,     31 

Modern  Highway  Design  Defies  Obsolescence    32 


Highway  Budget 
Revised  for  Last 
Half  of  the  Biennium 


By  GEORGE  T.  McCOY,  Assistant  State  Hishway  Engineer 


THE  close  of  the  first  half  of  the  current  budgetary 
l)iennium,  composed  of  the  87th-88th  fiscal  years 
covering  the  period  from  July  1,  1935,  to  June  30, 
1937,  finds  the  Division  of  Highways  in  a  more  favorable 
financial  position  than  was  anticipated  one  j-ear  ago  at 
the  outset  of  the  biennium. 

Some  revision  of  the  State  Highway  biennial  budget  has 
been  necessary  because  revenues  from  the  tax  on  the  sale 
of  gasoline  have  exceeded  estimates  made  at  the  time  of 
the  preparation  of  the 


b  u  d  g  e  t  by  about  1-4  per 
cent. 

For  the  original  budget 
the  State 's  .share  of  gas 
tax  revenue  was  estimated 
at  $46,500,000  for  the  bien- 
nium. From  r  e  v  e  n  u  e  s 
received  during  the  first 
half  of  the  biennium  it 
has  become  evident  that 
the  total  of  the  State's 
share  of  the  gasoline  tax 
will  amount  to  approxi- 
mately $53,000,000  during 
the  biennium. 

0  f  t  h  i  s  $6,500,000  in- 
crease, .statutory  allocations 
to  cities  will  amount  to 
approximately  $1,625,000, 
leaving  about  $4,875,000 
for  State  Highway  work 
additional  to  the  funds  on 
which  the  original  budget 
was  based.     In  eonformit.v 

with  the  requirements  of  nie  Breed  Act,  and  its  amend- 
ments, this  amount  has  been  segregated  in  the  proper 
proportions  to  the  forty-five  northern  counties  and  the 
thirteen  southern  counties  for  construction  on  State  pri- 
mary and  secondary  routes,  and  has  been  voted  to  specific 
construction  projects  by  the  California  Highway  Com- 
mission. 

There  was  a   period  when  it  apjieared   doidill'ii!    that 
additional  i)rojects  could  be  provided  for  wifli  tiiese  funils 
iieginnins:  of  the  last  session  of  Congress,  the 


How  California  Ranks  in  Highway 
Construction  Among  48  States 


Type  of  road  Milt' 

Total  State  Highway  System.  13,95  6 
Total  Improved  Roads  in 

State  Highway  System  __  12,617 
Gravel  Roads  (oil  treated  and 

untreated) 5,657 

Paved  Roads 2,301 

Bituminous  Mix  Surface 970 

Oiled  Earth  Roads 2,473 

Graded  Roads 1,143 

Average  per  Vehicle  Revenue  of  $23.51 


Posi/fOi:  with 
respect  to  4S  states 

6 


at  1h 


^ 


tkHNOLOGY 

152S946 


President  recommended  that  appropriation  of  Federal 
funds  for  the  1937  portion  of  Federal  Aid  provided 
under  the  Hayden-Cartwright  Act  be  postponed.  Such  an 
action  would  have  meant  a  loss  to  California  of  $4,751,700 
which  had  been  included  for  proposed  projects  at  the  time 
the  original  State  Highway  budget  was  prepared.  The 
appropriation  was,  however,  passed  by  Congi'ess  and 
approved  by  the  President  on  June  4,  1936. 

The  total  regular  Federal  Aid  accruing  to  California 
under  the  provisions  of  the 
Hayden-Cartwright  Act, 
ancl  upon  which  the  State 
Highway  budget  was 
based,  amounted  to 
approximately  $9,500,000 
for  the  biennium.  This 
amount  together  with  the 
$15,200,000  apportioned  to 
California  from  Works 
Program  Highway  Funds 
and  Works  Program  Grade 
Crossing  Funds  makes  a 
total  of  approximatelv 
$24,7  00,00  0  for  State 
Highway  exi^enditures  for 
the  period  from  July  1, 
1935,  to  June  30.  1937,  for 
which  reimbursement  from 
the  Federal  Government  is 
expected. 

This  total  amount  was 
allocated  to  major  con- 
struction projects  and  at 
the  present  time  the  work 
has  been  completed  or  is  under  way  on  all  but  a  portion 
of  the  projects  propo.sed  to  be  financed  with  the  aid  of  the 
funds  recently  appropriated  by  Congress. 

The  intensive  construction  program  which  State  and 
Federal  funds  have  made  possible  for  the  biennium  has 
resulted  in  the  necessity  of  an  adequate  ca.sh  balance  for 
tlie  conduct  of  the  large  number  of  contracts  involved  in 
the  work. 

On  June  1,  1936,  cash  in  the  State  Treasury  to  the 
credit  of  the  State  Highway  Fund  amounted  to  the  .sum 

(rontinued  on  page  15) 


4 

5 

30 

3 

10 

46 


f^ew  Cuesta  Grade  Will 
Eliminate  63  Curves 


By 
L.  H.  GIBSON 

District  Engineer 


FOR  the  past  several  j-ears,  es- 
pecially since  the  era  of  the  fast 
moving  automobile  and  heavy 
truck  travel,  the  winding  Cuesta 
Grade  highway  over  the  Santa  Lucia 
Mountains,  just  north  of  San  Luis 
Obispo  and  on  the  Coast  Highway  (U. 
S.  101),  has  presented  an  unwelcome 
interruption  to  the  motorist  traveling 
El  Camino  Real  in  an  otherwise  com- 
fortable and  easy  trip. 

The  Santa  Lucia  Mountains  which 
range  northwesterly  across  the  central 
coast  section  of  the  State  have  pre- 
sented, as  State  historj-  will  verify,  a 
definite  problem  to  the  var.ying  stages 
of  transportation  from  the  days  when 
the  padres  toiled  afoot  to  today's 
modern  car.     The  most  feasible  and 


tlueuce  in  retarding  the  progress  of 
the  coast  line  of  the  Southern  Pacific 
Railroad.  The  railroad  was  com- 
pleted from  San  Franci.sco  to  Santa 
Margarita  on  the  northerly  side  of  the 
grade  in  1889,  but  it  was  not  until 
1894  that  the  line,  at  great  cost,  was 
carried  over  the  grade  and  down  the 
long  southerly  slope  to  connect  with 
the  northerly  end  of  the  line  from  Los 
Angeles  and  Santa  Barbara. 

WAGON    TRAIL   BUILT 

During  the  very  early  period  the 
first  demand  for  a  road  was  felt  and 
there  still  is  visible  in  the  bottom  of 
San  Luis  Creek  the  first  Cuesta 
Grade  highwa3\  This  was  merely  a 
wagon   trail,   steep   and   rugged,   but 


PROPOSED  route: 


"^CX/ STING  ROUTE 


struction  of  a  main  Coast  road  from 
San  Francisco  to  Los  Angeles  was  pro- 
posed, and  the  contract  for  grading  to 
a  24-foot  width  and  surfacing  with 
gravel  the  present  Cuesta  Grade  High- 
way along  the  easterly  slope  of  the 
canyon  was  completed  in  1915.  The 
following  year  this  road  was  oiled  and 
remained  that  tvpe  until  1923  when  a 
21-foot  width  of  5"-6"  P.  C.  C.  pave- 
ment with  a  curb  along  each  edge  was 
laid. 

This  present  road,  although  ade- 
quate at  the  time  it  was  con.structed 
and  for  sometime  thereafter,  is  sadly 
lacking  in  present  day  standards  to 
satisf.y  the  requirements  of  the  larger, 
heavier  and  faster  traffic  that  has  now 
developed.    It  is  now  the  one  remain- 


po^ 


RR0P05ED  RELOCATION 
CUESTA  GRADE 

■4M/LC5  NORTH  Or  SAN  LUIS  OBISPO 
SAN  LUIS  OBISPO  COUNTY- 


3000     ^OOO 


direct  route  through  this  barrier  lay 
northeasterly  from  where  the  city  of 
San  Luis  Obispo  now  stands,  follow- 
ing up  from  the  south  via  San  Luis 
Creek  and  thence  down  the  northerly 
side  into  the  upper  reaches  of  the 
Salinas  Valley. 

MOUNTAINS  PROVED  BARRIER 

It  was  at  the  southern  foot  of  this 
grade  that  in  1772  Father  Junipero 
Serra  established  Mission  San  Luis 
Obispo,  the  fifth  of  the  California  Mis- 
sions, that  it  might  not  only  serve  as  a 
school  and  church  for  the  education 
and  conversion  of  the  Indians,  but 
also  as  a  resting  place  before  starting 
the  arduous  ascent  of  the  Cuesta 
Grade. 

These  same  mountains  had  their  in- 


allowed  the  horse  and  wagon  to  trans- 
])ort  supplies  and  gave  a  connection 
to  the  railroad  for  the  early  day  stage 
coach.  Old  timers  relate  many  thrill- 
ing experiences  on  this  first  road. 

In  1876,  the  county  of  San  Luis 
Obispo  completed  the  first  constructed 
highway  over  the  Cuesta  Grade,  which 
was  used  until  1915  when  the  present 
grade  was  built.  This  county  high- 
way was  a  winding  road  with  steep 
grades,  unsurfaced  and  about  12  feet 
wide,  and  was  constructed  along  the 
more  steep  and  rugged  westerly  side 
of  San  Luis  Canyon.  This  road  is 
still  in  existence  and  travelable,  and 
is  sometimes  driven  over  by  local  resi- 
dents as  a  matter  of  diversion. 

In  the  early  California  State  High- 
way  program,   about   1912,   the   con- 


ing annoyance  to  the  motorist  using 
the  Coast  Highway,  especially  when 
he  is  bottled  up  behind  slowly  moving 
truck  traffic  without  opportunity  to 
pass  safely  because  of  limited  sight 
distance. 

FUNDS  APPROPRIATED 

The  California  Highway  Commis- 
sion has  appropriated  funds  to  cover 
the  cost  of  rebuilding  the  Cuesta 
Grade  to  line  and  grade  consistent  not 
only  with  the  needs  of  today's  traffic 
but  anticipating  requirements  for 
many  years  to  come. 

Preliminary  investigation  and  sur- 
veys have  been  under  way  for  several 
months  to  determine  the  most  fe.nsiltle 
and  economic  location  consistent  with 

(Continued  on  page  23) 


[Two] 


California  Highways  and  Public  Works 


Cuesta    Grade    Realignment    Project.      No.    1  —  Existing    highway    showing    numerous   sharp   curves.      Nos.   2-3 — Traffic   congestion    behind 
slow    moving    vehicles.       Nos.    4-5 — Boring    and    testing   to   determine   earth   structure   on    new   alignment. 


California  Highways  and  Vublic  Works 


[Three] 


EXISTING  S.P.  BRIDGE  >. 
I  STREET  ^PPM^CH  TO  BE  REfTIOVED    ) 
PROPOSED   3f^°  STREET  RPPRORCH 


JIBBOOM  STREET  GRADE  SEPARATION   AND 
BRIDGE  APPROACH  PROJECT  IN  SACRAMENTO 

By  Glenn  L.  Enke,  Associate  Bridge  Designing  Engineer 


A  COMBINED  grade  separation 
and  bridge  approach  project 
now  under  construction  in  the 
city  of  Sacramento  is  anotlier  instance 
of  the  cooperation  of  State,  city  and 
the  Federal  government  in  providing 
a  much  needed  highway  improvement 
tliat  in  addition  to  enhancing  trans- 
jiortation  facilities  also  insures  safety 
for  motor  traffic  at  present  obliged  to 
sort  of  run  the  gauntlet  of  moving 
trains  across  a  dozen  tracks  of  a  busy 
railroad  yard. 

Located  in  an  area  of  the  city  near 
the  confluenee  of  the  Sacramento  and 
American  rivers,  an  historic  thorough- 
fare now  referred  to  as  Jibboom 
Street  extends  from  the  close  vicinity 
of  the  I  Street  or  Southern  Pacific 
bridge,  across  this  triangular  area  to 
a  bridge  over  the  American  River. 

HISTORIC   OLD  STREET 

The  name  "Jibboom  Street"  recalls 
to  old  Sacramentans  an  earlier  day 
when  Jibboom  Street  or  Water  Street, 
now  a  |>art  of  the  Southei'n  Pacific 
IJailroad  yards,   fronted  on  the  Sac- 


ramento River  and  provided  a  place 
of  business  for  commercial  fishermen 
to  tie  up  their  boats  and  display  their 
wares.  It  affords  a  short  cut  for 
traffic  from  the  lower  business  section 
of  the  city  across  the  main  line  and 
j'ard  tracks  of  the  Southern  Pacific 
to  the  American  River  bridge  connect- 
ing via  the  Garden  Highwav  to  Yuba 
City  and  Marysville  with  U.  S.  99  E 
and  via  North  Sacramento  with  the 
Auburn-Lake  Tahoe  Highway,  U.  S. 
40. 

No  less  than  forty  regular  train 
movements  occur  at  street  grade 
across  this  yard  every  twenty-four 
hours  in  addition  to  a  vastly  greater 
amount  of  freight  engine  switching. 

The  Jibboom  Street  grade  separa- 
tion luiit  of  the  project  which  will  be 
built  by  the  State  provides  for  a  con- 
nection Avith  a  new  approach  to  the 
I  Street  bridge  from  Third  Street 
which  will  be  built  by  the  city  of 
Sacramento. 

The  Jibboom  Street  unit  will  lie 
financed  with  U.  S.  Works  Program 
Grade    Crossing   funds   and   the   citv 


will  finance  the  Third  Street  aproach 
with  a  Federal  loan  or  gas  tax  moneys 
accruing  to  the  municipality. 

Plans  and  specifications  for  lioth 
units  were  prepared  by  the  SItate 
Divi.?ion  of  Highways  and  the  entire 
improvement  will  cost  approximatelv 
.$300,000.  Of  this  amount  !}!l69.25b 
represents  the  total  cost  of  the  Jib- 
boom  Street  unit  for  which  the  con- 
tract has  already  been  awarded. 

IMPROVES  BRIDGE  APPROACH 

In  addition  to  the  benefits  to  be 
derived  from  the  grade  separation 
feature,  the  new  combination  struc- 
ture will  greatly  improve  the  Sacra- 
mento entrance  to  the  I  Street  bridge 
used  jointly  by  the  railroad  and 
vehicular  traffic,  the  latter  being  ac- 
commodated on  the  upper  bridge  declc. 
The  existing  vehicular  ajiproacli  from 
I  Street  is  only  18  feet  in  width  be- 
tween curbs  M'ith  two  sharp  angle 
turns  and  an  abrupt  change  in  grade 
at  top  and  bottom.  The  new  ap- 
proach from  Third  Street  will  have 
a  width  of  34  feet  and  pi'ovide  over 


[Four] 


California  Hightvays  and  Public  Works  ' 


PROPOSED  JIBBOOm  STREET  ftPPRO^CH 


500  feet  of  sight  distance  to  oncoming 
vehicles. 

This  approach  to  the  I  Street  bridge 
forms  a  wye  with  the  Jibboom  Street 
unit,  24  feet  in  width,  coming  frona 
the  nortli  parallel  to  the  building.s  of 
the  Old  Pioneer  ilill.  Maxinnim 
gradient  is  6  per  cent,  no  greater  than 
the  present  approach.  This  wye  is 
perfectly  level,  and  of  ample  size  to 
prevent  traffic  congestion. 

PEDESTRIAN    WALKS    PROVIDED 

Two  5-foot  sidewalks  are  provided 
on  the  Third  Street  nnit,  one  of  them 
connecting  into  the  present  sidewalk 
along  the  south  side  of  I  Street  bridge, 
the  other  continuing  around  and  run- 
ning north  the  full  length  of  the  Jib- 
boom  Street  unit.  No  sidewalk  will 
be  constructed  along  the  west  side  of 
this  unit,  as  available  side  clearance 
between     the     structure     and     Old 


Pioneer  Mill  is  barely  that  required 
for  train  operation.  The  north  side 
walk  of  the  I  Street  bridge  will  be 
extended  around  the  wye,  ending  at 
the  head  of  a  steel  stairway  leading 
down  into  the  railroad  yards.  A 
series  of  22  light  standards  will  be 
placed  throughout  the  structure  to 
provide  adequate  illumination  for 
night  travel. 

A  feature  of  the  design  problem 
was  to  provide  access  across  the  rail- 
road yard  by  the  present  road  for  the 
use  of  trucks  stopping  at  Old  Pioneer 
Mill.  This  road  crosses  under  the 
Third  Street  unit  at  Second  Street, 
diagonals  across  the  railroad  yard, 
and  runs  directly  underneath  the 
Jibboom   Street  unit  for  550  feet. 

KIGID  FRAME   CONSTRUCTION" 

In  these  areas,  therefore,  no  diag- 
onal  bracing   of   any   kind   could   be 


used  between  columns,  and  resort  was 
had  to  what  is  called  a  "rigid  frame" 
type  of  construction,  wherein  the 
columns  and  cross  member  supporting 
the  bridge  deck  ai"e  rigidly  fastened 
together  and  act  as  a  unit  in  resisting 
vertical  and  horizontal  forces.  This 
construction  was  accomplished  by  us- 
ing structural  steel  members  resting 
upon  concrete  pedestals  and  timber 
pile  foundations,  and  tied  together 
underground  to  insure  an  adequate 
horizontal  restraining  force  required 
with  this  type  of  layout.  Both  ap- 
proach units,  of  steel  and  concrete 
construction  throughout,  are  designed 
to  resist  earthquake  forces. 

MINIMUM  OF  INTERFERENCE 

Underground  utility  lines  compli- 
cated the  layout  problem,  and  in  most 
instances  practically  dictated  the  loca- 

( Continued  on  page  27) 


California  Hightvays  and  Public  Works 


[Five] 


State'Wide  Highway 
Planning  Survey 

By  T.  H.  DENNIS,  Maintenance  Engineer 


TO  DATE  in  approximately 
forty  states  the  Bureau  of  Pub- 
lic Roads  has  initiated  state- 
wide highway  planning  projects. 
Thos.  H.  MaeDonald,  Chief  of  the 
Bureau  of  Public  Roads,  in  comment- 
ing upon  the  neeessity  for  such  sur- 
veys, stated : 

"Developments  of  the  last  year,  es- 
pecially the  growing  demand  for  im- 
provement to  secondary  roads,  have 
moved  rapidly  to  the  point  where 
throughout  the  country  it  has  been 
urgently  necessary  from  the  national 
point  of  view,  that  the  factual  ma- 
terial to  be  developed  by  such  plan- 
ning surveys  be  made  available  as 
promptly    as    possible.     .     .     ." 

In  California  the  growth  of  the 
movement  for  the  improvement  of 
secondary  roads  is  indicated  in  the 
distribution  of  Federal  highway  ap- 
propriations for  the  past  year.  Of  the 
$7,486,362  appropriated  for  the  Fed- 
eral grade  separation  program  and 
the  Federal  Emergency  appropriation 
of  $7,747,928,  approximately  29  per 
cent  has  been  for  county  roads  and 
city  streets  which  are  not  part  of  the 
primary  I'oad  system  of  the  State. 

PURPOSES  OF  SURVEY 

The  results  of  the  surveys  in  the 
various  states  are  therefore  to  be 
employed  as  required  to  accomplish 
the  following  ends : 

1.  Select  an  integrated  high- 
way system  to  include  all 
roads  to  be  improved  within 
the  next  twenty  years,  and 
indicate  priority  of  improve- 
ment. 

2.  Record  the  present  condition 
of  all  parts  of  the  selected 
mileage  in  respect  to  traffic 
serviceability,  and  indicate 
the  amount,  kind,  and  cost  of 
further  improvement  required 
to  reach  fully  satisfactory 
serviceability. 

3.  Budget  highway  appropria- 
tions of  a  considerable  future 
period,  and  indicate  sources 
from  which  necessary  funds 
should  be  and  can  be  ob- 
tained, properly  related  to 
benefits  conferred. 


The  California  State-Wide  High- 
wa.y  Planning  Survey,  which  has  as 
its  aim  the  accomplishment  of  these 
objectives,  is  being  financed  by  Fed- 
eral funds  approximating  $228,000. 
The  California  project  as  set  up  is 
somewhat  less  costly  than  the  pro- 
grams of  other  states  of  comparable 
size  or  road  mileage.  This  is  due  in 
no  small  measure  to  the  fact  that 
many  ba.sic  data  obtained  in  the  Cali- 
fornia Highway  Transportation  Sur- 
vey of  1934  are  being  used  in  the 
present  survey. 

COMPRISES   POUR   STUDIES 

The  project  is  divided  into  four 
studies.  One  study,  the  road  inven- 
tory, has  already  commenced.  Plans 
for  two  other  studies,  a  traffic  census 
and  a  truck  and  bus  survey  are  near- 
ing  completion,  while  tho.se  for  the 
fourth,  a  financial  study,  are  in 
progress. 

The  road  inventory  is  confined  to 
public  roads  traversable  by  motor 
vehicles.  Tentative  determination  of 
whether  a  road  is  public  or  private 
is  being  based  upon  the  criteria  of 
maintenance  and  use,  so  that  there  are 
then  two  general  classes  of  roads  to  be 
considered. 

(a)  Roads  maintained  by  the  public  for 
public  use;   and 

(b)  Roads    maintained    by    private    indi- 
viduals for  public   use. 

In  the  latter  category  are  toll  roads, 
toll  bridges,  ferries,  etc.  Each  of 
these  general  classes  will  in  turn  be 
further  analyzed  to  show  the  inter- 
locking interests  of  various  govern- 
mental units  in  construction  and 
maintenance. 

COMPREHENSIVE  ROAD  INVENTORY 

The  road  inventory  will  deal  with 
the  physical  condition  of  the  roads 
and  with  the  development  adjacent  to 
them. 

With  respect  to  their  physical  con- 
dition, roads  will  be  characterized  as 
to  alignment,  gradient  and  drainage, 
the  degree  of  improvement  in  road- 
bed and  type  of  surfacing,  width  of 
road,  and  existence  of  sidewalks. 
Records  will  be  made  of  structuras — • 
bridges,  overpasses  and  underpasses — - 


their    type,    width,    length,    vertical 
clearance,  and  general  condition. 

Particular  attention  will  be  paid  to 
railroad  grade  crossings.  The  align- 
ment of  railroad  tracks  and  highway 
approach  gradients  will  be  noted. 
Crossings  will  be  classified  according 
to  the  sight  distance  available  from 
the  highway.  Exi.sting  signs  and 
other  devices  designed  to  warn  high- 
way traffic  of  the  tracks  will  also  be 
logged. 

POPULATION  ESTIMATES  POSSIBLE 

In  recording  the  development  con- 
tiguous to  the  roads,  farm  units,  in- 
dustrial and  commercial  enterprise, 
public  utilities,  residences,  places  of 
congregation,  etc.,  will  be  noted. 
From  these  data  it  will  be  possible  to 
estimate  the  distribution  of  popula- 
tion for  comparatively  small  areas  or 
mileage  of  road.  An  estimate  of  the 
seasonal  population  of  recreational 
areas  can  be  made  in  the  same  man- 
ner. 

The  second  major  study  of  the  sur- 
vey will  consist  of  special  traffic 
counts  covering  the  rural  roads — 
those  roads  outside  of  corporate  areas. 
On  the  county  roads  counts  will 
generally  be  of  eight  hours  duration 
at  a  single  station,  and  the  vehicles 
will  be  classified  as  to  type  and  hour 
of  passing.  These  special  counts, 
which  will  be  made  throughout  the 
year,  will  be  in  addition  to  the  counts 
made  regularly  on  the  State  highway 
system. 

Plans  also  call  for  the  use  of  traffic 
counts  which  have  been  made  by  sev- 
eral of  the  counties.  It  is  estimated 
that  when  all  available  data  are 
assembled,  the  final  results  will  show 
an  average  of  approximately  one 
traffic  station  for  ten  miles  of  county 
road.  This  average  is  comparable  to 
that  for  the  State  highway  system. 

TRUCK    AND    BUS    SURVEY 

To  supplement  the  traffic  counts, 
plans  are  being  made  to  conduct  a 
truck  and  bus  survey  at  a  sufficient 
number  of  points  to  distinguish  defi- 
nitely the  characteristic  movements 
of  freight  and  passengers,  including 
rural  mail  and  school  bus  movement, 
in  various  areas  and  roads  throughout 
a  period  of  a  year. 

It  is  anticipated  that  a  year  will  be 
required  to  complete  the  field  work  of 
the  planning  survey.  The  adminis- 
trative personnel  for  the  project  has 
been  drawn  from  the  regular  staff  of 
the  Division  of  Highways,  and  as  is 
the  rule  on  Federal  cooperative 
projects,  all  other  positions  are  being 
filled  through  the  U.  S.  Reemploy- 
ment Service. 


[Six] 


California  Highways  and  Public  Works 


FEEDER-ROAD  WORKERS  FIND  BONES  OF 

MASTODON  BURIED  200,000  YEARS  AGO 


EXCAVATING  for  a  road  of 
modern  times,  engineers  of  the 
State  Division  of  Highways 
and  contractors,  engaged  in  build- 
ing a  section  of  the  Imperial  Highway 
Feeder  Konte  project  just  south  of 
La  Habra  near  the  Los  Angeles- 
Orange  County  line  recently  un- 
earthed fossils  of  an  era  of  200,000 
years  ago. 

Bones  of  animals  that  lived  in  the 
early  Pleistocene  era  were  dug  up  and 
in  accordance  with  standing  orders  of 
the  Division  of  Highways  in  such 
eases  were  carefully  collected  for  sci- 
entific study  by  the  resident  engineer 
in  charge  of  the  construction  work 
F.  R.  Pracht. 

The  Division  of  Highways  turned 
the  bones  over  to  Dr.  Chester  Stock, 
Professor  of  Paleontology  at  the  Cali- 
fornia Institute  of  Technology,  and 
Dr.  H.  Anson  Wilde,  Curator  of  Ver- 
tebrate Paleontology  of  the  Los 
Angeles  Museum. 

BONES  OP  MASTODON 

These  scientific  gentlemen  gave  it 
as  their  opinion  that  among  the  more 
important  discoveries  were  the  teeth, 
pelvis  bone,  shoulder  blades  and  shoul- 
der bones  of  a  giant  mastodon ;  the 
teeth,  leg  bones,  ribs  and  vertebrae  of 
an  ancient  species  of  horse ;  the  ver- 
tebrae and  other  bones  of  a  ground 
sloth;  the  hind  leg  of  an  early  bison 
and  several  miscellaneous  finds  includ- 
ing sharks'  teeth,  bird  bones,  fish  ver- 
tebrae and  land  snail  shells. 

Dr.  Stock  set  the  age  of  the  bones  as 
beginning  some  time  in  the  early 
Pleistocene  era,  200,000  years  ago. 

"The  discovery  is  significant,"  he 
said,  "in  that  some  of  the  bones  are 
of  difi'erent  ages  and  some  may  be  as 
much  older  as  100,000  years  than  the 
others. 

REPORTED  TO  ENGINEER 

Men  employed  by  Charles  Reynolds, 
superintendent  for  R.  E.  Campbell, 
contractors,  made  the  finds  and  Mr. 
Reynolds  immediately  reported  the 
matter  to  Resident  Engineer  Pracht. 

From  notes  written  by  Dr.  Stock 
and  compiled  by  Dr.  Wilde  the  fol- 
lowing report  on  the  finding  of  the 
mammalian  fossils  has  been  made  a 
matter  of  scientific  record  : 

"The  section  of  the  deposits 
exposed  by  the  road  cuts  shows 


Fair    P.    W.    A.    employees    exhibit    Ice    Age    fossils    including    bones    of    mastodon    and 
Pleslppus  horse  excavated  on   highway  project  in  Orange  County. 


the  presence  of  cross-bedded 
sands  and  gravels,  evidently 
laid  down  in  prehistoric  time  in 
a  series  of  stream  channels. 

"The  fossils  themselves  are 
scattered  and  for  the  most  part 
fragmentary.  Some  show  greater 
wear  than  others  and  appear  to 
indicate  that  not  all  the  material 
accumulated  at  one  time.  A 
single  tooth  of  a  horse  and  sev- 
eral pieces  of  bone  are  water 
worn  and  have  every  appearance 
or  having  been  transported  for 
some  distance.  The  tooth  repre- 
sents possibly  the  genus  Plesip- 
pus,  a  type  of  horse  more  primi- 
tive than  the  living  and  later  Ice 
Age  species  of  horses,  and  found 
generally  in  the  very  early 
stages  of  the  Ice  Age  or  for  that 
matter  in  the  Pliocene  as  well. 


"Geologists  tell  us  that  Pleis- 
tocene or  Ice  Age  deposits  are 
exposed  to  the  north  of  the  fossil 
occurrence  along  the  southern 
front  of  the  Puente  Hills.  It  is 
therefore  quite  possible  that  a 
stream  flowing  southward  from 
the  Puente  Hills  in  later  Ice  Age 
time  may  have  eroded  some  of 
these  deposits  and  their  en- 
tombed organic  remains,  carry- 
ing them  to  the  place  of  their 
present  find. 

"In  addition  to  this  material 
better  preserved  specimens  rep- 
resenting horse,  mastodon, 
ground  sloth  and  bird  (turkey) 
may  represent  primary  rather 
thaji  secondary  accimiulation 
and  may  date  from  a  later  stage 
of  the  Ice  Age. " 


California  Hightvays  and  Public  Works 


[Seven] 


TOWER  BRIDGE  WINS 
NATIONAL  AWARD 

By  EVERETT  L.  WALSH,  Associate  Bridge  Engineer 


FOR  the  second  time  in  consecu- 
tive years  a  California  bridge, 
designed  by  tlie  State  Division 
of  Highways  and  built  by  the  Depart- 
ment of  Public  Works,  has  won  an 
award  in  the  annual  national  com- 
]ietition  held  in  New  York  by  tlie 
American  Institute  of  Steel  Construc- 
tion, Inc.,  for  the  most  beautiful 
bridge  built  during  the  past  year. 

This  honor  was  won  by  the  Tower 
Bridge  spanning  the  Sacramento 
River  at  Sacramento  which  was  ac- 
corded second  place  in  Group  B,  in- 
cluding bridges  costing  between 
$250,000  and  $1,000,000.  Group  A 
included  bridges  costing  $1,000,000  or 
more,  and  Group  C  those  costing  less 
than  $250,000.  A  total  of  thirty-one 
bridges  entered  the  contest. 

A  similar  award  in  1935  was  won  in 
Group  C  by  the  Eel  River  Bridge,  a 
continuous  steel  girder  structure  on 
State  Route  No.  1,  Redwood  Highway, 
at  Smith  Point  in  Humboldt  County. 
The  Tower  Bridge  award  brings  ad- 
ditional honor  from  the  fact  that  this 
lift  span  structure  entered  into  com- 
petition with  bridges  of  all  other 
types,  and  never  before  has  a  lift 
bridge  been  judged  comparable  in 
harmony  of  outline  and  proportion 
with  arch  and  suspension  bridges  be- 
cause the  inherent  graceful  and  sym- 
metrical lines  of  the  latter  types  have 
always  been  considered  the  most  beau- 
tiful. 

NOTED  MEN   ON  JURY 

Californians  may  well  be  proud, 
therefore,  in  having  the  most  beau- 
tiful lift  bridge  in  the  United  States. 
The  awards  were  made  by  a  jury  of 
nationally  known  engineers  and  archi- 
tects consisting  of  Messrs.  Robert  D. 
Kohn  and  Arthur  Loomis  Harmon, 
architects  of  New  York;  Professor 
William  J.  Krefeld  of  the  College  of 
Engineering,  Columbia  University; 
Mr.  Howard  C.  Baird,  consulting 
engineer  of  New  York ;  and  Mr.  Ken- 
neth Hayes  Miller  of  New  York,  one 
of  America's  best  known  artists. 

Records  on  the  early  Egyptian 
moiniments  prove  that  bridges  were 
built  during  the  time  of  Rame.ses  II, 
1.350    B.    C.      In    fhc    davs    of    King 


Arthur  and  his  Knights  of  the  Round 
Table,  movable  bridges  were  used  as  a 
protection  again.st  attack,  by  having 
drawbridges  over  moats  around  the 
castles. 

The  earliest  lift  bridges  in  the 
United  States  were  located  along  the 
Erie  Canal  and  were  constructed  in 
1874.  As  population  and  water  borne 
commerce  increased,  it  became  neces- 
sary to  increase  the  size  and  efficiency 
of  movable  bridges.  The  design  of 
such  bridges  has  kept  pace  with  the 
development  of  steam,  gasoline  and 
electrical  power  until  today  we  have 
large  fast  moving  tj'pes  of  bridges 
which  meet  the  needs  of  modern 
necessity. 

290-FOOT  LIFT   SPAN 

The  Tower  Bridge  at  Sacramento 
represents  all  that  is  modern  in  engi- 
neering skill  and  bridge  design.  The 
bridge  is  737  feet  long  with  a  road- 
way width  of  52  feet  and  two  side- 
walks four  feet  wide.  A  roadway 
thirteen  feet  wide,  protected  by  con- 
crete curbs,  is  provided  for  the  Sacra- 
mento Northern  Railroad  tracks. 

The  bridge  consists  of  steel  spans 
resting  on  concrete  piers  and  abut- 
ments. The  center  lift  span  is  209 
feet  long  and  is  supported  by  towers 
160  feet  high.  West  of  the  lift  span 
is  one  193-foot  steel  truss  span  and 
four  34-foot  steel  girder  spans.  East 
of  the  lift  span  is  one  167-foot  steel 
truss  span  and  one  30-foot  steel  girder 
span.  The  overhead  clearance  of  the 
lift  span  provides  a  maximum  clear- 
ance above  high  water  of  100  feet  and 
a  vertical  clearance  between  fenders 
of  172  feet. 

An  advantage  of  this  type  of  bridge 
is  that  it  is  very  seldom  necessary  to 
raise  the  lift  span  to  its  fully  raised 
position.  The  majority  of  vessels  can 
pass  under  the  structure  when  the  lift 
span  is  only  partially  raised  and  thus 
avoid  undue  delay.  The  bridge  can 
be  fully  opened  and  closed  in  approxi- 
mately one  and  one-half  minutes.  The 
old  bridge  which  was  replaced  at  this 
location  required  six  minutes  to  open 
and  close  completely. 

The  lift  span  mechanism  i.s  oi)('i-ated 
by    ])ower   transmitted    to   the   o(iera- 


tor's  house  on  the  lift  span  by  sub- 
marine cables  placed  at  a  minimum 
depth  of  10  feet  below  the  streambed. 
Flexible  cables  with  sufficient  slack 
to  provide  for  the  continuous  flow  of 
electrical  energy  when  the  lift  span  is 
raised  to  its  maximum  height  are 
located  in  the  towers. 

In  addition  to  the  electric  motors 
which  provide  the  power  for  lifting 
the  bridge,  there  is  also  an  auxiliary 
gasoline  motor  which  operates  an  elec- 
tric generator.  In  case  of  a  power 
failure,  or  if  the  electrical  transmis- 
sion line  is  broken  for  any  reason,  the 
gasoline  motor  will  be  read}'  to 
furnish  power  at  a  moment's  notice. 

The  old  bridge  was  built  in  1910 
at  the  same  location,  at  the  foot  of 
M  Street.  It  had  long  been  an  eye- 
sore to  the  people  of  the  State  who 
entered  Sacramento  from  the  west. 
M  Street,  the  Pennsylvania  Avenue  of 
California,  runs  directly  into  the 
State  Capitol,  which  is  flanked  by  the 
new  Capitol  Extension  buildings  and 
Capitol  Park.  It  was  unimpressive,  to 
say  the  least,  to  have  such  an  anti- 
quated structure  as  the  gateway  to  the 
beautiful  capitol  buildings  and 
grounds.  When  the  need  for  a  new 
bridge  became  an  absolute  necessity 
due  to  traffic  requirements,  popular 
sentiment  demanded  that  every  effort 
be  expended  to  design  a  structure 
which  would  be  unexcelled  in  archi- 
tectural and  engineering  beauty  and 
thus  conform  to  its  natural  setting. 

NOVEL  TOWER  DESIGN 

Simplicity  is  the  chief  charaetei-istic 
of  the  bridge  architecture.  The  prin- 
cipal departure  from  ordinary  prac- 
tice is  the  plating  or  covering  of  the 
tower  truss  members  by  steel  plates 
which  give  the  appearance  of  sim- 
plicity in  mass.  The  plates  cover  the 
intricate  lacing  and  cross  members 
and  produce  a  modernistic  straight 
line  effect  which  is  pleasing  to  the  eye. 

To  produce  the  illusion  of  artis- 
tically adequate  pier  size  in  the  sub- 
structure and  continue  the  simple 
straight  line  effect,  the  fender  struc- 
ture protecting  the  main  pier  has  been 
offset  a  considerable  distance  back 
from  the  channel  and  extended  the 
proper  distance  beyond  the  edge  of 
the  tower.  The  pier  itself  is  not  vis- 
ible through  the  fender  as  the  fender 
extends  above  the  pier  and  effectively 
conceals  it,  thus  giving  the  tower  an 
apparent  support  of  ample  size. 

This  treatment  of  the  fender  s.ystem 
was  handled  in  this  manner  because 
the  plating  of  the  towers  creates  such 

(Continued  on  page  27) 


[Eight] 


California  Hightvays  and  Public  Works 


Tower   Bridge  at   Sacramento,  winner  of  award    in   annual   national   competition  for   most  beautiful   bridges   built   last  year 


Marlette,  California's  First  State  Highway  Builder, 
Was  Forced  to  Borrow  Road  Funds  From  Public 


IN  THESE  DAYS  wheu  the  people 
of  California  gladly  contribute 
millions  of  dollars  in  gas  taxes  for 
ionstruetiou  and  maintenance  of  high- 
ways, it  is  rather  difficult  to  visualize 
the  situation  that  confronted  the 
State's  first  road  builder.  Surveyor 
]}eneral  S.  H.  Marlette,  who,  in  1855, 
was  forced  to  advertise  in  the  Sacra- 
mento newspapers  for  a  loan  of  $500 
to  finance  a  survey  ordered  by  legis- 
lative act  for  tlie  Emigrant  Wagon 
Road  over  the  Sierra  by  way  of 
Placerville  to  Carson  Valley,  Nevada. 
At  the  first  session  of  the  legisla- 
ture in  1850,  before  California  had 
been  admitted  to  the  Union,  a  law 
was  passed  defining  the  duties  of  the 
Surveyor  General.  As  a  member  and 
ex  officio  Chief  Engineer  of  the  Com- 
mission of  Internal  Improvements,  he 
wa.s  required  "to  make  plans  and  sug- 
gestions for  improvements  of  navi- 
gation, construction  of  roads,  rail- 
roads and  canals,  preservation  of  for- 
ests, *  "  *  and  surveys  of  bounda- 
ries of  the  State  and  counties." 

AN    AMBITIOUS    PROJECT 

Public  agitation  for  a  "post  road, 
or  other  road,  from  the  Sacramento 
Valley  to  the  Missouri  River,  by  way 
of  Great  Salt  Lake,"  resulting  in 
mass  meetings  of  citizens  in  San 
Francisco,  Sacramento,  Marysville, 
Placerville  and  other  places  in  1854 
and  1855,  finally  culminated  in  the 
legislature  taking  action. 

It  passed  a  bill  creating  a  commis- 
sion to  consist  of  the  Governor,  Sec- 
retary of  State  and  Surveyor  General, 
which  body  was  authorized  to  call 
for  bids  for  the  construction  of  a 
wagon  road  from  the  valley  of  the 
Sacramento  over  the  Sierra  to  Car- 
son Valley  at  a  cost  not  to  exceed 
$105,000.  Governor  Bigler  signed 
the  measure  April  28,  1855. 

The  act  provided: 

"The  Surveyor  General  of  the 
State  shall  cause  to  be  surveyed  a 
good  wagon  road  over  the  Sierra 
Nevada  Mountains  at  an  expense  not 
to  exceed  five  thousand  dollars;  and 
no  further  liability  shall  be  incurred 
for  this  purpose." 

NO    FUNDS    PROVIDED 

Through  an  oversight,  the  legisla- 
ture failed  to  appropriate  any  money 
for  a  survey  of  propased  routes. 

I'oor  Marlette  was  left  with  a  sur- 


Old  map  showing  Marlette  and  Day  surveys  made  in  1855  for  the  Emigrant  Wagon 
Road  linking  Sacramento,  Placerville  and  Carson  Valley,  Nevada,  The  road  was  com- 
pleted   in    1858. 


vey  on  his  hands  and  no  moiuy  with 
which  to  make  it. 

In  desperation  he  called  upon  pub- 
lic spirited  citizens  for  help.  He 
wrote  in  one  of  his  official  reports: 

"On  the  17th  of  August,  1855, 
finding  it  impossible  to  comply 
with  the  requirements  of  the 
Wagon  Road  Act,  in  a  mode 
commensurate  with  the  impor- 
tance of  the  same,  in  the  vain 
hope  of  obtaining  assistance 
from  some  ardent  friend  of  the 
road,  the  following  advertise- 
ment was  inserted  in  Sacra- 
mento papers: 

"  'Wanted  immediately,  on  the 
credit  of  the  State,  $500  to 
enable  the  undersigned  to  com- 
plete the  explorations  for  the 
Emigrant  Wagon  Road.  Any 
gentleman  who  is  willing  to  ad- 
vance the  above  named  sum  and 
will  signify  the  same,  will  be 
called  upon  immediately  by  the 
undersigned. 

S.  H.  Marlette 
Surveyor  General'." 


"Two  gentlemen,"  General 
Marlette  recorded,  ' '  called  to  in- 
quire what  security  could  be 
given  for  the  above  named 
amount,  to  which  I  replied: 
The  justice  and  liberality  of 
the  next  legislature'." 

The  Surveyor  General  then  ap- 
pealed to  the  people  of  Sacramento, 
El  Dorado  and  Calaveras  counties  for 
subscriptions  to  make  a  survey  and 
funds  were  raised  for  the  purpose. 
Marlette  commissioned  State  Senator 
Sherman  Day,  a  well  knoAvn  engineer, 
to  locate  a  route  for  the  Emigrant 
Road  over  the  Sierra  to  Carson  Val- 
ley and  Day  began  his  task  on  June 
11,  1855. 

He  completed  a  preliminary  survey 
and  returned  to  Sacramento  where- 
upon Marlette  set  out  with  him  to 
make  a  second  survey.  Day  favored 
a  route  which  today  is  the  course  of 
the  State  highway  from  Sacramento 
through  Placerville  to  Lake  Talioe 
(then  called  Bigler  Lake),  thence  into 
Carson  Valley,  Nevada.  Later,  Gen- 
eral Marlette  directed  George  H.  God- 
dard,  grandfather  of  Al  Goddard  of 


ITenl 


California  Hightvays  and  'Public  Works 


Sacramento,  to  make  a  tliird  investi- 
gation. 

Witli  the  information  gathered  by 
his  engineers,  Marlette  and  tlie  Wagon 
Road  Commissioners  advertised  for 
bids  for  the  work  of  building  the 
road  and  a  contract  was  awarded  to 
L.  B.  Leach  of  Stockton.  Subse- 
quently it  was  found  that  Leach  was 
a  fictitious  person  and  the  charge 
was  made  that  enemies  of  the  pro- 
posed road  had  connived  to  submit 
an  exceptionally  low  bid  in  order  to 
delay  construction. 

DECI.ARED  ITXCONSTITUTIOXAL 

Meanwhile,  the  State  Controller 
refused  to  audit  accounts  under  the 
Wagon  Road  Act  and  Marlette  and 
those  who  had  contributed  money 
for  the  surveys  were  out  of  pocket. 
Their  claims  remained  unpaid  until 
April  30,  1857.  The  Controller  later 
was  sustained,  the  Supreme  Court 
in  December,  1856,  declaring  the 
Wagon  Road  Act  unconstitutional. 

With  the  legality  of  the  statute 
questioned,  the  citizens  of  Placerville 
in  June,  1856,  voted  $5,500  for  a  road 
from  tliere  to  Carson  Valley  over  the 
Day-Marlette  route.  In  February, 
1857,  President  Pierce  approvetl  a 
congressional  appropriation  of  $300,- 
000  for  a  wagon  road  from  Fort 
Kearney,  via  South  Pass  of  the  Rocky 
Mountains  and  Great  Salt  Lake  Val- 
ley to  the  eastern  boundary  of  Cali- 
fornia, near  Honey  Lake. 

Immediately,  Californians  set  to 
work  to  raise  funds  for  a  road  over 
the  Sierra  to  meet  the  projected  Fed- 
eral road  at  Honey  Lake.  On  May 
11,  1857,  representatives  of  Sacra- 
mento, El  Dorado  and  Yolo  counties 
met  in  Sacramento.  Twenty  thou- 
sand dollars  were  subscribed  by  Sacra- 
mento, an  equal  amount  by  El  Do- 
rado and  ten  thousand  dollars  by 
Yolo.     The  Day  route  was  approved. 

Finally,  in  November,  1858,  the 
road  linking  Sacramento  and  Placer- 
ville with  Carson  Valley  was  com- 
pleted. 

Lack  of  legislative  support  for  the 
Emigrant  Road  and  opposition  by 
interests  involved  in  building  the  first 
transcontinental  railroad  residted  in 
the  road  being  taken  over  by  private 
capital  following  the  discovery  of 
great  silver  deposits  in  Nevada  and 
the  excessive  traffic  from  Sacramento 
over  the  Sierra  to  the  Comstock  and 
other  Nevada  mines.  The  route  be- 
came a  toll  road  and  paid  huge  divi- 
dends to  its  operators. 

Years  later,  in  1895,  when  the  legis- 
lature created  the   State  Bureau  of 


Old  woodcut  picture  of  the  Emigrant  Wagon  Toll  Road  in  1865  from  Albert  D. 
Richardson's  book  "Beyond  the  M  ississippi,"  published  in  1867,  illustrating  his  descrip- 
tion of  a  trip   in  a   six  horse  coach   from    Lake  Tahoe  to   Placerville. 


Highways,  the  old  pioneer  toll  road, 
known  as  tlie  Lake  Tahoe  Wagon 
Road,  was  taken  over  by  the  State, 


thus  becoming  the  starting  point  of 
the  vast  California  highway  system 
of  todaj'. 


California  High-ways  and  Public  Works 


[Eleven  I 


'  VlPROVED  TYPE  OF  SOIL  SAMPLER    ^'^sTANroNj, 
.or  Exploration  and  Sampling  Operations    ^^'-i''""^''"''-'^^"^'- 


THE  soil  sampler  described  here- 
in was  developed  over  a  period 
of  six  j'ears,  starting  in  1930, 
by  engineers  of  the  Materials  and  Ke- 
search  Department  of  the  California 
Division  of  Highways.  It  was  de- 
signed to  avoid  the  delay  and  expense 
incidental  to  driving  and  cleaning  out 
a  well  casing  before  taking  samples, 
and  has  been  successfully  used  in  its 
present  form  for  obtaining  undis- 
turbed soil  samples  to  depths  of  over 
250  feet  under  a  wide  range  of  con- 
ditions. 

Two  hundred  thirty-two  holes  ag- 
gregating over  13,000  lineal  feet  of 
cores  have  been  cut  with  the  2-inch 
sampler  since  1933  in  connection  with 
foundation  investigations  for  the  San 
Francisco-Oakland  Bay  Bridge  and 
other  highway,  bridge,  and  grade 
separation  projects. 

The  equipment  was  developed  not 
only  to  reduce  the  cost  of  deep  samp- 
ling, but  also  to  obtain  samples  in  an 
undisturbed  state  so  as  to  accurately 
determine  foundation  conditions,  in- 
cluding moisture  content,  density,  and 
consolidation.  In  clay  and  cemented 
material  samples  have  been  taken  to 
depths  of  approximately  150  feet  be- 
low the  bottom  of  a  cased  or  open 
hole,  thereby  greatly  reducing  the 
total  drilling  expense.  Practically 
continuous  2-inch  diameter  core 
samples  have  frequently  been  taken  to 
depths  of  100  to  200  'feet  at  a  total 
cost  of  less  than  $1  per  foot,  includ- 
ing rental  of  equipment  and  all 
operating  expenses. 

CONVENTIONAL    SAMPLERS    SLOW 

All  grades  of  foundation  material 
have  been  sampled,  the  equipment  be- 
ing suitable  for  use  in  formations  of 
hardness  ranging  up  to  "soft"  rock. 
The  sampler  unit  has  been  driven  as 
much  as  two  or  three  feet  into  bed- 
rock where  the  material  consisted  of 
partially  disintegrated  sandstone  or 
shale. 

Soil  samplers  used  on  the  pre- 
liminary investigation  of  the  San 
Francisco-Oakland  Bay  Bridge 
foundation  material  ^  required  casing 
to  just  above  the  elevation  at  which 
a  sample  was  desired.  After  cleaning 
the  easing,  samples  were  obtained  to  a 
depth  of  18  inches  below  the  bottom  of 
the  cased  hole.  The  casing  was  then 
driven  to  the  next  depth  to  be 
sampled,  the  hole  again  cleaned,  and 


samples  taken  as  before.  Great  care 
and  slow  methods  were  required  in 
driving  and  cleaning  the  casing  so  as 
not  to  disturb  the  material  immedi- 
ately below  the  bottom  of  the  hole. 

Conventional  equipment-  usually 
included  a  vent  hole  with  either  a  flap 
or  ball  valve  action  at  the  top  of  the 
sampler  section.  Sand  and  silt 
particles  frequently  lodged  in  the 
valve  preventing  a  satisfactory  seal 
against  suction,  thus  resulting  in  the 
loss  of  the  sample. 

CASING   COST  SAVED 

Prior  to  and  during  the  period  the 
original  borings  for  the  Bay  Bridge 
were  under  way,  the  Materials  and 
Research  Department  was  working  on 
the  development  of  a  sampler  designed 
to  eliminate  unsatisfactory  and  ex- 
pensive operation  features  of  the  con- 
ventional type  of  equipment.  The 
new  sampling  device  developed  as  a 
result  of  the.se  studies  is  a  decided  im- 
provement over  the  old  type. 

A  clean  open  hole  is  not  required 
and  the  use  of  casing  is  not  essential 
for  holes  up  to  100  feet  unless  free 
flowing  sand  or  gravel  is  encountered. 
Casing  is  required  only  when  skin 
friction  becomes  too  great  to  permit 
ready  driving  and  pulling  of  the 
sampler. 

On  the  foundation  study  recently 
completed  for  the  proposed  San  Fran- 
cisco Interurban  Bay  Bridge  Terminal 
and  Viaduct  construction,  70  to  90 
feet  of  casing  was  used  to  seal  off  an 
overlying  strata  of  free  flowing  eolian 
and  marine  sand.s.  Boring  and 
sampling  operations  were  then  satis- 
factorily continued  through  marine 
clay  and  clayey  sand  to  bedrock  at 
depths  up  to  220  feet  without  further 
casing,  at)  a  saving  of  one-third  to 
one-half  the  cost  under  previous 
methods. 

DESCRIPTION    OP    SAMPLER 

The  sampler  unit,  shown  in  illustra- 
tions on  adjoining  page,  consists  of  a 
cutting  point,  sampler  sections,  coup- 
lings, 2-inch  bra.ss  tube  sample  retain- 
ers, and  a  plug,  screw,  and  nut  assem- 
bly. The  cutting  point  is  constructed 
of  tool  steel  and  its  outer  shape  con- 
forms in  general  with  that  found  by 
Veihmeyer  and  Beckett'  to  be  suita- 
ble for  securing  undisturbed  samples 
of  agricultural  soils. 

The    sampler    sections,    couplings, 


neer,  Division  of  Highways 


and  the  cutting  point  are  bored  on  the 
inside  to  receive  the  brass  tube 
sample  retainers.  These  brass  tube 
retainers  permit  i-eady  removal  of 
the  cores  from  the  sampler  and  pre- 
vent disturbance  of  the  specimens. 
This  part  of  the  outfit  is  conventional. 
The  important  element  of  the  new 
sampler  is  the  plug  assembly.  First, 
it  plugs  the  sampler  until  the  depth 
is  reached  at  which  samples  are  de- 
sired ;  and  second,  it  provides  a  seal 
against  suction  immediately  above  the 
top  of  the  sample. 

THREAD  STRESS  PREVENTED 

The  screw  shaft  and  nut  section 
are  provided  with  a  fast  pitch,  left 
hand  thread,  the  former  being  con- 
nected to  the  plug  in  a  manner  to  per- 
mit swivel  action. 

Extension  rods  and  all  sampler  sec- 
tions are  provided  with  suitable  size 
R.  H.  square  threads.  In  the  cou- 
plings the  ends  are  butted  against  a 
square  shoulder  in  order  to  prevent 
excessive  thread  stress  during  driving. 

Samples  are  taken  by  (1)  driving 
the  sampler  as  a  plugged  tube  to  the 
desired  depth;  (2)  retracting  the 
plug  and  forcing  the  open  sampler 
into  undisturbed  material;  (3)  re- 
tracting the  plug  further  to  effect  an 
air  tight  seal  above  the  sample;  (4) 
withdrawing  the  entire  sampler  unit 
to  the  surface. 

DRILLING  OPERATIONS  EXPEDITED 

A  3  to  4  foot  length  of  soil  core  is 
normally  obtained  in  one  sampling 
operation.  On  important  work  one 
three  to  four  foot  sample  is  usually 
taken  for  each  five  feet  of  depth.  In 
many  cases,  however,  the  driving 
record  for  the  plugged  sampler  fur- 
nishes sufficient  information  regard- 
ing the  uniformity  of  the  material. 
In  such  cases  the  drilling  operations 
are  expedited  by  taking  samples  at 
less  frequent  intervals. 

Two  samplers  complete  with  plug, 
screw,  and  nut  assembly  are  usually 
kept  on  rush  jobs  so  that  drill  opera- 
tions will  not  be  shut  down  while 
samples  are  being  removed  and  pre- 
pared for  shipment  to  the  laboratory. 

The  string  of  2-inch  long  brass  tube 


1  (E.N.R.,  June  23,   1932,  P.   891.) 

2  (A.S.C.E.,     Proceedings,     May,     1933, 
804.) 

3  (Soil    Scieiioe.   Vol.    25,    192S,    P.    147, 
Vol.   27,   1929,   P.    381.) 

(Continued  on  page  20) 


[Twelve] 


California  Highways  and  Public  Works 


1.  3iMPLtR  DRivtN  TO  Depth 
Which  Samplls  arl  Dlsirld 
With  Plug  in  Position 


2.  Plug  Uuiio  to  Bositioh  ®  B^f 
Turning  5CRtw  ®  /Actuated  by 
Inside  Rod  From  Surface 

a  Core  Obtained  bi  Driving 
Sampler  Into  Soil  Thiuebi 
Filling  E>RA5i  Tube  Sample 
Containers 

4.  Plug  Raised  Above  Bdsition  ®  to 
Contact  Surface  ©in  Nut  Section 
©  to  Seal  Against  Suction 

5.  Sampler  Pulled  Up  And  Specimens 
Removed,  Weighed,  Capped  And 
Slalld 


California  Highivays  and  Public  Works 


[Thirteen] 


Colton  Bottleneck  Subway  Replaced  By 
Grade  Separation  on  New  Alignment 


By  M.  A.  Koontz,  Asst.  Bridge 
Designing  Engineer 


^T-^()  THE  city  of  Colton  in  the 
I  county  of  San  Bernardino  raate- 
-I  rializes  a  combined  Federal  Aid 
:in  I  State  Highway  grade  separation 
project :  the  completion  of  the  Colton 
Si.bway  on  State  Highway  Route  43 
carrying  public  highway  traffic  be- 
tween San  Bernardino  and  Riverside 
under  the  tracks  of  the  Atchison. 
Topeka  and  Santa  Fe  Railway  at 
Colton. 

Tlie  new  grade  separation  structure 
replaces  an  obsolete  subway  con- 
structed in  1907  which  was  a  hazard 
to  the  fast  moving  highway  traffic  of 
today.  Earlj'  highway  alignment 
standards  did  not  consider  the  severe 
reverse  curve  which  characterized  the 


.J 


Colton  grade  separation  improv 


Tent  provides  adequate  highv 
walk. 


idth  and  a   pedestrian 


C<3c^&na 


Meu>  U^-xJer-jDass^ — 


ta.. 


Neu)  »S'/cP/<o  /-//^J-i 


naWcJaDL 

DDDiicnaDr 

DDDDCDDDC 

DDDDCIDDC 
nnni — innr 


o 
o 


LIULILJUUL 

DDcnnnr. 


DC 
DC 
DC 
DC 
DDC 


o 

z 


Old    subway    built 


*/erse   curve   alignment    and    too 


for   two    trucks   to    pass. 


old    subway,    dangerous    to    contem- 
porary traffic. 

With  the  advent  of  greater  speeds, 
larger  commercial  carriers  and  a  vast 
increase  in  the  number  of  vehicles  on 
the  public  highway,  it  became  appar- 
ent that  the  old  subway  and  low-stand- 
ard contiguous  highwajr  alignment 
must  be  replaced. 

TRAFFIC   BACKUP 

As  early  as  1924  engineering  studies 
were  made  to  determine  an  economic 
solution  of  the  problem  which  far- 
sighted  highway  engineers  anticipated 
would  arise  within  the  nest  two 
decades.  These  studies  indicated  that 
a  iii'w  subway  on  revised  alignment 
would  ]irovide  an  adequate  solution  of 

(Continued  on  page  25) 


[Fourteen  I 


California  Highivays  and  Public  Works 


Budget  Revision 
Found  Necessary 

(Continufil   from   page   1) 

of  $11,008,602.  This  amount,  how- 
ever, does  not  represent  an  unex- 
pended balance  of  funds  over  which 
the  Division  of  Highways  has  com- 
plete control. 

Included  in  the  State  Highway 
budget  was  an  amount  of  $5,796,875 
set  a.side  as  the  i.i-ceut  allocation  to 
cities  for  use  on  city  streets  other 
than  State  Highway  routes.  The 
expenditure  of  these  fund.s  is  handled 
by  the  cities  themselves,  and  on  June 
1  expenditures  from  these  budgeted 
funds  amounted  to  only  $1,489,976, 
leaving  $4,306,899  as  a  balance  to  be 
expended  for  the  improvement  of  city 
streets  during  the  remainder  of  the 
biennium. 

ADEQUATE  BALANCE  NECESSARY 

As  far  as  State  Highway  funds  are 
concerned,  this  latter  amount  may 
properly  be  deducted  from  the  cash 
in  the  hands  of  the  State  Treasurer 
leavinc  a  balance  of  $6,701,703  on 
June  1  for  the  work  of  the  Division 
of  Highways. 

This  cash  balance,  however,  is  onh' 
a  small  percentage  of  the  value  of 
outstanding  obligations  of  the  Divi- 
sion of  Ilighway.s.  Funds  are  being 
expended  daily  on  these  obligations 
which  include  contracts  in  progress. 
work  on  survevs  and  plans,  mainte- 
nancf.  right  of  way,  etc.  On  June  1, 
the  totRl  unexpended  balance  of  out- 
standinsr  work  orders  amounted  to 
$21,302,320.  With  State  Highway 
operations  reaching  this  volume,  the 
cash  margin  of  $6,701,703  is  no  more 
than  adequate. 

One  of  the  important  phases  of 
efficient  administration  of  the  State 
Highway  activities  involves  prepara- 
tion of  accurate  estimates  of  tlie  cost 
of  proposed  work. 

SMAIJj  SAVINGS  ON  CONTRACTS 

On  State  Highway  contracts 
awarded  in  the  last  six  months,  dur- 
ing which  period  the  Division  of 
Highways  has  had  an  unusually 
large  volume  of  work  under  way,  the 
diiference  between  the  engineers' 
preliminary  estimates  and  the  bids 
of  contractors  has  been  only  eight- 
tenths  of  one  per  cent. 

The  following  tabulation  gives  a 
comparison  of  the  preliminary  esti- 
mates   with     the     contractors'     pro- 


posals on  all  major  projects  for 
which  bids  were  opened  between 
November  27,  1935,  and  June  18, 
1936 : 

No.  of         Total  of 
projects      estimates 

North     77     $10,054,309.73 

South     73         7,943,458.61 

Total    150     $17,997,768.34 

Total  of  Per  cent  of 

bids  Saving  saving 

$9,995,449.93  $58,859.80  0.6 

7,856,219.06  87,239.55  1.1 

$17,851,668.99  $146,099.35  0.8 

The  above  tabulations,  representing 
contract  items  only,  give  a  direct  com- 
parison of  the  engineers'  preliminary 
estimates  with  the  bids  of  contractors  ; 
however,  the  amount  of  $17,851,668.99 
does  not  represent  the  final  total  cost 
of  the  work  to  the  State  as  the  cost  of 
contingencies,  extra  work  and  partici- 
]iation  items  in  railroad  grade  separa- 
tion contracts,  are  not  included  in  the 
figures  given.  These  additional 
items,  not  included  in  the  contracts, 
will  bring  the  total  cost  of  the  150 
projects  to  .$20,710,225.13. 

ALL   FUNDS    ALLOCATED 

The  savings  thus  accruing  on  con- 
tracts have  been  transferred  to  the 
reserves  and  reallocated  by  vote  of 
the  California  Highway  Commission 
to  additional  projects. 

In  fact  all  available  funds  for  the 
current  biennium  have  been  so 
allocated  to  various  construction 
projects,  and  if  the  present  rate  of 
getting  work  under  way  continues 
it  may  be  necessary  to  transfer  to 
the  next  biennium  approximately 
$2,000,000  in  stage  construction  in 
order  to  complete  improvements  be- 
gun during  the  present  biennium. 

QUEER  STORM  EFFECT 

During  a  recent  severe  wind  storm 
in  Orange  county  at  a  certain  loca- 
tion on  the  highway  Ora-2-B  near 
El  Toro  automobiles  were  crashing 
into  each  other  and  stalling  due  to 
static  electricity  and  sand.  Visibility 
was  exceedinly  poor.  Superintendent 
Glenn  H.  Cl'ieeseman  reports  that 
Foreman  A.  C.  Humphrey  learned 
of  the  situation  at  2  o'clock  in  the 
morning,  promptly  proceeded  to  the 
scene  of  trouble  and  devoted  the  re- 
mainder of  the  night  to  the  task  of 
detouring  traffic  over  another  road. 
That  was  beyond  the  call  of  ordinary 
duty. 

Powntowii  parking  abolished  in  Rome: 
m  B.  C. 


Court  Disallows 
$60,000  Claim 

ANCIENT  liistory  was  review,  o 
rei-'cntlv  in  the  courtroom  oi 
-Judge 'Peter  J.  Shields  of  tht 
superior  court,  Sacramento  Count  in 
an  action  involving  contractcrs' 
claims  on  the  Shasta  Canyon  project 
in  Siskiyou  County.  The  project  ex- 
tended from  Yreka  to  the  confluence 
of  the  Shasta  and  Klamath  vivei's, 
and  was  tinallv  completed  in  Septem- 
ber, 1931. 

Wren  &  Greenough,  of  Portland, 
Oregon,  were  the  contractors  on  the 
job,  and  after  completion  claimed  ap- 
proximately $60,000  in  addition  to  the 
amounts  paid  to  them.  The  amount 
claimed  represented  the  total  of  18 
different  items,  including  excavation, 
outside  of  the  plans  and  alleged  to 
have  been  wrongfully  disallowed,  al- 
leged wrongful  disallow-ance  of  over- 
haul, and  many  items  of  claimed  extra 
work.  The  court,  after  a  trial  of 
eight  days,  gave  judgment  in  favor 
of  the  State  on  all  causes  of  action. 

engineers'   ESTIMATES   FINAL 

Although  the  court  did  not  write 
a  formal  opinion,  throughout  the  case 
the  court  ruled  that  the  contractors 
had  to  plead  and  prove  that  the  engi- 
neers had  acted  arbitrarily  or  capri- 
ciously in  refusing  to  allow  the  con- 
tractors' claims.  This  ruling  was 
made  on  the  basis  of  the  provisions 
of  the  contract  to  the  effect  that  the 
engineers'  estimates  are  final. 

The  preparation  of  the  case  for  the 
State  required  the  complete  review 
of  all  details  of  the  entire  job  from 
records  of  the  Department  of  Public 
Works.  To  C.  F.  Waite,  who  was 
Resident  Engineer  on  the  project  and 
who  is  now  District  Office  Engineer 
in  District  VI,  fell  the  major  portion 
of  this  burden.  The  success  of  his 
efforts,  together  with  those  of  C.  S. 
Pope,  G.  R.  Winslow.  H.  S.  Comly. 
Ridgway  Gillis,  Paul  F.  Green,  How- 
ard Caton,  A.  A.  Bigelow  and  others 
was  demonstrated  by  the  outcome  of 
the  suit. 

Counsel  appearing  for  the  State 
were  C.  R.  Montgomery  and  Robert 
E.  Reed  of  the  Legal  Department  of 
the  Division  of  Highways. 


Yes.   every  year  is  Leap  Year  for  iiedes- 
trians. 


"What  makes  ynu  think  he  is  conceited?" 
"He    makes    people   call    him    Colonel   he- 
cause  he  has  military  brushes." — Ranger. 


California  Highivays  and  Public  Works 


[Fifteen  I 


MAJOR  PROJECT  HIGHWAY  CONSTRUCTION  PI 


County 

Route 

Mendocino 

1 

Mendocino 

1 

Del    Norte 

71 

Humboldt 

1 

Humboldt 

1 

Lassen 

29 

Shasta 

3 

Shasta 

20 

Tehama 

29 

Butte 

3 

Yolo 

6 

Glenn 

7 

Glenn 

7 

Placer 

17 

Nevada 

37 

Nevada 

37 

Nevada 

37 

Nevada    and 

Sierra 

38 

Yuba  and  Sierra  25 

Solano 

7 

Fresno 

4 

Santa    Clara 

68 

Santa   Clara 

2 

San    Mateo 

2 

PRIMARY  NORTH 


Location 
Outlet   Creek  to    Reeves   Creek 
Eleven    Oaks   to   Willits 

Winton  Corner  to  0.7  mile  south  of  State  line 

Salmon    Creek   to    Bucksport 

Trinidad    to    McNiels    Ranch 

Westwood  to  Copperville 

Sulphur  Creek  to   Boulder  Creek    Hill 

Near  Shasta  to   near   Redding 

Route  3  to  1J   miles  east  of   Dales 

Biggs    Road    to   Chico 

M   St.  Subway  to   M   St.   Bridge 

Orland   to    Northerly    Boundary 

Willows    to    Orland    (portions) 

Roseville   to    Loomis 

Fox   Farm  to  Summit  Station 

Sta.   123  to  junction   with    Route  38 

Donner  Grade  to   Sta.  123  +  00 

Floriston  to  State   Line 

Nevada  City  to   Downieville 

3   mile  north  to  |   mile  south  of  Vacavllle 

Biola   Junction   to    Herndon 

Santa  Clara-Alviso    Road  to   San  Jose 

San  Jose  to  Coyote 

Beresford  to   Redwood   City 


iS    o 


Approxi 

Nature  of 

mate 

Budgeted 

improvement 

mileage 

amount 

Grading    and    surfacing 

4.5 

$196,000 

Grading,   surfacing   and 

bridge 

0.8 

60,000 

Grading    and    surfacing 

5.1 

140,000 

Grading    and    surfacing 

7.3 

165,000 

Grading    and    surfacing 

2.1 

125,000 

Surfacing 

6.6 

110,000 

Grading   and   surfacing 

1.5 

132,000 

Grading    and    surfacing 

5.0 

220,000 

Surfacing 

13.8 

175,000 

Grading   and   surfacing 

19.0 

101,000 

Paving    shoulders 

0.4 

9,000 

Grading,  paving  and  brid 

ge   2.0 

80,000 

Grading   and   surfacing 

10.0 

250,000 

Grading    and    paving 

5.5 

165,000 

Grading    and    paving 

3.8 

145,000 

Surfacing 

2.4 

50,000 

Grading   and   surfacing 

2.3 

110,000 

Grading    and    surfacing 

5.0 

50,000 

Grading   and   surfacing 

49,190 

Grading    and    paving 

2.0 

135,000 

Grading    and    paving 

3.4 

230,000 

Grading,    paving,    bridge 

3.7 

425.000 

Grading   and   surfacing 

10.0 

200,440 

Grading    and    paving 

4.5 

390,000 

r 


Total $3,712,630 


SECONDARY  NORTH 


Lassen 

73 

Yolo 

87 

El  Dorado 

38 

Solano 

74 

Merced 

32 

San    Mateo 

56 

San  Mateo 

107 

Santa    Clara 

Feeder 

Road 

Upper   Lake  to   Rasmussen's   Ranch  and    Middle  Creek 

5.3  miles  east  of  Litchfield  to  Secret  Valley 

Woodland   to    Knight's   Landing 

Lower   crossing   Truckee    River   and    approaches 

In    Benicia 

Los    Bancs   to   easterly    boundary    (portions) 

Farralone  City  to   Rockaway   Beach 
Menlo  County  Club  to  Woodside 
4th   Street  extension   in   San  Jose 


Grading,   surfacing    and 

bridge 

1.2 

$71,000 

Grading  and   surfacing 

13.7 

103,500 

Surfacing 

10.8 

17,000 

Bridges    and    grading 

approaches 

40,000 

Grading    and    surfacing 

10,000 

Grading,  shoulders   and 

resurfacing 

210,000 

Grading 

5.9 

425,000 

Grading   and   surfacing 

25,000 

Grading   and   surfacing 

1.2 

81,000 

Total 

$982,500 

PRIMARY  SOUTH 


Santa    Barbara 


San 

a    Barbara        2 

San 

Luis   Ob 

spo   2 

Ker 

^ 

4 

Los 

Angeles 

2 

Los 

Angeles 

60 

Los 

Angeles 

2 

Los 

Angeles 

60 

Los 

Angeles 

9 

Los 

Angeles 

4 

Los 

Angeles 

9 

Ora 

nge 

60 

Ven 

tura 

2 

Ven 

tura 

60 

Ven 

tura 

60 

San    Bernardino    58 

San    Bernardino    58 

San  Bernardino  31 
San  Bernardino  31 
Mono  23 


Rincon  to  Carpenteria  and  Carpenteria  Creek 

Sheffield   Drive  to  Olive  Mill   Road 
Cuesta   Grade 

Bakersfield   to   Arvin    Road 

Calabasas   School   to    Brent's  Junction 

State   Street;    Lime   Street   to   Stanley   Avenue,   Long    Beach 

Calabasas    Northerly    (portions) 

N    and    O    Streets,    Wilmington    Boulevard   to    Alameda    Street,    Los 

Angeles 
Foothill     Boulevard;      Fenwick     Street     to     Osborne     and     Tujunga 

Wash,   Los  Angeles 
Marengo    and    Daly    Streets;    Cornwell    Street    to    Main    Street,    Los 

Angeles 
Azusa  to  San   Bernardino  County  line 
Newport  Beach  to  Laguna  Beach 
Across   Conejo   Creek 
Across    Big    Sycamore   Creek 

Big   Sycamore  Creek   line  change   and   bridge  approaches 
Java    grade    separation    approaches 

Ludlow   to   20   miles   east   Amboy 

Verdemont    grade    separation    approaches 

Mt.  Pass  to  Nevada  state  line 

Conway  Summit  to  1   mile  north   Bodie  Road 


1.6 
1.6 


3.5 
8.0 


Grading   and    paving 

and    bridge 
Grading  and   paving 
Grading  and   paving 

and     structures 
Grading    and    paving 
Grading   and   paving 
Grading   and   paving 
Grading    and    paving 


Grading     and     paving  1.5 

Grading,   paving   and    bridge  3.0 


Grading    and    paving 

Grading   and    paving 

Grading   and    paving 

Bridge 

Bridge 

Grading    and    paving 

Grading,  surfacing  and 

bridge 
Grading,  drainage  and 

bridges 
Grading    and    paving 
Grading   and   surfacing 
Grading   and   surfacing 


$125,000 
110,000 

665,000 

260,000 

161,400 

60,000 

38,600 

150,000 

295,000 


1.1 

120,000 

12.0 

220,000 

10.0 

165,000 

14,375 

45.000 

1.0 

105,000 

2.8 

60,000 

20,000 

20,000 

15.3 

415,000 

4.0 

182,615 

[Sixteen] 


California  Highways  and  Public  Works 


5RAM  FOR  REMAINDER  OF  87th-88th  BIENNIUM 


1936 


County 

Route 

Inyo 

San   Diego 
San   Diego 
San    Diego 
San   Diego 

23 
2 
2 

12 
2 

San   Diego 

2 

Ker 

n 

140 

Kern 

141 

Kern 

138 

Tulare             129-134 

Tulare 

129 

Los 

Angeles 

168 

Los 

Angeles 

168 

Los 

Angeles 

Feeder 

Los  Angeles 

Feeder 

Los 

Angeles 

26 

Los 

Angeles 

174 

Los 

Angeles 

166 

Los 

Angeles 

172 

Los 

Angeles 

167 

Los 

Angeles 

167 

Los 

Angeles 

158 

Los 

Angeles 

158 

Los 

Angeles 

62 

Los 

Angeles 

158 

Los 

Angeles 

175 

Los 

Angeles 

77 

Los 

Angeles 

61 

Los 

Angeles 

168 

Los  Angeles- 
Orange       174,  178 


Orange 

183 

Orange 

179 

Orange 

176 

Orange 

175 

Orange 

178 

Orange 

43 

Ventura 

138 

Ventura 

79 

Ventura 

79 

Ventura 

79 

Ventura 

138 

Ventura 

79 

Ventura 

153 

Riverside 

19 

Riverside 

19 

Riverside 

78 

Riverside 

77 

Riverside 

187 

Riverside 

43 

San    Bernardino  77 

San    Bernadino 

190 

Mono 

96 

Inyo 

127 

San    Diego 

77 

San     Diego 

195 

Imperial 

187 

Imperial 

187 

Imperial 

202 

PRIMARY  SOUTH 


Location 
Four   miles  south   of   Fish   Springs  to   Tinemaha   Pass 
Approaches   to   Santa    Margarita   Creek    Bridge 
Del    Mar  to   Encinitas 
El   Cajon   Avenue 
Las   Flores   Underpass  to  San    Mateo  Creek 

Oceanside  to   Las  Flores 


SECONDARY  SOUTH 


Bridges  and   dips  east  of  Taft 
Three  bridges — Oak  Street   Road 
Maricopa  to  Taft 
Strathmore   to    Lindsay 
Cottonwood  Creek 

Longden    Avenue   to    Fairview   Avenue 
Firestone   Boulevard  to  Telegraph    Road 
Palos   Verdes    Drive   to   Western    Avenue 
Washington    Boulevard-Spence    Street   to    Downey    Road 
Monterey   Park  to   Pomona 
Manchester    Boulevard    through    Downey 
Across  San   Gabriel    River 
Anaheim-Spadra    Road   to    Route   19 
Across   Los   Angeles   River  on   Atlantic   Boulevard 

Atlantic  Boulevard,  Los  Angeles  River  east  of  Compton,  approaches 
Sepulveda    Boulevard,    Lincoln   to    La   Tijera 
Sepulveda  Boulevard-La  Tijera  to  Centinella 
Azusa  to  San   Gabriel   River 

Sepulveda  Boulevard,  Centinella  Boulevard  to  Washington    Boule- 
vard 

Artesia  from  Atlantic  Boulevard  to  Cerritos   Boulevard 

Philadelphia    Avenue   to   southerly   boundary 
Red    Box  to    Mt.   Islip    (portions) 

Rosemead    Boulevard    (portions),    San    Gabriel    to    Ramona;    Whit- 
tier   Boulevard   South  and   Compton   Boulevard  to   Firestone 


Firestone    Boulevard    and    Manchester    Avenue,    Norwalk    to    Mira- 
flores  and   Lincoln  Avenue  from  S.  P.   R.   R.  to  west  city   limits 
Across  Santa  Ana   River  on   Bolsa  Avenue 
Across  Santa   Ana   River 
Carolina   Avenue  to  Yorba   Linda 
Southeast  of  Placentia 
Jog   at    Placentia   Avenue    (Route   180) 
Jog    at    17th    Street   and    Tustin    Avenue 
Across   San   Antonio   Creek 
Across  Todd    Barranca 
Across    Hopper   Canon    Barranca 
Teague-McKevitt   grade   crossing    S.    P.    R.    R. 
San   Antonio   Creek   and    Ferguson   grade,   line   changes 
Sespe    Ranch   to    Fillmore    (portions) 
Camarillo  to   Oxnard    (portions) 
Beaumont  to   Bad   Lands 
Across   San   Timoteo   Creek 
Temecula   Creek  at   M.  P.  72.3 
Santa    Ana    River   and    Chino    Creek 
Route  26   to    Palm   Springs   and   across   Snow   Creek 

West   Boundary  to   Prado 

Chino   Drainage   Canal 

Across   Indian   Creek 

Bridgeport   to   3   miles   east   Walker    Dam 

6  miles  west   Darwin  to   Panamint  Sink 

Lake    Hodges   to    Escondido 

Cuca  Grade 

Brawley   to   Calipatria    (portions) 

Holtville  to   Brawley   (portions) 

Midway   Wells   to   Calexico    (portions) 


Nature  of 

improvement 
Grading    and    surfacing 
Grading   and   surfacing 
Grading   and   paving 
Paving 
Grading,  paving  and 

structures 
Grading  and   paving 


Total $4,754,890 


Approxi 

mate 

Budgeted 

mileage 

amount 

2.5 

$34,000 

0.7 

48,900 

6.3 

245,000 

2.7 

275,000 

10.5 

480,000 

7.8 

440,000 

Structures 

$36,000 

Bridges 

20,000 

Grading   and   surfacing 

6.0 

250,000 

Grading   and    paving 

6.8 

190,000 

Bridge   and   approaches 

25,000 

Grading   and    paving 

1.0 

70,000 

Grading    and    paving 

1.8 

96,500 

Grading    and    surfacing 

2.0 

200,000 

Grading   and   surfacing 

100,000 

Widening    and    paving 

18.7 

335,000 

Grading    and    paving 

62,000 

Bridge 

70,000 

Grading    and    surfacing 

0.6 

30,000 

Bridge 

186,000 

Grading   and   paving 

85,000 

Grading    and    paving 

1.3 

70,000 

Grading    and    paving 

125,000 

Grading   and   surfacing 

2.0 

100,000 

Grading,   paving   and 

structures 
Resurface   shoulders   and 

culverts  2.5 

Grading    and    surfacing  1.2 

Grading 

Oiling  shoulders,  grading, 
paving   and   bridge 


Grading,  paving,  drainage  11.9 

Bridge  and  approaches 

Bridge  and  approaches 

Grading    and    surfacing  3.5 

Grading    and    paving  1.0 

Grading   and   surfacing 

Grading    and    surfacing 

Bridge 

Bridge 

Bridge 

Grading 

Grading    and    surfacing  1.2 

Grading   and   pavement 

Grading   and   paving 

Grading    and    surfacing  2.3 

Structure 

Bridge 

Bridges    and    approaches 

Grading,    surfacing 

and     bridge  1-5 

Grading    and    paving  3.9 

Bridge  and  approaches 
Bridge 

Grading   and   surfacing 
Grading    and    surfacing         18.0 
Grading    and    surfacing  3.1 

Grading  3.0 

Grading   and    bridges 
Surfacing 
Grading,   surfacing, 

and  bridges 


55,000 
41,700 
263,000 


242,000 

50,000 

48,000 

130,000 

56,000 

20,000 

20,000 

39,000 

18,000 

26,000 

10,000 

106,000 

118,600 

100,000 

95,000 

10,000 

27,000 

40,000 

200,000 
205,000 
38,000 
10,000 
38,250 
70,000 
94,000 
38,000 
75,000 
104,000 

75,850 


Total $5,010,400 


California  Highxvays  and  Public  Works 


[Seventeen I 


WM.  T.  HART  APPOINTED 

HIGHWAY  COMMISSIONER 


IN  RECOGNITION  of  his 
services  as  a  member  of 
the  State  Park  Commis- 
.sion  and  as  a  tribute  to  the 
rapid  progress  of  San  Diego 
County,  William  T.  Hart  of 
€arlsbad  has  been  appointed 
to  the  California  State  Higli- 
Avay  Commission  by  Governor 
Frank  F.  Merriam. 

I\Ir.  Hart  has  resigned  as  a 
Park  Commissioner  to  accept 
his  new  post.  His  appoint- 
ment gives  to  San  Diego  its 
first  representation  on  the 
California  Highway  Commis- 
sion. 

In  expressing  his  apprecia- 
tion of  the  honor  bestowed 
upon  him,  Mr.  Hart  said : 

"Allocation  of  a  Highway 
Commissioner  to  San  Diego 
County  after  its  long  fight  for 
membership  on  this  board  is 
another  outstanding  example 
•of  Governor  Merriam 's  under- 
standing of  the  needs  and 
development  of  our  county." 

ACTIVE  CIVIC  LEADER 

For  thirteen  years  Mr.  Hart  has 
been  prominently  identified  with  de- 
velopment projects  in  the  southern 
county  and  during-  the  three  years  he 
served  on  the  Park  Commission  was 
largely  instrumental  in  bringing-  into 
the  State  Park  System  such  beauty 
spots  as  Cuyamaca,  Silver  Strand, 
Palomar,  Mission  Beach,  Carlsbad 
Beach  and  Borego  Valley. 

The  new  commissioner  succeeds  the 
late  Charles  D.  Hamilton  of  Banning 
and  his  appointment  completes  the 
Highway  Commission  to  its  full  (juoto 
of  five  members. 

Mr.  Hart  is  president  of  the  Hart  & 
McClellan  South  Coast  Land  Com- 
pany, of  Carl.sbad  and  a  director  of 
the  Union  Title  &  Insurance  Co.  of 
San  Diego. 

Born  in  Prairie  du  Chien,  Wiscon- 
sin, 63  years  ago,  Mr.  Hart  recalls  tlie 
pioneer  dairy  business  of  his  father, 
w^ho  furnished  milk  and  cream  to  the 
boats  on  the  Mississippi  River,  a  big 
industry  in  those  days.  His  family 
removed  to  New  York  when  he  was  "a 
boy  and  he  received  his  edueatioii  in 


WM.  T.   HART 

the  public  schools  of  that  State.  He 
began  his  business  career  with  the 
New  York  Central  Lines  in  the  operat- 
ing department,  later  becoming  travel- 
ing agent. 

After  some  years  with  the  New 
York  Central,  Mr.  Hart  resigned  to 
accept  a  position  with  a  bond  and 
guarantee  company  as  general  inspec- 
tor, traveling  from  the  Atlantic  to  the 
Pacific  Coast.  In  1918  he  came  to 
California  and  developed  a  fruit 
ranch  in  Tulare  County  and  in  1922 
settled  in  Carlsbad  to  become  associ- 
ated with  the  South  Coast  Land  Co. 
He  has  been  active  in  development 
work  with  that  organization  since  that 
time. 

Mr.  Hart  is  a  past  president  of  the 
San  Diego  County  Development  Fed- 
eration, a  director  of  the  San  Diego 
Chamber  of  Commerce,  a  member  of 
the  California  State  Chamber  of  Com- 
merce Highway  Committee  and  a 
member  of  the  Economic  Council  of 
Southern  California. 

During  the  period  of  his  residence 
in  California,  Mr.  Hart  has  been 
greatly  interested  in  highway  matters 
and  his  activities  in  development  work 

(Coiitimied  on  page  2S) 


Paving  Bay  Bridge 
Marks  Last  Laps  in 
Construction  WorU 

WHEN,  shortly  after  daybreak 
one  bright  morning  la.st 
month,  the  first  "buggy"  full 
of  cement  for  the  suspension  spans  of 
t  h  e  San  Francisco-Oakland  Bay 
Bridge  was  poured,  it  marked  one  of 
the  final  important  laps  as  the  great 
structure  swings  rapidly  toward  com- 
pletion for  automobile  traffic  about 
November  12,  under  the  direction  of 
Chief  Engineer  C.  H.  Purcell. 

All  steel  work  and  all  paving  has 
been  finished  on  the  East  Bay  cross- 
ing of  the  bridge,  and  only  the  final 
coats  of  paint  and  odds  and  ends  of 
the  clean-up  job  remain  to  be  accom- 
plished on  that  section. 

Final  steel  is  also  being  erected 
for  the  West  Bay  crossing.  Erec- 
tion of  the  "shroud"  at  the  giant 
center  anchorage  is  among  this  last 
steel.  The  "shroud"  will  cover  the 
eyebars  and  A-frame  to  which  the 
cables  are  attached,  and  will  complete 
the  graceful  design  of  the  concrete 
monolith.  The  steel  of  the  "shroud" 
acts  also  as  a  form  for  the  concrete 
which  will  be  poured  to  encase  the 
eyebars  and  A-frame. 

SHROUD    FOR    ANCHORAGE 

Comprised  of  1080  individual  ship- 
ping pieces,  the  "shroud"  is  170  feet 
long  and  approximately  50  feet  high. 
In  its  entirety  it  will  weigh  460  tons. 

Meanwhile,  work  of  closing  the  up- 
per deck  at  the  Yerba  Buena  Island 
anchorage  is  approaching  completion. 
All  paving  in  the  tunnel  has  been 
finished,  including  the  paving  of  the 
lower  deck  truck  roadway. 

The  Administration  Building  on  the 
Oakland  fill  has  been  entirely  com- 
pleted except  for  the  installation  of 
the  inside  trim. 

In  Emeryville,  the  side  walls  for  the 
east  half  of  the  San  Pablo  undercross- 
ing  are  fifty  per  cent  completed. 

On  the  San  Francisco  side,  work  on 
the  construction  of  spans  on  each  side 
of  the  Harrison  Street  ci-ossing  and 
on  the  south  side  of  the  Folsom 
Street  crossing  for  the  "off'"  ramp  has 
been  carried  rapidly  forward,  while 
work  has  continued  on  the  viaduct  be- 
tween Sterling  Street  and  the  San 
Francisco  anchorage. 


M.iny    n    driver    who    would    not    give    an 
incli  sot  six  fpet. 


I  Eighteen  I 


California  Highways  and  Public  Works 


View   of  West    Bay   Crossing  of   San    Francisco-Oakland    Bay    Bridge  looking  toward   San   Francisco  showing   paving   laid  on  center  lane 


Col.   Willard    Chevalier,    President   of   the   American    Road    Builders   Association,   thumbs   first    ride    over    East    Bay    Crossing   from    Chief 

Engineer  0.   H.   Purcell. 


California  Highivays  and  Public  Works 


[Nineteen] 


IMPROVED  SOIL  SAMPLER  FOR  EXPLORATION 


(Continued  from  page  12) 

retainers,  with  contained  sample,  are 
pushed  out  of  the  sampler  sections  im- 
mediately folloM'ing  removal  from  the 
hole,  cut  into  sections  at  the  joints 
between  retainers  with  a  fine  piano 
wire  saw,  capped  and  weighed.  The 
weight  of  the  2-inch  long  cores,  to- 
gether with  examination  of  the  cut 
surface,  immediately  furnishes  an 
index  to  the  uniformity  and  charac- 
ter of  the  material.  Specimens  re- 
tained for  shipment  to  the  laboratory 
are  at  once  taped,  marked,  and  sealed 
with  paraffin  in  order  to  prevent  an.y 
change  in  the  original  condition. 

SOIL   SPECIMEN   PREPARED 

To  determine  the  extent  of  dis- 
turbance, if  any,  during  sampling,  a 
large  specimen  of  Class  A-4  soil  hav- 
ing a  moisture  content  of  approxi- 
mately 17%  was  mixed  with  10% 
flowers  of  sulphur  and  consolidated  at 
the  laboratory  in  alternate  layers 
of  light  and  dark  material.  5%  by 
weight  of  precipitated  magnetic 
oxide  being  used  for  coloring.  Cores 
were  cut  with  the  sampler  wath  the  re- 
sults shown  in  the  accompanying  illus- 
tration. The  specimens  were  hard- 
ened by  heating  at  a  low  temperature 
and  then  cut  so  as  to  expose  any 
deformation  of  the  strata. 

As  will  be  noted,  there  was  no  ap- 
parent disturbance  of  the  material  in 
the  core,  whereas  there  is  a  very 
marked  disturbance  in  the  portion  of 
the  original  sample  outside  of  the 
core  and  adjacent  to  the  sampling 
tube.  The  unit  weight  and  moisture 
content  of  the  2x2  inch  cored  speci- 
mens checked  within  one-half  of  one 
per  cent  of  the  unit  weight  and  moist- 
ure of  the  larger  prepared  specimen 
from  which  the  core  was  cut. 

Class  A-4  soil  was  selected  because 
it  was  the  most  plastic  soil  available 
which  could  be  used  without  excessive 
shrinkage  and  cracking  under  the 
heating  required  to  harden  before 
cutting  to  expose  the  condition  of  the 
soil  strata. 

SIZE  OP  SAMPLER 

Two  .sizes  of  the  type  of  sampler 
described  herein  are  now  being  used 
by  the  Materials  and  Research  Depart- 
ment. One  .size,  of  light  weight  design 
for  hand  power  and  air  hammer  opera- 
tion, ciit.s  cores  of  approximately  1 
inch  diameter  and  is  used  extensively 
for  preliminary  borings  ranging  up  to 
50  feet  in  depth. 

The  samyiler  successfully   used   on 


Two-inch  sampler  core  cut  from  prepared  block  containing  17  per  cent  moisture  shows  no 
disturbance  of  soil  on  periphery  of  core  but  a  marked  disturbance  outside  of  the  sampler. 


deep  borings  for  the  last  three  years 
cuts  a  2-inch  diameter  core.  The 
design  is  suitable,  however,  for  larger 
diameter  samples  if  desired.  The  2 
inch  samples  are  satisfactory  for  test- 
ing and  this  size  sampler  is  operated 
with  power  equipment  at  a  somewhat 
lower  cost  than  heavier  equipment. 

When  the  site  of  drilling  opera- 
tions is  accessible  to  truck  equipment, 
a  churn  drill  is  usually  used,  with  the 
spudder  or  walking  beam  actuating 
the  drop  hammer.  Any  other  stand- 
ard type  of  power  drilling  equipment 
may  be  used.  Borings  over  the  bay 
and  overflow  marsh  land  were  made 
from  a  barge  equipped  with  a  derrick, 
winch,  and  jetting  facilities.  In  deep 
borings  the  pulling  capacity  from  the 
barge  was  sometimes  insuf^eient  and 
jetting  was  necessary  to  reduce  the 
skin  friction  and  free  the  sampler. 

JET    FREES    SAMPLER 

Little  difficulty  has  been  encoun- 
tered in  freeing  the  sampler  unit  with 
a  jet,  consisting  of  lengths  of  the  in- 
side drill  rod  tubing,  washed  down 
along  the  outside  of  the  sampler  unit 
without  a  guide.  The  ground  dis- 
turbed in  driving  the  sampler  is  more 
easily  jetted  than  the  undisturbed 
material  away  from  the  hole,  and 
therefore  the  jet  usually  follows  down 
directly  adjacent  to  the  sampler.  In 
some  eases  a  ring  is  slipped  over  the 
top  of  the  sampler  unit  and  attached 
near  the  bottom  of  the  jet  to  serve 
as  a  guide. 


The  1-inch  hand  operated  sampler 
designed  in  1930  was  perfected  and 
used  until  1933  for  obtaining  samples 
in  penetrable  ground  to  depths  of  60 
feet.  The  2-incli  size  sampler  was 
built  and  put  into  use  during  the  first 
half  of  1933,  since  which  time  ap- 
proximately 13,000  lineal  feet  of 
2-inch  borings  have  been  made  on 
major  projects.  In  addition,  several 
thousand  feet  of  hand  borings  30  to  50 
fei't  in  dejith  have  been  made. 

On  the  San  Francisco  Bay  Bridge 
Terminal  Foundation  investigation, 
twenty-one  holes  were  bored  from  50 
to  220  feet  in  depth.  During  the  first 
part  of  the  work  the  outfit  was  not 
equipped  with  casing  or  jetting  equip- 
ment. An  effort  was  made  to  drive 
through  the  sand  strata  without  eas- 
ing and  jetting,  with  resultant  time 
loss  and  increased  cost.  As  soon  as 
the  first  procedure  Avas  abandoned, 
however,  and  casing  and  jetting 
through  an  average  of  80  feet  of  sand 
strata  resorted  to,  the  boring  opera- 
tions sjieeded  up  and  the  cost  cor- 
respondingly fell  off. 

The  sampler  described  herein  was 
originally  devised  by  0.  J.  Porter, 
Associate  Physical  Testing  Engineer, 
in  charge  of  aggregate  and  soil  tests 
and  investigational  work.  J.  L. 
Beatty,  Junior  Testing  Engineer,  sug- 
gested valuable  improvements  and 
George  Pomeroy,  Chief  Machinist  of 
the  Department,  assisted  Porter  and 
Beatty  in  mechanically  perfecting  the 
(lesiffn. 


[Twenty] 


California  Highivays  and  Public  Works 


di 


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;'3f>i^*^M, 


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DIVISION  OF 

WATER  RESOURCES 

If-      official  report 


June  I,  1936 

EDWARD  HyAfT,  State  Engineer 


The  organization  of  several  new  dis- 
tricts in  the  San  Joaqnin  Valley, 
which  plan  to  take  water  from  the 
Central  Valley  Project,  has  been  stim- 
ulated by  recent  congressional  ap- 
proval of  an  appropriation  of  $6,900,- 
000  for  carrying  the  project  forward 
during  the  coming  year. 

Petition  for  the  formation  of 
Orange  Cove  Irrigation  District  was 
presented  to  the  board  of  supervisors 
of  Fresno  County  and  the  board  set 
June  23d  as  the  date  for  further 
hearing  on  the  plan. 

Other  new  districts  recently  formed 
to  purchase  water  from  the  Central 
Valley  Project  include  the  North 
Kern  Water  Storage  District  embrac- 
ing an  area  of  over  50.000  acres  in 
Kern  County  and  the  Contra  Costa 
County  Water  District  which  was 
formed  at  an  election  held  May  5, 
1936.  Other  news  of  various  activi- 
ties of  the  Division  of  Water  Re- 
sources is  contained  in  the  monthlv 
report  of  the  State  Engineer,  as  fol- 
lows : 


DISTRICT    SECURITIES    COMMIS- 
SION 


Anions  the  matters  which  came  before  the 
Commi.ssion  at  the  regular  meetinff  in  San 
Fi-ancisco  June  12,  1936,  the  following  peti- 
tions were  given  consideration  : 

Upon  the  application  of  Santa  Clara  Val- 
le.v  Water  Conservation  District,  a  bond  is- 
sue in  the  amount  of  $400,000,  authorized  at 
an  election  held  May  12,  1036,  was  certified 
as  legal  investment  for  savings  banks  and 
other  specified   purposes. 

.\  refunding  bond  issue  of  South  San  .Toa- 
quin  Irrigation  District  in  the  principal 
amount  of  .$3,978,000  was  validated  for  cer- 
tification b.v  the  State  Controller. 

The  first  refunding  issue  of  bonds  of  Lind- 
say-Strathmore  Irrigation  District  in  the 
amount  of  .$859,000  was  approved  for  cer- 
tification. 

Petition  of  Fairoaks  Irrigation  District 
for  approval  of  entrance  into  a  contract,  for 
drilling  a  test  well  in  the  town  of  Fairoaks, 
was  granted. 


1936,  by  the  Crest  Forest  County  Water  Dis- 
trict, Crestline,  California.  This  is  to  be  a 
compacted  earthfill  structure  65  feet  in 
height  and  storing  1900  acre  feet  for  recrea- 
tional u.se.  The  estimated  cost  is  $60,000. 
This  application  was  approved  June  18,  1936. 

Application  for  alteration  of  the  Lake 
Fordyce  dam  in  Nevada  County  was  filed  on 
.June' 16,  1936,  by  the  Pacific  Gas  and  Elec- 
trict  Company.  The  work  proposed  includes 
the  installation  of  radial  gates  and  increas- 
ing the  spillway  capacity. 

Application  for  the  alteration  of  the  Silver 
Lake  dam  in  Los  Angeles  County  was  filed 
on  June  19.  1936.  by  the  city  of  Los  An- 
geles. The  work  proposed  includes  the  con- 
struction of  a  new  outlet  and  tower,  as  well 
as  spillway  construction. 

At  O'Shaughnessy  dam  of  the  city  of  San 
Francisco  concrete  is  being  placed  in  the 
lower  portions  of  the  enlarged  structure. 

At  the  West  Valley  dam  in  Modoc  County 
the  fill  is  practically  complete  as  well  as  the 
excavation  for  the  spillway.  Lining  of  the 
spillway  will  be  started  shortly. 

No  further  progress  has  been  made  at  the 
Mad  River  dam  other  than  proceeding  with 
the  exploratory  work. 

Kent  Dam  No.  2  on  the  coast  in  San 
Mateo  County  has  been  completed. 

Work  is  progressing  satisfactorily  on  the 
Sheffield  dam  of  the  city  of  Santa  Barbara. 

Concrete  is  being  poured  in  a  portion  of 
the  alteration  work  at  the  Lake  Hodges  dam 
in  San  Diego  County. 

Construction  of  Ca,ialco  dam  of  the  Metro- 
politan Water  District  and  the  San  Gabriel 
Number  1  dam  of  the  Los  Angeles  County 
Flood  Control  District  is  proceeding  satis- 
factorily. At  the  San  Gabriel  dam,  tests  are 
being  run  on  the  model  spillway  prior  to 
submission  of  the  final  design. 

Progress  is  being  made  on  tlie  work  in 
connection  with  the  construction  of  Grant 
Lake  and  Long  Valley  dams  of  the  bureau 
of  water  works  and  supply  of  the  city  of 
Los  Angeles. 

Work  on  the  Areata  dam  at  Areata  is  pro- 
ceeding slowly. 

The  usual  spring  inspections  to  determine 
repairs  necessary  are  being  made  as  rapidly 
as  possible  in  order  that  opportunity  may 
be  had  for  the  completion  of  necessary  re- 
pairs prior  to  the  next  runoff  season. 


FLOOD    CONTROL    AND     RECLA- 
MATION 


SUPERVISION    OF    DAMS 


Application    for    the    construction    of    the 
Lake    Gregory    dam    was    filed    on    May    -I, 


Maintenance  of  Sacramento  Flood  Control 
Project 

The  maintenance  force  has  been  engaged 
during  this  period  on  miscellaneous  repair 
and  improvement  work,  in  connection  with 
bridges,  structures  and  culverts.  The  .seep- 
age ditch  culverts  at  Pumping  Plants  Nos.  1 


and  2  have  been  lengthened,  preparatory  to 
rearranging  and  improving  the  grounds  at 
the  plants. 

Pumping  Plants  Nos.  1,  2  and  3  on  the 
Sutter  By-pass  have  been  completed  by  the 
California  Debris  Commission,  although  they 
have  not  yet  been  accepted  and  turned  over 
to  this  department.  We  have  moved  the  old 
operator's  house  from  Pump  1  to  Pump  3. 

The  heavy  growth  of  grass  and  weeds  has 
necessitated  fire  guards  around  the  timber 
structures.  Some  work  has  been  done  in 
eradicating  wild  lettuce  and  sow  thistle  from 
the  levees.  Repairs  have  been  made  to  the 
launches  Mud  Hen  and  Alioth  and  to  the 
mess-house  barge.  This  barge  is  now  in  use 
by  the  War  Department  on  cooperative  work. 

Relief  Labor  "Work 

Work  is  being  continued  on  the  clearing 
of  the  Feather  River  channel  above  Marys- 
ville  in  Yuba  County.  The  number  of  relief 
laborers  available  has  increased  from  20  to 
70  during  this  period  and  it  is  probable  that 
this  will  be  further  increased  during  the 
summer.  New  applications  are  being  pre- 
pared to  cover  WPA  projects  to  operate  dur- 
ing the  coming  fall,  winter  and  spring. 

Bank  Protection  Program 

The  cooperative  program  for  bank  protec- 
tion work  by  the  State  and  Federal  Govern- 
ment, approved  in  June,  1932,  will  be  con- 
tinued. This  program  was  discontinued  in 
October,  1934,  and  its  resumption  has  been 
directed  by  Major  General  Markham,  Chief 
of  Engineers.  It  is  expected  that  this  will 
bring  about  the  expenditure  of  approximately 
$400,000  in  bank  protection  work  on  the 
Sacramento  River  in  1936.  The  detailed 
program  has  been  worked  out  by  the  District 
Engineer.  U.  S.  Engineer's  Office,  in  con- 
junction with  this  office,  and  has  been  sub- 
mitted for  approval.  It  is  expected  that 
active  work  will  be  commenced  by  July  15th. 

Sacramento  Flood  Control  Project 

Three  contracts,  to  be  completed  by  De- 
cember 31,  1936.  have  been  let  by  the  Cali- 
fornia Debris  Commission,  for  the  comple- 
tion of  levee  construction  on  the  right  bank 
of  the  Sacramento  River  from  Wohlfrom's 
to  Princeton,  on  the  left  bank  of  the  Sacra- 
mento River  from  Colusa  to  Moulton  weir, 
and  on  the  left  bank  of  the  Feather  River  in 
Reclamation  District  No.  784.  With  the 
completion  of  these  levees  the  most  critical 
situations  in  the  flood  project  will  be  relieved. 
This  Division  has  now  under  way  the  work 
of  moving  houses,  barns  and  other  improve- 
ments from  the  levee  right-of-way  on  the 
Boggs  ranch  opposite  Colusa  and  the  Watt 
ranch  near  Princeton.  This  will  involve  the 
moving  of  five  buildings.  Work  on  miscel- 
laneous construction  on  the  American  River 
levee  right-of-way  has  been  continued  during 

(Continued  on  next  page) 


California  Hightvays  and  Public  Works 


|Twenty-one| 


the    iipriod.    eliicfly     in     the    constnictidii     of 
fcnfps  and   iiistnllatinn    c.f   iiipcs. 


WATER     RIGHTS 


t;i(i)cri-isiaii  of  Appropriation  of  Water 

During  the  month  of  May,  39  applications 
to  appropriate  water  were  received;  5  were 
denied  and  11  were  approved.  During  the 
same  period  2  permits  were  revolted  and 
rights  were  confirmed  by  the  issuance  of  14 
licenses. 

Mining  was  again  the  predominant  activity 
among  the  new  appropriators,  as  it  was 
throughout  the  years  1933  and  1934.  There 
is.  however,  a  notable  increase  in  appropria- ' 
tions  for  agricultural  purposes  and  among 
them  a  considerable  number  for  projects  ct 
some  magnitude. 

Field  inspections  preliminary  to  the  issu- 
ance of  permits  were  made  in  Sonoma,  Men- 
docino, Humboldt,  Trinity.  Del  Norte,  Siski- 
.vou,  San  Mateo.  Santa  Clara,  San  .Joaquin, 
Calaveras  and  Sacramento  counti<'s. 


FEDERAL  COOPERATION— TOPO- 
GRAPHIC MAPPING 


Field  work  in  connection  with  the  cultural 
revision  of  the  Hesperia,  San  Antonio,  San 
Bernardino  and  Cucamonga  sheets  in  San 
Bernardino  County  was  completed  and  prog- 
ress was  made  in  connection  with  the  office 
work.  Progress  was  al.so  made  on  field  work 
in  connection  with  the  San  Bernardino  No.  4 
Quadrangle  in  San  Bernardino  Count.v  and 
the  Tobias  Peak  Quadrangle  in  Kern  and 
Tulare  counties.  Office  work  was  completed 
on  the  Kreyenhagen  Hills  Quadrangle  in 
Fresno  County  and  also  on  the  Burney  Quad- 
rangle in  Siskiyou  County.  Progress  was 
made  on  the  Paynes  Creek  Quadrangle  in 
Tehama    County. 


SACRAMENTO-SAN    JOAQUIN 
WATER   SUPERVISION 


During  the  past  month  the  office  and 
stenographic  work  in  connection  with  the 
report  on  Sacramento-San  Joaquin  Water 
Supervision  for  the  year  19.35  was  completed. 
This  is  a  report  showing  the  diversions,  re- 
turn flow,  stream  flow  and  acreage  irrigated 
in  the  Sacramento-San  Joaquin  territory  and 
the  encroachment  and  recession  of  salinity  iu 
the  delta.  The  mimeographing  of  the  report 
is  progressing  satisfactorily  and  it  should  be 
completed  by  July   10th. 

Field  work  is  in  full  swing  and  data  to 
make  a  report  similar  to  1935  is  being 
gathered.  Three  engineers  are  in  the  field, 
two  full  time  and  one  part  time. 

No  marked  increa.se  in  the  salinity  in  the 
Delta  has  been  observed.  This  is  due  to 
the  storm  early  this  month  which  increased 
the  flow  at  Sacramento  from  15,000  c.f.s.  on 
June  6th  to  33,000  on  June  8th.  The  flow 
at  present  is  about  13,000  c.f.s.  and  will  no 
doul)t   continue    to  decrease. 


CALIFORNIA  COOPERATIVE  SNOW 
SURVEYS 


During  tlu'  past  month  normal  melting  of 
the  Sierra  snow  pack  has  continued.  In 
the  absence  of  any  unusual  protracted  hot 
«pells  and  periods  of  excessive  warm  rainfall. 


the  ninoff  has  proceeded  in  an  orderly  fashion 
and  no  floods  have  occurred.  The  bulk  of 
the  pack  has  now  melted  and  snow  remains 
only  on  the  higher  summits  and  in  sheltered 
locations. 

As  soon  as  the  mountain  roads  became 
passable,  the  snow  survey  equipment  of  the 
shelter  houses  was  gathered  up  and  collected 
at  convenient  central  locations  where  it  will 
remain  in  storage  during  the  summer. 

Work  in  the  office  was  continued  in  bring- 
ing up  to  date  precipitation  data.  Previous 
forecasts  are  being  reviewed  and  all  data 
gathered  during  past  years  is  being  analyzed 
with  a  view  to  more  accurately  evaluating 
the  various  factors  affecting  snow  runoff. 
The  results  of  such  studies  to  date,  are  very 
gratifying  although  in  some  cases  the  need 
for  an  expansion  of  snow  surveys  to  collect 
more  data   is  evident. 


WATER    RESOURCES 


Xoiith   Coastal  Basin  Investigation 

Good  progress  has  been  made  iu  the  tii'lil 
and  office  on  the  South  Coastal  Basin  In- 
vestigation during  the  present  month.  Bulle- 
tin No.  39D,  giving  hydrological  data  of  the 
South  Coastal  Basin  for  the  year  1935  has 
been  approved  by  the  director  for  release  and 
is  ready  for  distribution. 

San  Luis  Rey  River  Investigation — l<nn 
Diego   Count y 

The  investigation  and  survey  of  the  San 
Luis  Rey  River  in  San  Diego  County  being 
made  under  the  direction  of  this  Division  in 
cooperation  with  WPA,  city  of  Oceanside, 
county  of  San  Diego,  and  Carlsbad  Mutual 
Water  Company  has  been  temijorarily  sus- 
pended owing  to  lack  of  WPA  funds.  This 
work  is  for  the  purpose  of  securing  data 
and  preparing  plans  for  flood  control,  the 
rectification  of  the  river  channel,  and  the 
con.servation  and  utilization  of  the  waters  of 
the  San  Luis  Rey  River.  It  is  expected  that 
work  will  be  started  again  this  month. 


CENTRAL    VALLEY    PROJECT 


With  an  appropriation  of  $6,900,000  by 
congress  the  United  States  Bureau  of  Recla- 
mation is  exerting  every  effort  to  complete, 
at  an  early  date,  the  preparation  of  plans 
preparatory  to  starting  construction  on  the 
initial  units  of  the  project.  While  congress 
allocated  .$6,000,000  of  the  appropriation  to 
the  Friant  Dam,  Friant-Kern  Canal,  and 
contiguous  units  in  the  San  Joaquin  Valley, 
work  will  proceed  without  interruption  on 
the  Contra  Costa  County  Conduit  and  Ken- 
nett  Dam  with  funds  already  provided  the 
United  States  Bureau  of  Reclamation  by 
the  I'ublic  Works  Administration. 

I'reliminary  investigations  and  exploration 
work  have  been  carried  on  during  the  month 
at  Kennett  and  Friant  dam  sites,  and  sur- 
veys continued  along  the  Contra  Costa  Con- 
duit and  the  Friant-Kern  Canal  by  the 
United  States  Bureau  of  Reclamation.  Ap- 
praisers are  working  in  the  field  evaluating 
land  and  necessary  rights  of  way  for  the 
construction  of  the  project.  Also  the  Divi- 
sion of  Highways  has  continued  drilling 
operations  at  the  proposed  site  of  the  com- 
bination highway  and  railroad  bridge  across 
the  Pit  River.  The  State  Department  of 
Public   Works   and   all   state   agencies   inter- 


Good  Roads  Earning 
Substantial  Profits 
For  Highway  Users 

HIGinVAYS  pay  tlteir  way  by 
reducing-  the  operating  costs 
of  vehicles  using  them,  and 
on  lieavily  traveled  roads  they  return 
substantial  protits  to  the  public,  says 
the  U.  S.  Bureau  of  Public  Roads 
after  a  studj-  of  the  mileage  of  vehicle 
travel  in  three  .states  in  comparison 
with  highway  expenditures.  Annual 
payments  for  highways,  the  bureau 
reports,  amount  to  slightlj'  more  than 
one  cent  per  mile  of  vehicle  travel  on 
all  highways  in  Michigan,  Wisconsin 
and  Minnesota,  according  to  figures 
collected  by  this  bixreau  of  the  U.  S. 
Department  of  Agriculture.  In  Michi- 
gan and  Wisconsin  the  payment  is 
1.08  cents  per  mile  and  in  Minnesota 
1.1  cents  per  mile. 

Analysis  of  highway  costs  and 
travel  on  the  state  systems,  which  in- 
clude federal-aid  roads,  of  Wisconsin 
and  Michigan  shows  that  payments 
amount  to  .8.3  cent  and  .86  cent  per 
mile  of  travel  respectively.  The  fig- 
ures for  county  roads  are  1.23  cents 
in  Wisconsin  and  1.66  cents  in  Michi- 
gan. 

The  lower  costs  for  main  highways 
agree  with  the  well  established  rule 
that  large  volumes  of  traffic  make  pos- 
sible the  construction  and  mainte- 
nance of  high-type  surfaces  at  a  very 
low  cost  per  mile  of  travel. 

The  actual  saving  in  vehicle  operat- 
ing cost  resulting  from  replacing  a 
dirt  road  with  a  smooth,  hard  surface 
has  been  variously  estimated  and  is 
probably  not  less  than  three  cents  a 
mile. 

On  this  basis,  says  the  bureau,  a 
large  mileage  of  highways  is  paying 
tremendous  profits  to  highway  users. 
Actual  payment  of  gasoline  taxes  and 
motor  vehicle  fees,  when  distributed 
in  proportion  to  travel  on  different 
roads  show  that  many  highways  are 
earning  substantial  profits  for  the 
public. 


In  connection  with  the  steering  gear  of 
an  automobile  there  is  one  thing  more  dan- 
gerous than  a  loose  bolt,  and  t-hat  is  a 
tight  nut. — From  Better  Roads. 


Tlie  1906  output  of  the  automotive  indus- 
try in  this  country  was  34,000  vehicles. 


ested  are  assisting  the  United  States  Bureau 
of  Reclanuilion  in  every  way  possible  in 
order  to  facilitate  the  early  commencement 
of  construction  work  on  the  initial  units  of 
the  Central   Valley   Project. 


|[Twcnty-two| 


California  Hightvays  and  Public  Works 


NEW  CUESTA  GRADE  WILL  ABOLISH  63  CURVES 

(Continued  from  page  2)  easterly  slope,  somewhat  below  the  oil     treated     rock     surfacing.       This 

existing  road.  temporary  surfacing  will  later  pro- 
good  practice.  These  studies  have  .^.j^^g  a  subbase  for  a  more  permanent 
been  quite  exhaustive  m  their  scope  A  portion  of  the  present  road  can  surfacing,  such  as  is  generally  used  on 
and  include  three  preliminary  sur-  be  used  as  a  detour.  On  the  balance  ^]^jg  main-line  road. 
vevs,  two  via  the  westerly  slope  of  the  a  detour  road  will  have  to  be  con-  rpj^^  following  are  the  more  interest- 
canyon  and  one  along  the  easterly  .strueted  to  take  care  of  traffic,  a  very  jj^g.  comparisons  between  the  present 
slope  on  which  side  the  present  road  necessary  but  costly  feature.  j.^^^l  gj^^l  ^j^^  tentative  design  of  the 

'' ion* im-estin-ation  crews    under  the  Passing  over  the  summit  the  pro-  proposed     improvement     and     very 

fc,oil  nnest  gation  cre\\s    unaei  tne  &  fnllnwq  Hown  the  easterlv  clearly  indicate  the  decided  improve- 

direction  of  the  Division  of  Highways  V°sea  line  lollows  down  tfte  easterly  .                                     satisfactorv 

+^ot;T,n-  cnA  T-Pspnvoii   inVini-fltfirv    are  slope.  crossing  the  Southem  Pacific  mem,    sarer    ana    more    satisraciory 

testing  and     esea  ci  laboiatoij,  aie  j,  f,        ,          !      overhead  structure  traffic  facility  which  will  be  provided : 

now  engaged  in  drilling,  taking  sound-  Kauroaa   on   an   overneaa   siruciure  j                          i 

ings,  samples,  etc.,  in  order  that  everv  H^J"  ^^e  northerly  end  of  the  project.  p  p„,,, 

feature    of   the   materials   to   be   en-  This  line  utilizes  a  7  per  cent  maxi-  ^^^o.^                              ^^^^^^^      (.enu- 

countered  may  be  predetermined.  mum  grade.                                                      ^^^^i   n^,^ber  curves 71           8 

TUNNEL  IS  OPEN  CVT  TEXT.^TIVE  GRADING  PLANS  "^°  a^JirTr*"  lessl'^':.!""'/.*:     21              0 

The  consequent  shortening  of  the  Tentative    grading    section   at   the  J^^^^  ^^^^er  curves,  i25-ft 

proposed  lines  over  that  of  the  exist-  present  provides  for  a  52-foot  width           to  250-ft.  radius 24          0 

ing  crooked  course  makes  it  neces-  i"  fiUs  and  46-foot  width  plus  3-foot  Total  number  curves,  275-ft. 

sary    to    cross    the    summit    of    the  ditches  in  cuts.     Such  section  allows           to  500-ft.  radius 10          0 

grade  in  a  much  deeper  cut  than  now  for  an  ultimate  40-foot  width  of  pave-  Total  number  curves,  525-ft. 

exists,   such   a  situation  necessarily  ment  surfacing.                                                to  1000-ft.  radius 11          0 

leading  to  a  study  relative  to  tunnel  Due  to  the  magnitude  of  cuts  and  Total    number   over   1000-ft. 

vs.  open  cut  construction.     Present  fills    involved    and    the    necessity    of           '•adms ^ 

indications  appear  to  favor  the  open  allowing  time  for  their  stabilization.        Total  delta  of  curves 3633       242 

cut.     The  line  as  at  present  tenta-  the  new  surfacing  will  probably  con-        Maximum  grade 7.007%       7%. 

tively  proposed  would  traverse  the  sist  of  either  30  feet  or  40  feet  of  an        Saving   in  distance 0.73  mile 


Truck  Problem  as 
England  Sees  It 

In  the  matter  of  regulation  of 
commercial  motor  vehicle  transpor- 
tation on  public  highways,  California 
and  England,  although  occupying 
widely  separated  portions  of  the  globe, 
are  cojifronted  with  strikingly  similar 
problems. 

At  a  recent  meeting  of  truck  opera- 
tors in  London,  Mr.  Hore-Belisha, 
Minister  of  Transport,  after  hearing 
demands  of  the  commercial  vehicle 
industry  for  improved  roads  and 
liridges  and  lower  rates  of  taxation, 
quite  emphatically  advised  the  opera- 
tors to  be  patient  and  not  to  raise 
raucous  voices  in  protest. 

Addressing  a  convention  of  the 
Commercial  Motor  Users  Association 
and  the  Associated  Road  Operators, 
the  Minister  of  Transport  said : 

"AVe  shall  proceed  with  vigour  and 
determination  to  give  you  what  you 
require.  The  amalgamation  of  your 
two  important  associations  now  ena- 
bles j'our  industry  to  speak  with  one 
voice.  Is  it  going  to  be  a  raucous 
voice,  bellowing  in  our  ear.s,  or  is  it 
going   to    be   a    sweet   one?      So   far 


as  the  Ministry  of  Transport  is  con- 
cerned it  matters  not.  We  shall  pro- 
ceed with  the  task  that  lies  before  us 
according  to  our  lights  and  with  reso- 
lution and  conviction  that  we  are  do- 
ing the  right  tiling  by  your  indus- 
try and  the  nation.  You  can  and  will, 
I  am  sure,  give  us  your  help  and 
counsel.  That,  I  think,  is  the  better 
course  and  the  course  which  has 
helped  you  in  the  past.  We  shall  try 
to  provide  for,  and  anticipate,  your 
demands  on  the  roads  of  this  country. ' ' 
The  Minister  of  Transport  said  that 
highway  plans  already  submitted  call 
for  an  expenditure  on  a  five-year 
program  of  approximately  $650,000,- 
000  in  addition  to  normal  expendi- 
tures from  the  Road  Fund  for  high- 
way improvements  amounting  to  $87,- 
500,000  annually. 


California's  greatest  tourist  summer  is 
definitely  here  and  the  tide  still  rising  rap- 
idly, according  to  the  touring  bureau  of  the 
Automobile  Club  of  Southei-n  California. 

That  bureau  points  to  the  unprecedented 
number  of  information  inquiries  receivetl  by 
it  in  May  from  all  parts  of  America,  higher 
by  about  2000  than  in  any  other  month  in 
club   history,   which   means   thirty-six   years. 


Very  often  what  father  would  like  most  to 
get  out  of  his  new  ear  is  the  rest  of  the 
family. 


Highway  Chiefs 
to  Meet  in  S.  F. 

State  highway  engineers  from  all 
over  the  United  States  will  convene  in 
San  Francisco  December  7  to  10  inclu- 
sive when  the  American  Association  of 
State  Highway  Officials  holds  its- 
annual  meeting  there. 

This  was  the  announcement  made 
by  California  State  Highway  Engi- 
neer C.  H.  Purcell,  chief  engineer  of 
the  San  Francisco-Oakland  Bay 
Bridge,  who  is  also  a  member  of  the 
executive  committee  of  the  highway 
officials'  association. 

Mr.  Purcell  said  that  W.  C.  Mark- 
ham,  executive  secretary  of  the  Asso- 
ciation, will  arrive  in  San  Francisco 
next  month  to  complete  arrangements 
for  the  convention. 

Two  major  highway  projects,  the 
San  Francisco-Oakland  Bay  Bridge 
(which  will  be  open  to  automobile 
traffic  at  convention  time)  and  the 
Golden  Gate  Bridge,  were  powerful 
factors  that  influenced  the  executive 
committee  at  its  midyear  meeting  on 
June  22  to  select  San  Francisco  for 
the  annual  meeting. 


California  Highways  and  Public  Works 


|Twenty-three| 


In  the  Field  With  the  Old  Timers 


Ten-team  freight  outfit   hauling   supplies  for   highway   crews,   Shasta   County,   1914 


CALIFORNIA  Hicmm  COMMISSION 


CHAS  D  BLANEY 

N  D  DARLINGTON  „  _ 

BURTON  A  TowNc,  chai^ma^      SACRAiiENTo.  California. 


Forum.  Bldg. 


Aus  TIN  a  rtETCHEn 


WILSON R  ELLIS 


WIS  IS  TO  CERTIFY  i/iat'. 

Ru3sell_EL>-Stalna'Ker-  ^-Las-Jlngalg-a^-C-al. 

j/xts  duly  apf)omted.J:^^^^^-2ikj lOEt,  lo  6& 

Cnxp.f  of  Party  attached   to 

I)_iviision_JI 

ofihe  California  HwmvAi'  Commissiox.  his  ferni' 
of  office  to  f)c  at  the  pleasure  (f ilicA'onim/s^M 


OM 


'GHn'AmiS'^GINBER 


SBCItETARY 


Old    Oregon    Stage    Road    throtujh    Shasta    County    as    it    looked    in    1912. 


ANEW  member  of  the  Old  Tim- 
ers' Club  of  the  Division  of 
Highways  is  R.  H.  Stalnaker, 
Equipment  Engineer,  who  is  in 
charge  of  the  Headquarters  Shop  of 
the  Department  of  Public  Works  in 
Sacramento. 

Mr.  Stalnaker  is  doubly  qualified 
for  membership  in  the  club  in  that  he 
possesses  two  identification  cards  is- 
sued to  employees  by  the  first  Cali- 
fornia Highway  Commission.  One  of 
his  prized  cards  certified  to  his 
appointment  as  Chief  of  Party  at- 
tached to  Division  (now  District)  11 
on  March  21,  1912.  The  second, 
issued  one  year  later  to  the  day,  shows 
he  was  promoted  to  the  post  of  Prin- 
cipal Assistant  of  Division  11. 

"For  your  information,"  writes 
Mr.  Stalnaker,  "the  title  of  'Princi- 
pal Assistant'  in  1913  covered  the 
position  now  known  as  'Assistant  Dis- 
trict Engineer.'  " 

HAS  A  BIG  JOB 

Mr.  Stalnaker  was  appointed  Prin- 
cipal Highway  Equipment  Engineer 
of  the  Division  of  Highways  in 
July,  1921.  His  job  today  is  one  of 
the  most  interesting  and  important 
in  the  service.  Upon  him  falls  the 
responsibility  of  keeping  in  perfect 
condition  approximately  600  passen- 
ger cars,  1000  trucks  and  about 
2000  pieces  of  equipment  used  by  the 
Division  of  Highways  in  its  far-flung 
highway  building  and  maintenance 
operations. 

In  the  Headquarters  Shop  the  serv- 
ice varies  from  adjusting  a  carburetor 
to  the  construction  of  a  huge  forest 
fire  fighting  machine  and  repairing 
and  rebuilding  great  rotary  snow 
plows.  The  shop  occupies  a  total  of 
125,000  square  feet  of  space. 

The  Equipment  Department  is  a 
self-supporting  agency  of  the  Division 
of  Highways.  It  is  maintained  by 
funds  paid  by  the  other  divisions  and 
State  Departments  as  rentals  for 
equipment.  During  the  last  fiscal 
year  these  rentals  amounted  to 
$1,924,000  which,  with  miscellaneous 
income  of  $3,000,  made  a  total  of 
$1,927,000. 

SHOWS  NET  PROFIT 

Operating  expenses  amounted  to 
approximately  $1,100,000.  There 
was   set   aside   for   depreciation    and 


[Twenty-four] 


California  High-ways  and  Public  Works 


BUILDING  THE 
PACIFIC  HIGHWAY 


reserve  $713,950  so  that 
the  year's  operations 
showed  a  nice  net  profit. 

Mr.  Stalnaker  came  to 
California  in  October, 
1906.  In  making  his  ap- 
plication for  membership 
in  the  Old  Timers'  Club 
he  forwards  his  two  old 
identification  cards  and 
■m-ites : 

"After  coming  to  Cali- 
fornia, I  worked  for  a 
few  months  for  various 
firms  in  Los  Angeles  en- 
gaged in  land  subdivision 
work.  I  went  to  San 
Diego  in  Jime,  1907,  and 
entered  the  employ  of 
the  Spreckels  interests  in 
that  city  as  an  engineer. 
In  the  spring  of  1910  I 
went  to  the  San  Diego 
County  Highway  Com- 
mission under  Austin  B. 
Fletcher,  who  at  that 
time  was  Secretary-Engi- 
neer of  the  commission 
and  later  was  the  first 
Director  of  the  California 
State  Department  of  Pub- 
lic Works. 

ENTERED  STATE  SERVICE 

"In    August,    1911,    I 
went  to  the  Los  Angeles 
County  Highway  Depart- 
ment and  worked  there  as  draftsman 
and  resident  engineer  until  I  entered 
the  service  of  the  California  Highway 
Commission. 

"I  reported  for  duty  at  Eedding 
on  April  1,  1912,  and  was  in  charge  of 
a  location  party  there  until  March, 
1913,  when  I  was  appointed  Assistant 
Division  Engineer  of  that  Division. 

"In  February,  1918,  I  was  trans- 
ferred to  the  Headquarters  Office  in 
Sacramento  as  Assistant  Highway 
Engineer.  In  the  spring  of  1920  I 
was  assigned  to  the  position  of  Gen- 
eral In.spector  for  the  northern  part 
of  the  State  and  served  in  that  capac- 
ity until  my  appointment  as  Equip- 
ment Engineer  in  July,  1921.  I  have 
been  in  charge  of  the  Equipment 
Department  since  that  time." 

During  his  first  employment  with 
the  Division  of  Highways  in  1912  and 
1913  Mr.  Stalnaker  was  engaged  in 
the  interesting  and  arduous  Avork  of 


Surveying  party  working  on  bluff  near  Delta,  Shasta 
County,  locating  Pacific  Highway  through  Sacramento 
River   Canyon    in    1913 


locating  a  route  for  the  Pacific  High- 
way, State  Route  No.  3,  through  the 
rugged,  mountainous  country  of 
Shasta  County  north  of  Redding. 

The  old  Oregon  Stage  Road,  a  nar- 
row, winding  dirt  trail  worn  and  rut- 
ted by  the  wheels  of  the  pioneers' 
covered  wagons,  Avas  the  only  avail- 
able route  through  that  rough  ter- 
rain when  the  newly  organized  field 
parties  began  the  work  of  surveying 
and  building  a  State  highway  to  re- 
place it. 

It  meant  many  months  of  living  in 
crude  camps  in  the  heart  of  a  forest 
wilderness,  scaling  precipitous  cliffs 
or  hanging  from  them  by  ropes  to  do 
the  necessary  surveying  for  a  high- 
way with  grades  and  alignment  that 
would  be  travelable  by  automobiles. 

All  food  and  supplies  for  the  crews 
had  to  be  freighted  in  from  Redding 
by  ten-team  outfits  and  required  nutny 
miles  and  davs  of  heavv  hauling.    Mr. 


Colton  Bottleneck 

Subway  Abolished 

(Continued  from  page  14) 

the  problem  a  traffic  bottleneck  and 
danger  spot  for  motorists. 

On  account  of  more  serious  grade 
separation  problems  at  other  locations 
which  required  available  highway 
funds  for  their  solution,  reconstruc- 
tion of  the  existing  subway  was 
deferred. 

The  heavy  inter-city  traffic  between 
Riverside  and  San  Bernardino  has 
long  been  hampered  by  the  sharp 
curves,  lack  of  sight  distance  and  re- 
stricted width  at  the  old  subway. 
During  rush  hours,  traffic  has  often 
backed  up  as  much  as  one-half  mile 
on  each  side  of  the  old  subway. 

The  old  subway  was  so  narroAv  that 
accidents  repeatedly  occurred  when 
too  wide  loads  became  locked  inside 
of  the  .structure  and  all  traffic  had  to 
detour  for  several  miles. 

RIGHT  TURNS  ELIMINATED 

The  old  subway  approaches  in- 
cluded four  right  angle  turns.  The 
new  subway  eliminates  all  of  these 
right  angle  turns.  The  width  of  the 
new  structure  is  ample  for  heavy  vehi- 
cle traffic  and  an  additional  width  is 
provided  for  pedestrians. 

There  will  be  a  saving  in  distance 
of  one-fifth  of  a  mile. 

This  project  was  financed  from  Fed- 
eral funds  which  must  be  devoted 
solely  to  railroad  grade  separations. 
The  location  of  the  new  subway  was 
made  so  that  when  other  funds  are 
available  to  extend  the  highway  south 
toward  Riverside,  a  direct  connection 
can  be  made  to  the  Santa  Ana  River 
Bridge. 


Voice  over  wire:  "Madame,  your  husband 
has  been  run  over  by  a   truck  !" 

Madame :  "Good  heavens  !  On  the  after- 
noon of  my  bridge  party  !" 


Appro.ximately  3,000,000  children  are 
transported  to  and  from  school  in  more  than 
77,000  motor  buses,  according  to  statistics 
gathered  from  school  officials  throughout  the 
United   States. 


Bank  Clerk :  "So  you  wish  to  open  a 
joint  account  with  your  husband.  What 
kind?" 

Mrs.  Bright:  "Oh,  just  a  deposit  account 
for  him — a   checking  account  for  me." 

Stalnaker 's  camera  caught  some  inter- 
esting "shots"  of  the  parties  and 
their  work  which  are  repi'oduced  in 

tliis  article. 


California  Hightvays  and  Public  Works 


[Twenty-five] 


Plea  For  Cooperation 
in  Preserving  Benchmarks 

Reprinted  by  request  from  ENGINEERING  NEWS   RECORD 


SIR — This  is  a  plea  for  the  co- 
operation of  engineers  in  pre- 
serving benchmarks,  in  their 
own  interest  as  well  as  that  of  pro- 
fession and  public. 

The  United  States  Coast  and  Geo- 
detic Survey  during  the  past  65  years 
has  been  extending  lines  of  precise 
levels  ("first-order"  levels)  through- 
out the  country.  These  first-order 
lines  are  spaced  at  intervals  of  about 
100  miles,  while  within  these  areas  the 
leveling  is  of  second-order  accuracy. 
The  leveling  in  the  vertical  control  net 
now  totals  slightly  over  250,000  miles 
of  lines,  with  benchmarks  set  at  inter- 
vals of  several  miles  on  the  oldest 
work,  and  on  the  latest  leveling  about 
one  mile. 

This  work  has  established  well  over 
100,000  benchmarks,  most  of  which 
are  marked  by  properly  inscribed 
metal  tablets  set  in  concrete  posts, 
bridge  abutments,  culvert  headwalls 
and  other  structures  such  as  build- 
ings, monuments  and  seawalls. 

Frequently  new  construction  or  re- 
pair to  existing  structures  makes  it 
necessary  to  destroy  these  marks,  in 
spite  of  the  fact  that  every  effort  has 
been  made  to  place  them  where  they 
will  be  as  permanent  as  possible.  This 
bureau  has  no  funds  from  which  to 
pay  field  parties  to  go  about  and  re- 
locate these  marks  when  they  must  be 
moved.  The  result  is  that,  if  these 
marks  are  to  be  preserved  for  the  use 
of  all  engineers  and  surveyors  who 
may  have  occasion  to  use  them,  we 
must  depend  on  the  cooperation  of 
engineers  and  others  throughout  the 
country  for  assistance  in  their  preser- 
vation. 

"We  have  worked  out  a  routine 
method  of  handling  such  cases.  If 
engineers  who  encounter  our  marks  in 
the  course  of  construction,  repair  or 
maintenance  operations  will  cooperate 
as  outlined  below,  the  destruction  of 
useful  benchmarks  will  be  very  much 
reduced. 

As  soon  as  it  becomes  known  that  a 
mark  must  be  moved,  a  letter  should 
be  sent  to  the  Director,  U.  S.  Coast 
and  Geodetic  Survey,  Washington, 
D.  C,  attention  Section  of  Leveling' 
stating  the  necessity  for  moving  the 
mark  and  giving  its  designation.    The 


designation  consists  of  the  letters  and 
numbers  found  to  have  been  stamped 
with  dies  on  the  disk.  It  is  desirable 
to  furnish  a  rubbing  of  the  disk  as 
well.  A  rubbing  can  be  made  by  plac- 
ing a  piece  of  medium-weight  paper 
over  the  disk  and  then  rubbing  over 
the  paper  with  a  hard  pencil  to  bring 
out  the  legend  ca.st  in  the  dusk,  es- 
pecially the  letters  and  numbers 
stamped  on  it  with  dies. 

VriLt,  SEND  NEW  DISK 

Upon  receipt  of  this  information, 
this  ofSce  will  send  out  a  new  disk 
properly  stamped  to  show  that  it 
has  been  reset.  Necessary  instructions 
for  the  establishment  of  the  new  mark 
and  the  transfer  of  elevation  will  also 
be  sent.  The  proper  procedure,  in 
most  cases,  is  to  establish  the  new 
mark  in  a  safe  place  nearby  and 
transfer  the  elevation  from  the  old 


Billboard  Law 
Upheld 

The  efforts  of  the  State  Depart- 
ment of  Public  Works  to  enforce 
the  provisions  of  the  Outdoor  Ad- 
vertising- Act  receive  deserved  sup- 
port from  the  decision  of  Superior 
Judge  Welsh  at  Sacramento  up- 
holding the  act. 

Judge  Welsh  holds  that  the 
regulation  of  roadside  signs  is 
clearly  within  the  State's  police 
power  to  preserve  the  public 
peace,  safety,  morals  and  general 
welfare.  The  decision  accords 
with  rulings  of  courts  in  other 
States  which  have  similar  laws, 
and  with  decisions  of  United 
States  courts  in  which  such  laws 
have  been  tested. 

It  is  not  known  whether  or  not 
the  case  will  be  appealed  thus  giv- 
ing the  higher  courts  of  California 
an  opportunity  to  pass  on  the 
matter. 

The  decision  has  received  much 
favorable  comment  from  various 
newspapers  and  citizens  interested 
in  the  beautification  of  highways. 


mark  to  the  new  one  by  means  of  an 
engineer's  level  and  rod.  The  levels 
should  be  run  in  duplicate  to  avoid 
the  possibility  of  large  errors,  and  all 
readings  should  be  made  to  three 
decimal  places  in  order  to  preserve  the 
accuracy  of  the  original  elevation. 

The  old  mark  should  not  be  dis- 
turbed until  the  observations  involved 
in  the  transfer  have  been  checked  by 
the  observer  or  the  recorder.  An  as- 
sumed elevation  for  the  old  mark  may 
be  used  in  the  transfer,  since  wliat 
we  are  primarily  concerned  with  in  a 
case  of  this  sort  is  the  difference  in 
elevation  between  the  old  mark  and 
the  new  one  established  to  replace  it. 

After  the  new  mark  has  been  estab- 
lished and  the  elevation  transferred  to 
it,  the  old  disk  should  be  broken  out 
and  returned  to  this  office  in  a  franked 
mailing  sack  which  will  be  supplied 
for  the  purpose.  A  complete  report 
on  the  action  taken,  including  a  de- 
scription of  the  location  in  which  the 
new  mark  is  established  and  a  copy  of 
the  field  notes  involved  in  the  trans- 
fer of  elevation,  should  also  be  for- 
warded to  this  office ;  a  franked  en- 
velope will  be  furnished  for  this  pur- 
pose. 

The  cooperation  which  individuals 
and  organizations  may  extend  to  this 
office  in  preserving  the  benchmarks 
will  be  a  service  not  only  to  this 
bureau  and  other  government  survey- 
ing organizations  but  to  anyone  who 
may  have  occasion  to  use  the  marks. 

Howard  S.  Rapplete, 

Chief,   Section  of  Leveling, 
U.  S.  Coast  &  Geodetic  Survey. 
Washington,  D.  C,  Feb.  4,  1936. 


Highway  Development 
Curtailed  By  Diversion 

Evidence  that  diversion  of  revenue 
from  gasoline  taxes  and  motor  vehicle 
registration  fees  to  nonhighway  pur- 
poses tends  drastically  to  curtail 
highway  development  is  shown  in 
studies  comparing  road  progress  made 
in  the  various  states. 

It  has  been  found  that  Florida, 
Georgia,  New  York,  and  Texas,  all  of 
which  have  made  a  regidar  practice 
of  diverting  highway  funds  to  other 
expenses,  have  made  gains  in  their 
road  mileage  averaging  only  66.8  per 
cent  since  1928,  whereas  other  states 
have  showed  an  average  gain  of  92.4 
per  cent  in  the  same  period. 

The  percentage  of  improvement  of 
highways  in  Florida  was  only  43.8, 
while  that  of  New  York  was  only  45. 
The  percentage  increase  in  Georgia 
was  71,  and  that  of  Texas  89.2. 


[Twenty-six  I 


California  Highways  and  Public  Works 


Jibboom  Street 
Grade  Separation 

(Continued  from  page  5) 

tion  of  columns  and  piers.  A  22,000 
volt  nnderground  duct  line,  two  30- 
inch  steel  water  mains,  a  4-incli  gas 
line,  a  30-foot  diameter  water  tank 
and  numerous  telegraph  and  signal 
lines  are  located  in  the  railroad  yard. 

In  the  interests  of  economy,  it  was 
highly  desirable  to  avoid  shifting 
any  of  these  facilities.  Any  expense 
incurred  in  this  manner  would  na- 
turally be  chargeable  to  the  total  cost 
of  the  project.  A  suitable  alignment 
and  column  location  was  finally 
selected  that  provides  a  minimum  of 
interference. 

Along  the  Old  Pioneer  Mill  on  the 
Jibboom  Street  unit,  columns  are 
spaced  between  loading  doors  so  as 
not  to  interfere  with  freight  loading 
operation.s.  At  one  location  on  this 
approach,  a  huge  rigid  frame  69  feet 
long  extending  beyond  the  bridge 
deck  on  either  side  is  necessary  to 
span  over  four  railroad  tracks. 
Silicon  steel,  a  special  alloy  of  high 
strength,  will  be  used  in  this  frame 
to  secure  necessary  resistance  to  the 
heavy  loads  applied.  Full  22-feet 
vertical  clearance  is  provided  over  all 
tracks. 

APPROACH  FILLS  USED 

Approach  tills  leading  onto  the 
bridge  structure  proper  are  used  at 
the  end  of  each  approach  unit.  Eco- 
nomic studies  were  made  to  determine 
the  proper  distance  to  use  this  fill, 
beyond  a  certain  height  it  being  less 
expensive  to  construct  piers  and 
columns. 

Considerable  saving  is  effected  in 
the  bridge  deck  by  using  rolled  steel 
beams  and  extending  them  over  their 
supports  as  cantilevers.  This  ar- 
rangement causes  a  reduction  in  stress 
in  the  center  of  a  span  by  transfer- 
ring it  to  the  support,  thus  permitting 
a  substantial  saving  in  weight  of  steel. 

Rolled  beams  are  cheaper  than  fab- 
ricated sections,  requiring  but  little 
shop  work  to  prepare  them  for  use. 
This  fact  was  satisfactorily  reflected 
in  the  bids  received  for  the  Jibboom 
Street  unit,  and  justified  the  selection 
of  this  method  of  design. 

Headroom  was  at  a  premium  over 
the  two  main  line  tracks  and  freight 
line  crossovers  immediately  east  of  I 
Street  bridge.  In  one  instance  a  36- 
inch  rolled  beam  weighing  280  pounds 


FORTY  STATES  LAY 
PLANS  TO  GEAR 
ROADS  TO  NEEDS 

Federal  authorities  and  officials 
of  forty  states  are  cooperating  in 
plans  under  which  State  highway 
systems  will  be  "tailored"  exactly 
to  fit  the  needs  of  citizens  and 
industries  in  each  state. 

Under  the  State  planning  sys- 
tem, the  idea  that  highways  "just 
run  from  one  place  to  another"  is 
to  be  discarded  as  an  obsolete  relic 
of  days  when  all  highway  vehicles 
were  drawn  by  animals.  Careful 
studies  will  be  made  in  individual 
states  to  determine  how  existing 
highway  systems  must  be  adjusted 
to  meet  present-day  conditions 
and  those  which  may  be  expected 
to  arise  in  the  future. 

Increased  safety  on  highways, 
better  use  of  money  paid  by  mo- 
torists in  special  taxes  and  fees, 
construction  of  highways  on  the 
basis  of  traffic  demands  and  ade- 
quate highway  facilities  for  com- 
munities which  lack  other  trans- 
portation services  are  among  the 
benefits  foreseen  by  officials  of  the 
Bureau  of  Public  Roads,  U.  S.  De- 
partment of  Agriculture. 

Preliminary  arrangements  for 
cooperation  in  making  the  studies 
have  been  initiated  with  ten  other 
states. — High  way  Highlights. 


HIGHWAY  SAFETY  ENEMY 

AN  "UNHOLY  ALLIANCE" 

The  enemy  of  highway  safety  is  "an  unholy 
alliance,"  of  outmoded  highways,  automobiles 
and  traffic  laws,  and  irresponsible  drivers  and 
pedestrians,  Alfred  P.  Sloan,  Jr.,  president 
of  General  Motors,  said  in  an  address  at  a 
luncheon  of  the  National  Safety  Council  to 
honor  cities  that  won  the  fourth  annual 
national  safety  contest. 

"We  now  know  what  the  enemy  is — an 
unholy  alliance  of  ancient  and  inadequate 
highways ;  automobiles  that  are  too  old 
for  safe  use — or  that  have  been  allowed  to 
become  old  before  their  time ;  antiquated 
and  conflicting  laws;  drivers  and  pedestrians 
who  do  not  know — and  all  too  often  do  not 
care  whether  they  know — how  to  conduct 
themselves  safely,  considerately  and  courte- 
ously," he  said. 

per  foot,  one  of  the  heaviest  sections 
rolled,  was  necessary  to  support  the 
load  placed  upon  it.  A  deeper  section 
would  have  been  preferable,  but  22 
feet  vertical  clearance  above  the 
tracks  left  just  enough  space  for  this 
beam. 


Tower  Span  Wins 
in  Beauty  Contest 

(Continued  from  page  S) 

an  appearance  of  massive  strength 
that  it  indicates  the  need  of  a  massive 
supporting  structure.  Actually  the 
pier  is  much  smaller  than  appearance 
indicates  as  the  greater  part  of  the 
tower  loads  come  on  the  front  leg  of 
the  tower  and  no  pier  or  pedestal  is 
used  under  the  rear  tower  leg.  All 
loads  coming  at  that  point  are  taken 
by  the  approach  truss  span.  This  ar- 
rangement of  the  fender  sj'stem  gives 
the  proper  balance  and  symmetry  of 
design  when  viewed  from  the  side. 

UNIQUE  PORTAL  DESIGN 

The  curved  portals  over  the  road- 
way and  at  each  intermediate  panel 
point  are  a  unique  feature  of  the 
structure  and  add  greatly  to  the  aes- 
thetic effect  of  the  bridge  from  the 
viewpoint  of  the  motorist  as  he  travels 
over  the  roadway. 

The  massive  abutments  and  pylons 
at  each  end  of  the  bridge  blend  fit- 
tingly with  the  general  proportions, 
color  and  natural  surroundings  of  the 
structure.  All  steel  members  of  the 
bridge,  including  the  towers,  are 
painted  with  aluminum  paint  which 
gives  them  a  metallic  luster. 

For  a  distance  of  2000  feet  on  the 
west  approach  to  the  bridge  a  beau- 
tification  project  was  initiated  to  im- 
prove the  appearance  of  that  ap- 
proach. This  consisted  of  leveling  all 
the  area  within  the  State  right  of 
way,  installing  a  sprinkler  system, 
planting  small  park  areas  immediately 
adjacent  to  the  bridge  and  landscap- 
ing the  approach  by  planting  shrubs 
and  trees. 

The  Tower  Bridge,  only  bridge  in 
the  West  to  win  an  award,  was  built 
by  the  State  Department  of  Public 
Works,  in  cooperation  with  the  city 
and  county  of  Sacramento  and  the 
Federal  Government,  at  a  cost  of 
$994,000.  The  design  and  construc- 
tion was  under  the  direction  of  C.  H. 
Purcell,  State  Highway  Engineer, 
and  F.  W.  Panhorst,  Acting  Bridge 
Engineer.  The  Division  of  Architec- 
ture cooperated  in  designing  the 
architectural  features  of  the  struc- 
ture. 


Teacher — Who  can  tell  me  just  what  an 
island  is? 

Carl — It  is  a  piece  of  land  that  went  out 
for  a  swim. 


California  Highways  and  Public  Works 


[Twenty-seven] 


Value  of  Better 
Roads  for  Farmers 

WHAT  is  the  value  of  improved 
roads  to  farmers?  An  answer 
to  tliis  question  was  sought  in  a  sur- 
vey conducted  last  summer  by  the 
New  York  State  College  of  Agricul- 
ture, the  results  of  which  have  been 
issued  recently.  A  questionnaire  was 
sent  to  a  group  of  farmers,  and  in  an- 
swering it  each  farmer  was  asked  to 
place  a  reasonable  value  on  his  land 
and  buildings.  The  farms  were  clas- 
sified by  the  type  of  road  running  by 
— dirt,  gravel  or  hard  surfacing — 
and  each  farmer  was  asked  to  esti- 
mate the  value  of  his  land  and  build- 
ings if  the  farm  were  on  the  other 
two  types.  A  total  of  3365  replies  was 
received  giving  these  comparisons  ;  the 
average  value  of  farms  on  dirt  roads 
was  $37  an  acre,  farms  on  gravel  roads 
$55  and  farms  on  hard  roads  $71. 
The  farmers  on  dirt  roads  estimated, 
as  an  average,  that  their  farms  would 
be  worth  $45  an  acre  if  the  roads  were 
gravel  and  $53  if  the  roads  had  hard 
surfacing.  The  farmers  on  gravel 
roads  thought  that  their  farms  would 
be  worth  $45  an  acre  on  dirt  roads  and 
$65  on  hard  roads.  Those  on  hard 
roads  estimated  that  their  farms 
■would  be  worth  $47  on  dirt  roads  and 
$57  on  gravel.  Combining  these  fig- 
ures gives  the  following  per-acre 
values:  with  dirt  road,  $43;  with 
gravel  road,  $52;  with  hard  road,  $64. 
Thus  the  farmers  considered  it  wortli 
an  average  of  $9  an  acre  to  a  farm  to 
have  a  dirt  road  graveled  and  $21  an 
acre  more  to  have  a  hard-surfaced 
road  rather  than  a  dirt  road.  On  a 
total-farm  basis  it  was  worth  $1,389 
to  have  a  dirt  road  graveled  and 
$3,030  to  have  a  dirt  road  hai-d-sur- 
faced.  Evidently,  farmers  in  New 
York  State  place  a  considerable  value 
on  road  improvement,  although  in 
certain  sections  where  hard-road 
traffic  is  unusually  heavy,  a  number  of 
farmers  indicated  a  preference  for  a 
farm  on  a  gravel  road. — Better  Roads. 


Contract  has  been  awarded  for  sur- 
facing of  the  State  desert  highway 
route  146  near  the  eastern  boundary 
between  Blythe  in  Riverside  County 
and  Palo  Verde  on  the  Imperial 
Countv  line. 


BUILDING  STATE  HIGHWAY 

IN  KINGS  RIVER  GORGE 

By  R.  M.  Gillis,  District  Engineer 


THE  completion  last  year  of  the 
thirty  miles  of  the  Generals 
Highway  by  the  Federal  Gov- 
ernment to  connect  Seqiioia  and 
Grant  paries  has  brought  about  an 
enormous  increase  in  travel  to  this 
mountain  area  and  has  drawn  public 
attention  to  the  Kings  River  High- 
way work  being  carried  on  by  tlie 
California  Division  of  Highways. 

The  many  people  who  make  the 
trip  to  these  two  National  Parks  and 
then  drive  on  from  Grant  down  into 
the  rugged  gorge  of  the  Kings  River 
as  far  as  the  road  is  open,  very 
naturally  ask  why  this  road  is  being 
built   and  where  it   is  going. 

Construction  of  the  Kings  River 
Highway  was  started  in  1929  by  the 
State  of  California  in  order  to  open 
an  entirely  new  recreational  area  in 
tlie  heart  of  the  highest  Sierra.  Be- 
ginning at  the  north  boundary  of 
Grant  Park  the  ultimate  goal  of  this 
road  is  to  reach  the  valley  of  the 
Kings  River  some  twenty-six  miles 
away. 

COMPARES  WITH  YOSEMITE 

While  this  valley  does  not  have  the 
water  falls  of  Yosemite,  the  general 
characteristics  are  in  many  ways 
similar ;  it  is  about  twelve  miles  long 
and  from  half  a  mile  to  a  mile  wide 
with  an  elevation  of  4500  at  the  lower 
end  and  5000  at  the  upper  end.  On 
each  side  of  the  valley  are  high  granite 


cliffs,  numerous  streams  coming  in 
from  the  sides  and  grassy  meadows 
with  cedar  and  pine  groves  on  the 
valley  floor.  Beyond  the  valley  rise 
manv  peaks  over  twelve  thousand  feet 
high". 

By  this  fall  approximately  eighteen 
miles  of  this  new  liighway  will  have 
been  completed  and  opened  to  the 
public,  carrying  the  road  througli  the 
roughest  part  of  the  Canyon  of  the 
Kings  to  Windy  Cliff. 

ROAD   ALONG   STREAM 

From  Windy  Cliff  the  road  will 
cross  to  the  north  side  of  the  Kings 
and  follow  along  the  waters  edge  for 
a  distance  of  eight  miles  to  the  lower 
end  of  the  valley.  I\Iuch  heavy  con- 
struction yet  remains  although  none 
of  it  will  compare  witli  tlie  portion 
now  being  finished. 

All  of  this  road  is  within  the  Se- 
quoia National  Forest,  a  National 
reserve  of  over  2000  square  miles, 
which  is  now  being  extensively  devel- 
oped for  public  enjoyment  by  the  Fed- 
eral Government. 

The  United  States  Forest  Service 
has  already  completed  surveys  and 
plans  for  the  public  use  of  the  Kings 
Valley  under  its  supervision  and  con- 
trol as  soon  as  this  highway  can  reach 
it.  The  highway  will  never  be  carried 
further  than  the  valley.  Its  comple- 
tion will  give  access  to  one  of  the  out- 
standing scenic  and  recreational  areas 
of  the  State. 


Oski :  Make  a  sentence  with  the  word 
"f:i.scinate." 

Wow-Wow :  I  have  nine  buttons  on  my 
shirt   hnt   I    imly  fascinate. 


WM.  T.  HART  APPOINTED 
HIGHWAY  COMMISSIONER 

(Continued  from  page  IS) 

in  southern  California  equipped  him 
with  a  wide  knowledge  of  road  build- 
ing. 

As  chairman  of  the  city,  county  and 
State  Highway  Committee  of  the  San 
Diego  Chamber  of  Commerce,  Frank 
G.  Forward  long  has  led  the  fight  to 
win  for  San  Diego  representation  on 
the  State  Highway  Commission.  He 
wi'leonied  the  ap])ointment  to  that 
body  of  Mr.  Hart  in  a  public  state- 
ment in  which  he  said : 

"Governor  Merriam's  selection  of 
William  T.  Hart  of  Carlsbad  to  be  a 


member  of  the  State  Highwaj^  Com- 
mission is  the  most  important  step  in 
realization  of  a  completed  coast  high- 
way through  San  Diego  County  and 
construction  of  a  low  grade  route  to 
Imperial    County. ' ' 

]\Ir.  Hart  is  an  active  member  of 
leading  fraternal  organizations  hav- 
ing held  offices  in  these  orders,  and 
also  is  an  active  member  of  various 
San  Diego  civic   organizations. 

He  attended  his  first  meeting  of  the 
Highway  Commission  in  his  official 
capacity  in  Long  Beach  on  July  lOtli. 


He — You   are   so   wonderful,    so   be.iiititul. 
so   marvelous,   so — so — . 
Sho— So  what? 


|Twenty-eight] 


California  Highways  and  Public  Works 


Heavy   construction   work   necessary 

in  the  Kings   River  Canyon   is  shown 

at  right  where  a  retaining  wall 

for  the   new   highway   is   being 

built  with   granite    boulders. 

Lower  right  shows  completed 

retaining  wall  section.     At  lower 

left  is  scene  after  74,450  pounds 

of   explosives    blasted    away    a 

mountain  spur  barrier  on  the  line 

of   the   highway 


California  Hightvays  and  Public  Works 


ALAMEDA  COUNTY— At  Niles,  6  un- 
dergrade crossing  structures  under  Southern 
Pacific  and  Western  Pacific  railroad  tracks, 
1  bridge,  and  2.9  miles  gi'aded  and  paved 
with  P.  C.  C.  and  plant-mixed  surfacing. 
District  IV.  Routes  5  and  107,  See.  CA. 
P.  O.  Bohnett  &  Co.,  Campbell,  .$482,272; 
Wood  &  Bevanda,  Stockton,  $486,903 ;  J.  F. 
Knapp,  Oakland,  $467,356;  Guy  F.  Atkin- 
son Co.,  San  Francisco,  $513r,134 ;  McDon- 
ald &  Kahn  Co..  Ltd.,  San  Francisco,  $476,- 
344.  Contract  awarded  to  Eaton  &  Smith, 
San  Francisco,  $453,169.82. 

ALAMEDA  COUNTY— Between  Folger 
avenue  and  Camelia  street,  2.4  miles,  grade 
and  surface  with  crusher  run  base  and 
plant-mixed  surfacing.  District  IV,  Route 
69,  Section  Emv.  and  Ber.  Heafev-Moore 
Co.,  Oakland,  $123,106;  United  Contr,  Co., 
Portland,  Ore.,  ,$126,673  ;  Union  Paving  Co., 
San  Francisco,  $128,340.  Contract  awarded 
to  Hanrahan  Co.,  San  Francisco,  $122,- 
538.70. 

ALAMEDA  COUNTY— Between  Camelia 
street  and  San  Pablo  avenue,  S'.l  miles, 
grade  and  surface  with  crusher  run  base 
and  plant-mixed  surf.  District  IV,  Route 
69,  Sections  Ber,  Alb.  A,  Rch  and  E.Cr. 
Hanrahan  Company,  San  Francisco,  $224,- 
573;  Wood  and  Bevanda,  Stockton.  .$278.- 
S.S8:  Heafy-Moore  Co..  Oakland,  $268,977; 
Peninsula  Paving  Company.  San  Francisco, 
$211,386.  Contract  awarded  to  Union  Pav- 
ing Co..   San   Francisco.  $209,.335.50. 

ALAMEDA  COUNTY— Between  Irving- 
ton  and  Centerville.  about  1.9  miles  to  be 
surfaced  with  plant-mix  surfacing.  District 
IV,  Route  69,  Sec.  A.  W.  H.  Larson.  Oak- 
land. $19,716;  Independent  Const.  Co..  Ltd., 
Oakland.  $16,700;  E.  A.  Forde,  San  An- 
selmo.  $17,423;  Lee  J.  Immel.  Berkeley. 
$17,975.  Contract  awarded  to  Jones  & 
King.   Hayward.  $16,295. 

ALAMEDA  COUNTY— In  Oakland  at 
Berkeley  city  line  about  0.10  mile,  grade 
and  surface  with  plant-mixed  surfacing. 
District  IV,  Route  206,  Section  Oak.  Ran- 
some  Co.,  Emeryville.  $10.255 ;  Lee  J. 
Immel.  Berkeley.  $9,989:  W.  H.  Larsen. 
Oakland.  $10,220.  Contract  awarded  to 
Hanrahan  Co.,  San  Francisco,  .$8,197.20. 

ALAMEDA  COUNTY  —  Between  34th 
street  and  7th  street  in  the  city  of  Oakland, 

1.4  miles  grade  and  pave  with  A.  C.  and  P. 
C.  C.  District  IV,  Route  69,  Section  Oak. 
Peninsula  Paving  Co.,  San  Francisco,  $147,- 
660 ;  Union  Paving  Company,  San  Francisco, 
$142,559.  Contract  awarded  to  Hanrahan 
Company,  San  Francisco.  $124,748.50. 

CONTRA  COSTA  COUNTY— Between  2 
miles  west  of  Lafayette  and  Walnut  Creek. 
5.2  miles,  grade  and  surface  with  plant-mixed 
surf,  on  cr.  run  base.  District  IV.  Route  75, 
Section  A.  Hanrahan  Company.  San  Fran- 
cisco, $359.1.52;  John  Carlin  and  Cranfield, 
Farrar  &  Carlin.  San  Francisco,  $314,037; 
A.  Teichert  &  Son.  Inc..  Sacramento.  $328.- 
169;  Gny  F.  Atkinson  Company.  San  Fran- 
cisco. .$.S29.876 ;  George  Pollock  Company, 
Sacramento.  .$.347,841  ;  AVood  &  Bevando. 
Stockton.  .$361,814;  D.  McDonald.  Sacra- 
mento. .$.328,329.  Contract  awarded  to  Union 
Paving  Co..   San   Francisco,  $293,291. 

FRESNO  COUNTY — Between  Belmont 
Circle  and  Biola  Junction,  4.5  miles  to  be 
graded  and  paved  willi  P.  C.  C.  and  asphalt 
concrete.  District  VI,  Route  4,  Section 
Fre.&C.  Union  Paving  Co.,  San  Francisco, 
$235.897 ;  Grifiith  Company.  Los  Angeles, 
$242,824;  Wood  &  Bevanda.  Stockton. 
.$23»,419.  Contract  awarded  to  Hanrahan 
Co.,    San    Francisco,    .$229,510.55. 

GLENN  COUNTY— Between  4  miles 
north  of  Willows  and  1  mile  south  of  Artois. 

1.5  mile  to  be  graded,  surfaced  with  crusher 


run  base  and  plant-mix  surfacing  or  widened 
and  crusher  run  borders  constructed,  fences 
and  reinforced  concrete  bridge  to  be  con- 
structed. District  III,  Route  7,  Section  B. 
A.  T.  Howe,  Santa  Rosa,  .$46,869;  Leo  P. 
Piazza,  San  Jose,  $46,305.  Contact 
awarded  to  N.  M.  Ball  Sons,  Berkeley, 
$43,671.65. 

KERN  COUNTY — Between  3  miles  and 
12  miles  north  of  Mojave  9.1  miles  to  be 
surfaced  with  road-mix  surfacing  and  seal 
coat.  District  IX.  Route  23,  Sec.  B. 
M.  J.  B.  Const.  Co.,  Stockton,  .$26,363. 
Contract  awarded  to  A.  S.  Vinnell  Co.,  Los 
Angeles,  $18,211.85. 

KINGS  COUNTY  —  Between  westerly 
boundary  and  Kings  River  Slough.  Dis- 
trict VI,"  Route  10,  Section  B.  A.  S.  Vinnell 
Co.,  Los  Angeles,  $15,131 ;  John  Jurkovich, 
Fresno,  $14,555;  Palo  Alto  Road  Materials 
Co.,  Palo  Alto,  $13,244.  Contract  awarded  to 
Stewart  &  Nuss,  Inc.,  Fresno,  $13,103.50. 

LASSEN  COUNTY— Between  Su.sanville 
and  Jlilford.  and  between  Johustonville  and 
Lake  Leavitt,  13.3  miles  to  be  graded  and 
treated  with  liquid  asphalt.  District  II, 
Route  29,  73,  Section  C  D,  A.  Isbell  Const. 
Co..  Reno,  Nevada,  $68,801;  Larsen  Bros., 
Sacramento,  $65,373;  A.  Teichert  &  Son, 
Inc..  Sacramento,  $62,729;  Harms  Bros. 
Doyle.  $58,789.  Contract  awarded  to  Fred- 
ricksen  &  Westbrook,  Lower  Lake,  $58,442.- 
50. 

LOS  ANGELES  COUNTY— Between  Ba- 
tata street  and  Florence  avenue,  1.1  miles 
widen  roadbed  and  place  widening  strips  of 
plant-mixed  surf,  and  P.  C.  C.  District  VII. 
Route  167,  Section  A  and  Bell.  Southern 
California  Roads  Co.,  Los  Angeles,  $33,960 ; 
C.  F.  Bobbins,  Los  Angeles,  $34,127;  C.  O. 
Sparks  &  Mundo  Eng.  Co.,  Los  Angeles, 
$32,909  ;  Oswald  Bros.,  Los  Angeles,  $29,351 ; 
J.  E.  Haddock,  Ltd.,  Pasadena,  $30,039; 
Griffith  Co.,  Los  Angeles,  .$33,778.  Contract 
awarded  to  Geo.  R.  Curtis  Paving  Co.,  Los 
Angeles,  $28,526.20. 

LOS  ANGELES  COUNTY— At  Walnut 
Canyon  about  0.6  miles  to  be  graded  and 
paved  with  P.  C.  concrete.  District  VII, 
Route  60,  Section  A.  Gibbons  &  Read  Co., 
Burbank,  $54,177 ;  J.  F.  Haddock.  Ltd., 
Pasadena,  $57,211 ;  C.  O.  Sparks.  &  Mundo 
Eng.  Co.,  Los  Angeles,  $52,603;  Geo.  R. 
Curtis  Paving  Co..  Los  Angeles,  $53,506; 
R.  B.  Campbell,  Los  Angeles,  $69,427;  Os- 
wald Bros..  Los  Angeles.  .$52,266:  A.  S. 
Vinnell  Co.,  Los  Angeles,  $56,230.  Contract 
awarded  to  C.  F.  Bobbins,  Los  Angeles, 
$50,710.40. 

LOS  ANGELES  COUNTY — A  reinforced 
concrete  girder  bridge  across  Rio  Hondo.  2 
miles  west  of  El  Monte.  9-67'  and  2-26' 
spans.  District  VII.  Route  20.  Sec.  A. 
R.  R.  Bishop.  Long  Beach.  $133,555;  Daley 
Corp.,  San  Diego.  $132,749;  Case  Const. 
Co..  Alhambra,  $147,393:  Carlo  Bongio- 
vanni.  Hollywood.  $130,858;  Shofner  & 
Gordon.  Los  Angeles.  .$143,146;  Byerts  & 
Dunn.  Los  Angeles.  $129,852:  J.  E.  Had- 
dock. Ltd.,  Pasadena,  $122,924.  Contract 
awarded  to  Oscar  Oberg,  Los  Angeles,  .$117,- 
876.10. 

LOS  ANGELES  COUNTY— At  Rivera 
on  San  Gabriel  boulevai'd.  an  iindergrade 
crossing  under  tracks  of  A.  T.  &  S.  F.  R.  R. 
to  be  constructed.  C.  O.  Sparks  and  Mun'do 
Engineering  Co..  Los  Angeles,  $102,266; 
R.  E.  Campbell.  Los  Angeles.  $115,277; 
Fred  E.  Potts  Co..  Los  Angeles,  .$108,632; 
Daley  Corporation,  San  Diego,  $109,752; 
Sbofner  &  Gordon.  Los  Angeles.  .$139.4.35; 
Oswald  Bros..  Los  Angeles.  $113,994;  John 
Strona.  Pomona.  $107..541  ;  Griffith  Co..  Los 
Angeles.  .$99,900.  Contract  awarded  to 
J.   E.   Haddock.   Ltd..   Pasadena.  $98,671. 


MENDOCINO  COUNTY— 0.5  mile  to  be 
graded  and  timber  bridges  removed,  between 
Gualala  and  Navarro  River.  District  1, 
Route  50,  Section  A,  C,  Guerin  Bros.,  San 
Francisco,  $7,695 ;  J.  V.  Galbraith  &  Don  A. 
Canevari,  Santa  Rosa,  $8,664.  Contract 
awarded  to  A.  T.  Howe.  Santa  Rosa,  $7,- 
470.50. 

MENDOCINO  COUNTY— Between  Na- 
varro River  and  Williams  Creek,  0.8  mile 
to  be  graded  and  timber  bridges  removed. 
District  I,  Route  56,  Sec.  D  and  E.  J.  V. 
Galbraith  and  Don  A.  Canevari,  Santa 
Rosa,  $18,301;  Helwig  Const.  Co.,  Sebasto- 
pol,  $19,737;  M.  J.  B.  Construction  Co., 
Stockton,  $20,205;  N.  M.  Ball  Sons,  Berke- 
ley, $24,099 ;  A.  T.  Howe.  Santa  Rosa,  $25,- 
116;  Leo  F.  Piazza,  San  Jose,  $31,943. 
Contract  awarded  to  Guerin  Bros.,  San 
Francisco,  $12,999.60. 

MONTEREY  COUNTY— Between  San 
Lucas  and  King  City,  about  five  miles  in 
length,  seal  coat  to  be  applied  to  existing 
roadbed.  District  V,  Route  2,  Section  F. 
L.  A.  Brisco,  Arroyo  Grande,  Calif..  .$3.925 ; 
A.  S.  Vinnell  Co.,  Los  Angeles,  $4,613. 
Contract  awarded  to  Granite  Construction 
Co.,    Ltd..    Watsonville,    $3,829.60. 

MONTEREY  COUNTY— Between  Sea- 
side Road  and  Castroville,  about  12.2  miles 
in  length,  road-mix  surface  treatment  to  be 
applied  to  existing  shoulders.  District  V, 
Route  56,  Section  1.  Lee  J.  Immel,  Berke- 
ley, $15.250 ;  Oilfields  Trucking  Co.,  Bakers- 
field,  $19,239.  Contract  awarded  to  L.  A. 
Brisco.  Arroyo  Grande,  $14,950..50. 

ORANGE  COUNTY — Between  the  north 
city  limits  of  Brea  and  the  Orange-Los  An- 
geles County  line,  about  2  miles  existing 
roadbed  to  be  surfaced  with  plant-mix.  Dis- 
trict VII,  Route  19,  Sec.  A.  A,  S.  Vin- 
nell Co.,  Los  Angeles,  .$7,554 ;  Goode  & 
Schroeder.  Los  Angeles.  $7,782;  Paul  R. 
Hughes.  Long  Beach.  $10,480.  Contract 
awarded  to  C.  O.  Sparks.  Los  Angeles, 
$7,067..50. 

PLACER  COUNTY— Between  4^  miles 
northeast  of  Tahoe  City  and  Nevada  state 
line,  7.1  miles  to  be  graded  and  surfaced 
with  plant-mixed  surfacing  on  crusher  run 
base.  District  III,  Route  39.  Section  A. 
Union  Paving  Co.,  San  Francisco,  $179,- 
288;  Geo.  Pollock  Co..  Sacramento.  $192.- 
072;  J.  A.  Casson,  Hayward,  $196,596; 
Isbell  Construction  Co.,  Reno,  Nevada, 
.$218,338.  Contract  awarded  to  Hemstreet 
&  Bell,  Mai-jsville,  $163,069. 

RIVERSIDE  COUNTY— Between  12 
miles  east  of  Desert  Center  and  2.2  miles 
west  of  Blythe  and  between  Routes  2i>  and 
187.  12.5  miles  in  length,  furnish  and  apply 
liquid  asphalt.  District  XI.  Route  04.  204. 
Section  C.  D.  E-A.  Gilmore  Oil  Co..  Los 
Angeles,  $4,797;  Square  Oil  Co..  Los  An- 
geles. .$4,925;  Paulsen  &  March.  Los 
Angeles.  $4.619 ;  Oilfield  Trucking  Co..  Taft. 
.$5.058 ;  Morgan  Bros..  Huntington  Park. 
$4.503 :  Lambs  Transfer  Co..  Long  Beach. 
$4,819.  Contract  awarded  to  Regal  Oil  Co.. 
Long  Beach.  $4,155.30. 

RIVERSIDE  COUNTY— Between  San 
Bernardino  County  line  and  Beaumont, 
about  2,4  miles  to  be  graded  and  paved  with 
plant-mix  surf.  District  VIII.  Route  26, 
Sec.  A.  Geo.  J.  Bock  Co..  Los  Angeles, 
.K.SO.OOS;  Matich  Bros..  Elsinore.  .$77..">46 : 
Geo.  R.  Curtis  Paving  Co..  Los  Angeles. 
.$65,410;  R.  E.  Hazard  &  Son.  San  Diego. 
$75,906.  Contract  awarded  to  Oswald 
Bros..  Los  Angeles.  .$65,160.40. 

RIVERSIDE  COUNTY— Pit  run  gravel 
surfacing  between  I'alo  Verde  •■ind  Route  64. 
near  Blythe.  16.5  miles.  District  XI.  Route 
146.  Section  AB.  Jack  Starkenburg.  Los 
Angeles.  $14,025;   Arthur  C.   Bussev.   River- 


[Thirty] 


California  Hightvays  and  Public  Works 


Highway  Bids  and  Awards  for  June*  1936 


(Continued  from  preceding  page) 

side,  $7,225;  R.  E.  Hazard  &  Sons,  Sau 
Diego,  $10,455;  V.  R.  Dennis  Const.,  San 
Diego,  $10,455.  Contract  awarded  to  Mar- 
tin Bros.  Trucking  Co.,  Long  Beach,  $7,055. 

SACRAMENTO  COUNT  Y— Between 
C  Street  and  American  River,  0.6  mile, 
grade  and  A.  C.  and  P.  C.  C.  pavement. 
District  III,  Route  3,  Sections  Sac.  and  B. 
Heafey-Moore  Co.,  Oakland,  $53,399.  Con- 
tract awarded  to  A.  Teichert  &  Son,  Inc., 
Sacramento.  .$49,772.95. 

SACRAMENTO  COUNTY— An  overhead 
crossing  over  tracks  of  S.  P.  at  Jibboom 
street  in  Sacramento.  District  III.  Lind- 
gren  &  Swinerton,  Inc.,  Sau  Franci-sco, 
$150,198;  F.  C.  Amoroso  &  Sons,  San 
Francisco,  $13li.9S7;  Geo.  Pollock  Co.,  Sac- 
ramento, $149,888;  M.  B.  McGowan,  Inc., 
San  Francisco.  $142,956:  A.  Teichert  & 
Son.  Sacramento,  $144,940.  Contract 
awarded  to  Lord  &  Bishop,  Sacramento, 
$136,962.60. 

SAN  BERNARDINO  COUNTY— Be- 
I  tween  Coltou  and  Waterman  avenue,  about 
1.3  miles  to  be  graded  and  p.Tved  with 
P.  C.  C.  and  A.  C.  District  VIII.  Route 
26,  Sec.  E.  Griffith  Company,  Los  Angeles, 
$77,022 ;  Daley  Corporation,  San  Diego, 
$86,783;  V.  R.  Dennis  Const.  Co.,  San 
Diego,  $84,255;  C.  O.  Sparks  &  Mundo 
Engr.  Co.,  Los  Angeles,  $8.3',177 ;  Dimmitt 
&  Ta,vlor,  Los  Angeles.  $80,036.  Contract 
awarded  to  Oswald  Bros.,  Los  Angeles, 
$71,273.20. 

SAN  BERNARDINO  COUNTY— Near 
Colton,  3  reinforced  concrete  bridges  across 
Warm  Creek,  Santa  Ana  River  and  an  over- 
flow channel ;  grade  and  pave  approaches 
with  P.  C.  C  District  VIII,  Route  26. 
Section  E.  Griffith  Co.,  Los  Angeles,  $147.- 
320;  V.  R.  Dennis  Const.  Co..  San  Diego, 
$148,072 ;  Bent  Bros.,  Inc..  Los  Angeles. 
■$145,989  ;  John  Strona,  Pomona,  $153,554  ; 
R.  R.  Bishop,  Long  Beach.  $1.'>4.440;  J.  R. 
Haddock,  Ltd.,  Pasadena,  $149,723;  Byerts 
&  Dunn,  Los  Angeles.  $138,.542.  Contract 
awarded  to  Dalev  Corp.,  San  Diego,  $128,- 
392.60. 

SAN  BERNARDINO  COUNTY — A  n 
overhead  crossing  over  the  A.  T.  &  S.  F. 
R.  R.  at  Palm  avenue,  S'  miles  south  of  Col- 
ton. and  grade  and  pave  approaches  with 
plant  mixed  surfacing.  Robert  D.  Paterson. 
Santa  Barbara.  $22,745.  Contract  awarded 
to  John  Oberg,  Los  Angeles,  $21,136. 

SAN  BERNARDINO  COUNTY— Be- 
tween National  Forest  boundary  and  A'ictnr- 
ville,  21  miles  road-mix  surf,  treat,  to  be 
applied  to  existing  roadbed.  District  VIII, 
Route  43.  Sections  J,  K.  L.  Sou.  Cal.  Roads 
Co.,  Los  Angeles.  $29..562 ;  Dimmitt  &  Tavlor, 
Los  Angeles,  .$27,028;  Oilfields  Trucking'Co., 
P..ikiTsfir.ld.  H;24,.->49:  Clvde  W.  Wood.  Stock- 
ten.  .$27,94.-.:  Oswald  Bros.,  Los  Angeles. 
.<;2S.H)-J:  A.  S.  VinncU  Co.,  Los  Angeles. 
$22,423.  Contract  awarded  to  R.  E.  Hazard 
&   Sons,   San   Diego,  $22,391.25. 

SAN  BERNARDINO  COUNTY— Be- 
tween a  point  near  Third  street  in  Barstow 
and  0.6  mile  easterly,  0.6  mile.  Grade  and 
treat  with  liquid  asphalt.  District  VIII, 
Route  .58.  Section  E.  A.  S.  Vinnell  Co.,  Los 
Angeles.  .$26.359 :  Dimmitt  &  Taylor.  Los  An- 
geles, $26,459.  Contract  awarded  to  Matich 
Bros.,  Elsinore,  ,$22,891.60. 

SAN  DIEGO  COUNTY— Between  6.5 
miles  east  of  Rincon  and  one  mile  west  of 
Henshaw  Dam,  9.2  miles  in  length,  linuid 
asphalt  to  be  furnished  and  applied.  Dis- 
trict XI.  Route  195.  Sections  1>  and  E.  Oil- 
fields Trucking  Co..  $4,473  :  Paulsen  &  March, 
.$3,728;  Gilniore  Oil  Co.,  $4,118;  Square  Oil 
Co..  .$3..W6:  Regal  Oil  Co.,  $3,311.  Contract 
awarili'd  to  Morgan  Bros.,  Huntington  Park, 
$3.295..50. 

SAN  FRANCISCO  COUNTY— In  San 
Francisco  at  the  5th  Street  Plaza.  Furnish 
and  plant  trees  and  shrubs,  grade  and  plant 


lawn  and  furnish  and  install  water  system. 
District  IV,  Route  68,  Section  S.  F.  Rex- 
roth  &  Rexroth,  Bakersfield,  $22,377;  Wal- 
ter A.  Hoff,  San  Francisco,  $24,506.  Con- 
tract awarded  to  California  Nursery  Co., 
Niles,  $13,935. 

SAN  LUIS  OBISPO  COUNTY— Por- 
tions between  Toro  Creek  and  Cambria, 
about  7.8  miles  in  length,  shoulders  to  be 
road-mix  surface  treated.  District  V.  Route 
56,  Sec.  C.  John  Fesler,  Santa  Maria,  $6,- 
992  ;  L.  A.  Brisco,  Arroyo  Grande,  $7,484  ; 
A.  S.  Vinnell  Co.,  Los  Angeles.  $6,570. 
Contract  awarded  to  Oilfields  Trucking  Co., 
Bakersfield,  $5,908.50. 

SAN  LUIS  OBISPO  COUNTY— Be- 
tween Nipomo  and  Arroyo  Grande  (V-S. 
L.O.-20F),  between  Santa  Maria  River  and 
Pismo  (V-S.L.0.56-E),  and  between  Edna 
and  San  Luis  Obispo  (S.L.O.-147-A),  about 
16  miles,  seal  coat  and  road-mix  surface 
treatment  to  be  applied.  District  V,  Routes 
2,  56,  147,  Sections  F.  B,  A.  A.  S.  Vinnell 
Co.,  Los  Angeles,  $11,492;  John  Fesler. 
Santa  Maria,  $11,294.  Contract  awarded 
to  L.  A.  Brisco,  Arroyo  Grande,  $10,227.50. 

SAN  LUIS  OBISPO  COUNTY— Be- 
tween Cambria  and  Route  2  (S.L.0.-.S3-D, 
E),  between  Morro  and  Shandon  (S.L.O.- 
125-A.B,C  I ,  between  Sta.  Margarits  and 
Creston  ( S.L.O.-137-A) ,  about  41  miles  in 
length,  liquid  asphalt  to  be  furnished  and 
applied.  District  V,  Route  33,  125,  137, 
Section  D,  E.  A,  B,  C.  A.  Lambs'  Transfer 
Co..  Long  Beach.  $11,398;  L.  A.  Brisco, 
Arroyo  Grande.  $11,973;  Oilfields  Trucking 
Co..  Bakersfield,  $11,850.  Contract  awarded 
to  Paulsen  &  March,  Inc.,  Los  Angeles, 
$11,343.60. 

SAN  LUIS  OBISPO  AND  MONTEREY 
COUNTIES— Between  Ata.scadero  and  San 
IMiguel  and  between  Salinas  and  Monterey- 
Santa  Cruz  county  line,  about  34  miles  in 
length,  seal  coat  to  be  applied  to  existing 
pavement.  District  V,  Routes  2.  118.  56, 
Sections  B.  A.  A.  J.  Lee  .1.  Immel,  Berke- 
ley. $14.921 ;  A.  S.  Vinnell  Co.,  Los  Angeles, 
$15,470.  Contract  awarded  to  Granite  Con- 
struction  Co..   Ltd..   Watsonville.   $11,440.90. 

SHASTA  COUNTY— Between  Viola  and 
Forest  Boundary,  about  2.4  miles  to  be 
graded  and  surfaced  with  cr.  run  base  and 
road-mix  surf.  District  II,  Route  20.  See. 
E.  Larsen  Bros.,  Sacramento,  ,$75,465 ; 
J.  G.  Chigris.  San  Francisco,  $69,392.  Con- 
tract awarded  to  Fredericksen  &  Westbrook. 
Lower  Lake,  .$.59,617.30. 

SOLANO  COUNTY— Fender  construc- 
tion, Rio  Vista  Bridge  across  Sacramento 
River.  District  X,  Route  53,  Section  C.  C. 
A.  Lauritzen.  Antioch.  Contract  awarded  to 
Bundeson  &  Lauritzen,  Pittsburg,  $8,535. 

STANISLAUS  COUNTY— Between  Tur- 
lock  and  Keyes.  about  4.2  miles  to  be  graded 
and  surfaced  with  bit.  tr.  cr.  grav.  or  stone 
(plant  mix).  District  X.  Route  4.  Section 
A.  Heafey-Moore  Co..  Oakland.  $44,628; 
Pacific  States  Const.  Co.,  San  Francisco, 
$45,893 ;  Biasotti,  Willard  &  Biasotti, 
Stockton.  .$48,381  :  A.  Teichert  &  Son.  Inc., 
Sacramento.  .$48,378;  M.  J.  B.  Const.  Co., 
Stockton.  $54,405.  Contract  awarded  to 
S.  M.  McGaw,  Stockton,  $44,163.50. 

SUTTER  COUNTY— Between  Knights 
Landing  and  Robbins.  3.7  miles,  grade  and 
surface  with  cr.  run  base  and  road-mix  sur- 
face. District  III,  Route  87,  Section  A.  A. 
Teichert  &  Son.  Inc.,  Sacramento.  ,$99.4.54; 
Pacific  States  Const.  Co..  San  Francisco, 
S92.220.  Contract  awarded  to  Hanrahan 
Company.  San  Franci.sco,  $85,588.50. 

TEHAMA  COUNTY- At  the  south  en- 
trance to  Red  Bluff,  about  0.3  miles  in 
length  to  be  graded  and  paved  with  P.  C.  C. 
pavement.  District  II,  Route  7,  Sec.  B. 
Contract  awarded  to  N.  M.  Ball  Sons, 
Berkeley.  $13,961.80. 

TULARE  COUNTY— Tulare  to  7.6  miles 
south.    0.6   mile    south    to   2.8    miles    north 


Goshen  subway,  subway  to  0.7  mile  west, 
road-mix  surface  tr.  shoulders.  District  VI, 
Route  4,  10,  Section  B-F,  A.  Stewart  & 
Nuss,  Inc.,  Fresno.  $6,814;  Oilfields  Truck- 
ing Co.,  Bakersfield,  $6,760 ;  Palo  Alto  Road 
Mtl.  Co.,  Palo  Alto.  .$7,104;  L.  A.  Briscoe, 
Arroyo  Grande,  $6,742.  Contract  awarded 
to  John  Jurkovich,   Fresno,  $6,640. 

TUOLUMNE  COUNTY— Between  3i 
miles  east  of  Sullivan  Creek  and  Pooleys, 
24  miles,  grade  and  surface  with  road-mix 
surfacing  on  Untr.  Cr.  Gr.  or  St.  Base. 
District  X,  Route  13,  Section  C.  Biasotti, 
Willard  &  Biasom,  Stockton,  $74,743; 
Union  Paving  Co.,  San  Francisco,  $68,466. 
Contract  awarded  to  M.  J.  B.  Construction 
Co.,  Stockton,  $63,529.30. 

VENTURA  COUNTY— Between  San  An- 
tonio Creek  and  Ojai  and  Mound  School  and 
2.7  miles  east  and  Simi  0.4  mile  east  of  Santa 
Susana  Overhead,  14.6  miles  to  be  surfaced 
with  plant-mixed  surfacing.  District  VII, 
Routes  138,  151,  79,  9,  Sections  A,  C,  A.  C. 
Geo.  R.  Curtis  Paving  Co.,  Los  Angeles, 
$68,425;  A.  S.  Vinnell  Co.,  Los  Angeles, 
$73,603;  Oswald  Bros.,  Los  Angeles,  $63,- 
493.  Contract  awarded  to  Southwest  Pav- 
ing Co.,  Roscoe,  $58,816.25. 

VENTURA  COUNTY  — At  Camarillo 
State  Hospital,  1.5  miles  to  be  graded  and 
bit.  treat,  by  the  road-mis  method.  Dis- 
trict VII,  Route  Camarillo  State  Hospital. 
C.  F.  Robbins,  Los  Angeles,  $28,765;  Os- 
wald Bros.,  Los  Angeles,  $29.212 ;  J.  E.  Had- 
dock, Ltd.,  Pasadena,  .$.30,090 ;  A.  S.  Vinnell 
Co..  Los  Angeles,  $27,047.  Contract  award- 
ed to  Dimmitt  &  Tavlor,  Los  Angeles,  ,$24,- 
391. 

YOLO  AND  COLUSA  COUNTIES— 
Between  Dunnigan  and  Arbuckle,  10.3  miles 
to  be  graded  and  surfaced  with  plant-mixed 
.surfacing  (medium  curing  type).  District 
III,  Route  7,  Section  C  and  A.  Union 
Paving  Co..  San  Francisco.  $144,360;  Hem- 
street  &  Bell.  Marysville.  $159,921  ;  A. 
Teichert  &  Son.  Inc.,  Sacramento.  .$144,035. 
Contract  awarded  to  Hanrahan  Co..  San 
Frf.ncisco,  $129,708.50. 

YOLO  COUNTY— Between  '-M"  Street 
Subway  and  Sacramento  River  Bridge, 
about  0.4  mile  of  P.  C.  C.  widening  strips  to 
be  constructed.  District  III.  Route  6.  Sec- 
tion C.  N.  M.  Ball  Sons.  Berkelev.  9.520; 
L.  C.  Seidel.  Oakland,  ,$10,181.  Contract 
awarded  to  A.  Teichert  &  Son,  Inc..  Sacra- 
mento. .$8,971.50. 

YUBA  and  NEVADA  COUNTIES— Be- 
tween Parks  Bar  Bridge  and  one-quarter  mile 
east  of  Nevada  County  line,  3.7  miles,  grade 
and  surface  with  crusher  run  base  and  seal 
coat.  District  III.  Route  15,  Sections  B 
and  A.  Larsen  Bros.  &  Harms  Bros.,  Sac- 
ramento. $179,721  ;  Tsbell  Construction  Co.. 
Reno,  Nevada,  $203,775 ;  A.  Teichert  &  Son. 
Inc.,  Sacramento,  .$202,978.  Contract 
awarded  to  J.  G.  Chigris,  San  Francisco. 
$1.56..5.38.50. 


A  good  speaker  is  one  who  says  the  things 
.vou  would  like  to  think  of  to  say  the  way 
you  would  say  them  if  you  thought  of  them. 
— Heron    Lake  yens. 


Automotive  engineers  predict  automobiles 
soon  will  be  built  that  can  travel  on  land, 
sea  and  in  the  air.  A  better  invention  even 
than  that  would  be  an  automobile  that  would 
travel  (m   its  own  side  of  the  highway. 


"Are  you  positive,"  demanded  counsel, 
"that  the  prisoner  is  the  man  who  stole 
your  car?" 

"Well,"  anwered  the  witness,  "I  was 
until  you  cross-examined  me.  Now  I'm  not 
sure  whether  I  ever  had  a  car  at   all." 


'j!  California  Hightvays  and  Public  Works 


[Thirty-one] 


Safety  !n  Double  Strip  Highway 
Modern  Design  Defies  Obsolescence 


IX  AN  ARTICLE  dealing  with 
modernization  of  olisolete  sections 
of  major  higliwaj's  recently  pub- 
lished in  Western  Construction  News, 
Laeey  V.  Miirrow,  Director  of  High- 
wa.vs  of  the  State  of  "Washington, 
says : 

' '  To  reconstruct  obsolete  primary 
highways  and  to  bring  them  into  con- 
dition to  render  the  fullest  and  most 
satisfactory  service  to  their  users  is 
the  task  confronting  many  a  highw-ay 
department.  Assuredly,  it  i,s  a  task 
which  in  Washington  we  envisage  and 
are  moving  steadily  forward  to  ac- 
complish. This  does  not  mean  the 
ntter  abandonment  of  the  old  roads. 
They  simpl.y  cease  to  be  main  roads 
and  become  secondaries,  serving  the 
local  territory  through  which  they 
pass  and  furnishing  connection  to 
intersecting  roads,   etc. 

"It  may  well  be  asked  whether 
future  years  will  not  render  obsolete 
the  present  high-standard  construc- 
tion in  the  same  manner  past  years 
have  dealt  with  past  work.  A  defi- 
nite negative  answer  can  not  as  well 
be  given  to  this  question.  The  future 
is  the  future  and  keeps  its  own  coun- 
sel. 

CERTAIN  PERMANENT  FACTORS 

"Nevertheless,  it  may  be  said  that 
no  future  has  ever  or  ever  will  render 
obsolete  a  straight  line  as  the  shortest 
path  between  two  points;  no  future 
can  ever  make  a  second  degree  curve 
a.s  awkward  to  negotiate  as  a  twenty 
degree  curve;  no  future  can  render 
obsolete  good  visibility  once  it  is  at- 
tained. In  short,  we  can  .say  con- 
fidently that  what  we  are  doing  now 
in  the  reconstruction  and  recondition- 
ing of  our  main  highways  is  of  a  per- 
manent, lasting  character. 

"This  work  may  be  refined  in  the 
future.  It  may  be  necessary  to  ex- 
pand in  the  future.  But  it  eon- 
forms  with  the  major  topographic 
features  of  the  country  traversed, 
with  traffic  needs,  and  with  population 
centers.  Therefore  we  do  not  ex- 
pect obsolescence  to  deal  with  it  as  it 
has  dealt  with  the  work  of  20  years 
ago." 

Referring  to  certain  sections  of  the 
Pacific  Highway  when  relocation  and 
reconstruction  were  required,  Mr. 
-Alurrow  describes  the  double  strip 
type  of  highway  adopted  by  the  State 
Highway  Department  as  follows: 


"These  sections  were  constructed 
with  what  has  proved  to  be  a  most 
satisfactory  type  of  heavy  traffic  road  : 
two  strips  of  10-7-10-in.  concrete  pave- 
ment 20  feet  wide  with  a  4-foot  sod- 
ded neutral  zone  between  them  and 
with  9-foot  shoulders  on  the  outer 
sides.  This  requires  a  roadbed  62  feet 
wide  on  fills  and  68  feet  wide  in  cuts, 
the  additional  breadth  being  due  to 
the  side  ditches  in  cuts. 

"This  double-strip  pavement  con- 
struction gives  a  complete  two-lane 
pavement  20  feet  wide  to  the  traffic 
moving  in  each  direction  and,  for 
normal  highway  uses,  has  a  prac- 
tically unlimited  capacity.  The  4-foot 
sodded  neutral  zone  between  the  two 
pavements  definitely  divides  the  traffic 
streams  and  has  a  great  p.sychological 
value  in  giving  drivers  a  feeling  of 
safety  and  security;  oncoming  traffic 
has  its  own  pavement  and  must,  or 
seemingly  must,  stay  there. 

NO    HEAD-ON    COLLISIONS 

"This  feeling  of  safety  is  a  very 
real  satisfaction  t  o  motorists  and 
further  increases  the  traffic  capacity 
of  the  road.  On  the  other  hand  should 
storm  or  accident  temporarily  close 
one  strip  of  pavement  the  traffic  can 
at  any  point  be  put  under  control,  be 
taken  across  the  neutral  .strip  and  de- 
toured  around  the  blockade. 

"There  is  nothing  imaginative 
about  the  increa.sed  safety  afforded  by 
the  double  strip  construction.  With 
it,  passing  another  vehicle  is  accomp- 
lished without  entering  into  the  path 
and  right-of-way  of  oncoming  traffic. 
The  temptation  to  take  a  chance  in 
getting  bj'  a  slow  moving  truck  or  a 
whole  line  of  slow  moving  cars  is 
eliminated  by  removing  all  hazard 
from  the  act.  There  has  ceased  to  be 
any  oncoming  traffic  to  cause  hazard 
and  danger.  Pass  on  curves  if  you 
want  to. 

"Illustrative  of  this  safety  is  the 
fact  that  the  records  of  our  depart- 
ment show  no  instances  of  head-on 
collisions  having  occurred  anywhere 
on  the  70  miles  of  such  road  that  we 
have  built.  On  the  other  hand  five 
lives  have  been  lost  and  about 
$100,000  property  loss  has  been  suf- 
fered in  recent  years  in  head-on  col- 
lisions on  the  13  miles  of  single  strip 
pavement  still  remaining  in  service 
east  of  Olympia. 


3u  iMpmnriam 

LAURENCE  ADOLPHUS 
CHRISTENSEN,  Junior  Highway 
Engineer  in  District  V  of  the  Divi- 
sion of  Highways,  and  employed 
on  the  San  Simeon  to  Carmel  high- 
way in  Monterey  County,  lost  his 
life  on  June  18th.  Following  his 
daily  custom,  he  had  left  his  home 
in  Pacific  Valley  in  early  morning 
and  while  driving  to  the  construc- 
tion camp  at  Anderson  Canyon 
his  car  struck  a  deer  and  plunged 
over  the  side  of  the  road,  drop- 
ping two  hundred  and  fifty  feet  to 
the  ocean  beach  below.  Other 
employees  driving  along  the  road 
a  few  minutes  later  noticed  the 
skid  marks  and  the  body  of  the 
deer  and  upon  investigation  found 
Mr.  Christensen  lying  beneath  his 
car. 

Mr.  Christensen  had  been  em- 
ployed in  the  Division  of  High- 
ways since  December  12,  1928. 
For  the  greater  part  of  that  period 
he  was  engaged  in  construction 
engineering  on  the  scenic  Carmel- 
San  Simeon  highway  on  work  for 
which  his  ability  and  experience 
had  particularly  fitted  him. 

Laurence  A.  Christensen  was 
born  in  Newton,  Utah,  on  July 
12,  1884,  and  was  fifty-two  years 
old  at  the  time  of  his  tragic  pass- 
ing. He  attended  high  school  and 
was  graduated  from  University  of 
Utah  in  1911  upon  completion  of 
his  course  in  civil  engineering. 
After  graduation  his  employment 
in  his  chosen  profession  was  very 
broad  and  varied.  It  included  two 
years  on  railroad  construction,  ten 
years  in  design,  construction  and 
operation  of  irrigation  projects 
and  five  years  of  general  practice 
on  dams,  storm  drains,  street  im- 
provements and  buildings. 

His  vocation  carried  him  into 
many  of  the  western  states  and 
brought  him  a  wide  acquaintance 
and  many  enduring  friendships. 
Wherever  he  went  he  was  ever 
conscientious  in  his  duties,  faith- 
ful and  loyal  in  his  employment. 
He  leaves  behind  him  in  the  Divi- 
sion of  Highways  many  friends 
who  have  associated  with  him  and 
have  been  charmed  by  his  quiet 
and  genial  character.  In  his  pass- 
ing he  leaves  his  widow  and  aged 
mother,  two  brothers  and  three 
sisters. 


[Thirty-two] 


California  Highways  and  Public  Works 


STATE  OF  CALIFORNIA 


Department  of  Public  Works 

Headquarters:  Public  Works  Building,  Eleventh  and  P  Sts.,  Sacramento 


FRANK  F.  MERRIAM Governor 

EARL  LEE   KELLY Director 


CALIFORNIA  HIGHWAY  COMMISSION 


HARRY  A.  HOPKINS,  Chairman,  Taft 

PHILIP  A.  STANTON,  Anaheim 

H.  R.  JUDAH,  Santa  Cruz 

PAUL  G.  JASPER,  Fortuna 

WILLIAM  T.  HART,  Carlsbad 

JULIEN  D.  ROUSSEL,  Secretary 


DIVISION  OF  HIGHWAYS 


C.  H.  PURCELL.  State  Highway  Engineer,  Sacramento 

G.  T.  McCOY,  Assistant  State  Highway  Engineer 

J.  G.  STANDLEY,  Principal  Assistant  Engineer 

R.  H.  WILSON,  Office  Engineer 

T.  E.  STANTON,  Materials  and  Research  Engineer 

FRED  J.  GRUMM,  Engineer  of  Surveys  and  Plans 

C.  S.  POPE,  Construction  Engineer 

T.  H.  DENNIS,  Maintenance  Engineer 

P.  W.  PANHORST  (Acting),  Bridge  Engineer 

L.  V.  CAMPBELL,  Engineer  of  City  and  Cooperative  Projects 

R.  H.  STALNAKER,  Equipment  Engineer 

E.  R.  HIGGINS,  Comptroller 

DISTRICT  ENGINEERS 

J.  W.  VICKREY,  District  I,  Eureka 

F.  W.  HASELWOOD,  District  II,  Retlding 

CHARLES  H.  WHITMORE,  District  III,  Marysville 

JNO.  H.  SKEGGS,  District  IV,  San  Francisco 

L.  H.  GIBSON,  District  V,  San  Luis  Obispo 

R.  M.  GILLIS,  District  VI,  Fresno 

S.  V.  CORTELYOU,  District  VII,  Los  Angeles 

E.  Q.  SULLIVAN,  District  VIII,  San  Bernardino 

S.  W.  LOWDEN  (Acting),  District  IX,  Bishop 

R.  E.  PIERCE,  District  X,  Stockton 

E.  E.  WALLACE,  District  XI,  San  Diego 

General  Headquarters,  Public  Works  Building,  Eleventh  and 
P  Streets,  Sacramento,  California 


JUSTUS  F.  CRAEMER Assistant  Director 

EDWARD  J.  NERON Deputy  Director 


DIVISION  OF  WATER  RESOURCES 


EDWARD  HYATT,  State  Engineer,  Chief  of  Division 

J.  J.  HALEY',  Jr.,  Administrative  Assistant 

HAROLD  CONKLING.  Deputy  in  Charge  Water  Rights 

A.  D.  EDMONSTON,  Deputy  in  Charge  Water 
Resources  Investigation 

.  L.  JONES,  Deputy  in  Charge  Flood  Control  and  Reclamation 

GEORGE  W.  HAWLEY,  Deputy  in  Charge  Dams 

SPENCER  BURROUGHS,  Attorney 

EVERETT  N.  BRYAN,  Hydraulic  Engineer  Water  Rights 

GORDON  ZANDER,  Adjudication,  Water  Distribution 


DIVISION  OF  ARCHITECTURE 


GEORGE  B.  McDOUGALL,  State  Architect,  Chief  of  Division 

P.  T.  POAGE,  Assistant  Chief 

W.  K.  DANIELS,  Administrative  Assistant 

HEADQUARTERS 
H.  W.  DnHAVEN,  Supervising  Architectural  Draftsman 

C.  H.  KROMER,  Principal  Structural  Engineer 
CARLETON  PIERSON,  Supervising  Specification  Writer 
J.  W.  DUTTON,  Principal  Engineer,  General  Construction 

W.  H.  ROCKINGHAM,  Principal  Mechanical  and  Electrical 

Engineer 


DIVISION  OF  CONTRACTS  AND  RIGHTS  OF  WAY 


C.  C.  CARLETON,  Chief 

CLARENCE  W.  MORRIS,  Attorney,  San  Francisco 

FRANK  B.  DURKEE.  General  Right  of  Way  Agent 

C.  R.  MONTGOMERY,  General  Right  of  Way  Agent 

ROBERT  E.  REED,  General  Right  of  Way  Agent 


DIVISION  OF  PORTS 


Port  of  Eureka — William  Clark,  Sr.,  Surveyor 


GEORGE  H.  MOORE. STATE  PR 


33120     7-3G      13300 


Return  postage  guaranteed. 

PM:    If  addressee  has  moved 

notify  sender  on 

Form  3547. 

Division  of  Highways 

P.  O.   Box   1499 
Sacramento.   California 


Seattle   Public   Library. 
Seattle. 

Wash. 


SEC 

F.i;2   p.   L.  &  R. 

U. 

S.    I'OSTACE 

PAID 

Sacramento,  Cal.        1 

Permit  No.  152         1 

MAP 

SHOWING 

STATE  HIGHWAY  SYSTEM 


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CALIFORNIA  HIGHWAYS  AND  PUBLIC  WORKS 

OfFicial  Journal  of  the  Division  of  Higfiways  of  tfie  Department  of  Public  Works,  State  of  California 

EARL  LEE  KELLY,  Director  C.  H.  PURCELL,  State  Higfiway  Engineer  JOHN   W.   HOWE,  Editor 

Published  for  information  of  the  members  of  the  department  and  the  citizens  of  California 

Editors   of   newspapers   and   others  are   privileged   to    use   matter  contained  herein.     Cuts  will  be  gladly  loaned  upon  request. 
Address  communications  to  CJalifornia  Highways  and  Public  Works,  P.  O.  Box  1409,  Sacramento,  California. 

VoLl4  AUGUST,  1936  No.  8 


Table  of  Contents 


Papre 

$5,917,525  Gasoline  Tax  Allocated  to  Cities  for  La.st  Fi.seal  Year 1 

By  Newton  Pratt,  Assistant  Engineer  of  City  and  Cooperative  Projects 

Angeles  Crest  Highway  Link  Completed  by  U.  S.  Bureau  of  Public  Roads 2 

By  Ralph  C.  Myers,  Assistant  District  Office  Enginerr 

Construction  Operations  on  Angeles  Crest  Highway  Pictured 3 

Arroyo  Seeo  Parkway  Will  Include  6-mile  Double  Lane  Depressed  Arterial 4 

Bif  .S.   V.   Cortelyou,   District   Engineer 

Bird's-eye  View  Map  of  Proposed  Arroyo  Seeo  Parkway 5 

How  San  Marco  Pass  Saved  California  for  T^nited  States 6 

Scenes  and  Characters  in  Dramatic  Story  of  San  ]\Iarco  Pass 7 

Calwa   Overpass  Under   Construction   on   1'.  S.  99 — Illustrated 9 

Pan-American  Iligliway  Is  Great  Mexican  Achievement 10 

By  Earl  Lee  Kelly,  Director  of  Public   Works 

Delano   I^nderpass  Eliminates  Dangerous  Grade    Crossing 11 

By  W.  J.  Deacly,   Resident  Enylneer 

American   Association  of  State  Highway  Officials  to  Convene  in  California 12 

By  C.  H.  Purcell,  Sta'e  Highway  Engineer 

Toll  Plaza  Structures  at  Oakland  End  of  Bay   Bridge 12 

Views  of  Bay  Bridge  Toll  Plaza  Structures  Under  Construction 13 

Summer  Traffic  Count  Shows  10%  Increase  over  1935 14 

By  T.  /-/.  Dennis,  Ma'ntenance  Engineer 

Tabulations  of  Gasoline  Tax  Apportionments  to  Cities 16—  19 

Highway  Commission  Completed  at  Long  Beach  Meeting — llhistrat<'d 19 

Relocation  of  U.  S.  40  South  of  Vacaville   Nears  Completion 20 

Paving  0])erati()iis  on  Vacaville  Relocation  Pictured 21 

In  the  Field  with  the  Old  Timers— Data  by  T.  II.  Bedford— Illustrated 22,  23 

Relocation   Eases  Curves  and  Grades  on    Big  Pines  Park  Road 26 

Pictures  of  Big  Pines  Park  Road  Relocation 27 

Monthly  Water  Resources  Report  of  State   Engineer 28,  29 

Highway  P>ids  and  Awards  for  July 31,  32 


AUG  2  7  1936 


$5,917,525  of  Gas  Tax 
Allocated  to  Cities 
for  Last  Fiscal  Year 


By  NEWTON  PRATT 

Assistant  Engineer  of  City  and  Cooperative  Projects 


How  $5,917,525  Gas  Tax  Was 

Divided  Among  Highway  Districts 


WITH  the  apportionment  of  gas  tax  revenue  for 
the  fiscal  year  ending  June  30,  1936,  complete, 
the  incorporated  cities  of  California  will  receive 
$5,917,525.07  for  this  period  according  to  the  official 
apportionment  recently  announced  by  the  Department  of 
Public  Works  through  the  Division  of  Highways. 

Of  this  amount,  $3,350,101.11  is  provided  for  expendi- 
ture upon  designated 
State  highway  routes 
within  municipalities, 
while  the  remaining  $2,- 
567,423.96  will  be  ex- 
pended upon  streets  of 
major  importance  other 
than  State  highway 
routes. 

This  apportionment, 
combined  with  $5,291,- 
693.72  allotted  to  the 
cities  from  gas  tax  reve- 
nue accrued  during  the 
preceding  1933-1935  bi- 
ennium,  brings  the  cities 
a  total  subvention  from 
the  gas  tax  to  date  of 
$11,209,218.79,  exclusive 
of  State  highway  funds 
appropriated  by  the  Cal- 
ifornia Highway  Com- 
mission for  expenditure 
within  municipalities. 

Considered  upon  a  bi- 
ennial basis,  the  cities 
will  receive  approxi- 
mately $6,748,800  more 
when  the  concluding  ap- 
portionment of  the  current  bienuium  is  made  next  April. 

The  apportionment  was  made  under  laws  enacted  by 
the  Legislature  of  1935  and  represents  the  net  proceeds 
of  i  cent  of  the  gas  tax,  of  which  i  cent  is  allotted  for 
State  highway  routes  and  i  cent  is  allotted  for  streets 
of  major  importance. 

While  the  law  allots  an  equal  amount,  or  i  cent  of 


District 
District 
District 
District 
District 
District 
District 
District 
District 
District 
District 


n  _.. 
ni  __ 

IV  ... 

V  __. 

VI  .. 

VII  _ 
VIII 

IX  _. 

X  _- 

XI  _. 


District 
Headquarters 

.Eureka   

.Redding   

.Marysville    

.San  Francisco 

.San  Luis  Obispo. 

.Fresno  

.Los  Angeles 

_San   Bernardino - 

.Bishop    

.Stockton  

.San   Diego 


the  gas  tax  for  each  purpose,  the  apportionment  for  State 
highways  for  the  last  fiscal  year  is  necessarily  greater 
than  the  amount  allocated  for  other  city  streets  due  to 
the  effective  date  of  the  enactment  covering  the  latter 
apportionment  occurring  on  September  15,  1935,  subse- 
quent to  the  July  or  initial  quarterly  apportionment 
thereby  depriving  this  allotment  of  the  revenue  accruing 

from  the  first  quarter. 
As  the  allocation  for 
State  highways  was 
originally  created  by  the 
1933  Legislature  with 
August  21,  1933,  as  the 
effective  date,  this  legis- 
lation had  the  priority 
to  share  in  the  July  and 
succeeding  three  quar- 
terly apportionments  of 
the  fiscal  year. 

The  1935  legislation 
as  coded  under  sections 
194  to  203  of  the  Streets 
and  Highways  Code  was 
nominally  an  amend- 
ment, or  more  practi- 
cally an  extension,  of 
the  original  enactment 
under  Chapter  767, 
Statutes  of  1933,  where- 
by the  Department  of 
Public  Works  was 
charged  with  the  duty 
of  expending  ^  cent  of 
its  2-cent  share  of  the 
gas  tax  upon  designated 
State  highway  routes 
within  the  incorporated  cities  of  the  State  upon  a  pro- 
portionate po])ulation  basis. 

The  amendment  continued  this  allocation  under  section 
203  and  allotted  an  additional  ^  cent  of  gas  tax  revenue 
under  section  194  of  the  Streets  and  Highways  Code  for 
expenditure  upon  streets  of  major  importance  other  than 
State  highway  routes. 

(Continued  on  page  15) 


State 
Highway 

$24,403  85 

16,184  22 

121,173  89 

1,080,382  15 

69,701  47 

114,761  11 

1,564,068  14 

104,113  54 

905  26 

89,903  40 

164,504  08 


Streets  of 

Major 
Importance 

$18,691  63 
12,406  44 
92,814  43 

827,859  36 
53,414  48 
87,901  02 
1,198,624  31 
79,913  23 
693  37 
69,105  90 

125,999  79 


Grand  totals $3,350,101  11  $2,567,423  96 

^  Allocations  to  cities  in  each  highway  district  shown  on  pages  16-19. 


Angeles  Crest  Link 
Completed  by  U.  S.  Bureau 


By  RALPH  C.  MYERS 

Assistant  District  Office  Engineer 


ANEW  LINK  iu  the  scenic  An- 
geles Crest  Highway  has  just 
been  finislied  by  the  United 
States  Bureau  of  Public  Roads,  bring- 
ing the  completion  of  this  route 
another  step  nearer  its  ultimate 
realization.  The  construction  of  this 
portion  by  the  U.  S.  Bureau  of  Public 
Roads  was  done  in  accordance  with  a 
cooperative  agreement  between  the 
Federal  Government  and  the  State  of 
California. 

Beginning  at  the  Foothill  Boule- 
vard in  La  Canada  the  Angeles  Crest 
Route   extends   up    the   Arroyo   Seeo 


ANGELES  CREST 
HIGHWAY 

^^BB     COM  PL  £  TED 

^^     UND£K   CONSTRaCT/Of} 

■  ■■■      OKioPOSED  CONSTRUCTION 

^9^   OTHER  HIGHWAY   ROUTES 


Aside  from  the  40  per  cent  saving 
in  distance,  an  added  advantage  of 
the  new  route  will  be  that  it  traverses 
territory  far  more  scenic  and  more 
heavily  timbered  than  either  of  the 
present  routes. 

The  contract  recently  completed 
under  the  supervision  of  the  U.  S. 
Bureau  of  Public  Roads  extended 
from  Tujunga  Saddle  near  State  Con- 
vict Camp  No.  31,  northeasterly  for 
4.1  miles  to  Charlton  Flats,  and 
covered    construction    in    a    hitherto 


road  to  Red  Box  via  Barley  Flat,  it 
is  nevertheless  built  to  the  standards 
set  for  the  route  and  is  an  integral 
part  of  the  Angeles  Crest  Highway. 

JOINS  STATE  PEOJECT 

Joining  this  section  on  the  west  is 
a  pro.ject  2.92  miles  in  length,  which 
is  being  constructed  by  the  State 
with  prison  labor  from  San  Queutin 
Prison.  The  j^ortion  to  be  con- 
structed   by    prison    labor    will,    in 


and  is  projected  through  the  moun- 
tains with  the  easterly  terminus  in 
Los  Angeles  County  Park  at  Big 
Pines,  a  popular  recreational  area 
now  accessible  only  by  way  of  Palm- 
dale  or  San  Bernardino. 

SAVES   4.3   MILKS   TRAVEL 

Both  of  these  routes  are  indirect 
as  compared  to  the  proposed  Angeles 
Crest  Route,  the  shortest  present 
routing-  from  Los  Angeles  to  Big 
Pines  being  107  miles  in  length, 
while  the  distance  by  the  Angefes 
Crest  Highway  will  be  approximately 
64  miles,  a  saving  of  43  miles. 

[Twol 


isolated  portion  of  the  Sierra  Madre 
range,  lying  northerly  of  Pasadena,  a 
section  which  has  been  accessible  only 
by  a  narrow,  steep  and  tortuous 
forest  service  road  which  was  not 
open  to  the  public. 

The  greater  part  of  the  bureau's 
contract  involved  heavy  grading,  the 
construction  of  the  30-foot  roadway 
necessitating  324,000  cubic  yards  of 
excavation.  The  cost  of  this  U.  S. 
Government  contract  was  approxi- 
mately .$!!:!(), 000,  and  although  it  does 
not  at  present  connect  directly  with 
the  rest  of  the  Angeles  Crest  Route, 
except   by    temporary    forest   service 


time,  be  joined  on  its  westerly  ex- 
tremity with  the  completed  portion 
of  the  route  at  Red  Box  by  a  1.3 
miles  section  which  is  proposed  to  be 
placed  under  contract  in  the  near 
future  by  the  U.  S.  Bureau  of  Public 
Roads,  using  U.  S.  Forest  highway 
funds. 

It  is  planned  to  continue  work  with 
this  convict  labor  for  a  section  of 
nearly  three  miles  in  length  extending 
from  the  end  of  the  recently  com- 
pleted U.  S.  Bureau  of  Public  Koads 
contract  westerly  toward  La  Canada. 

In  addition  to  the  use  of  convict 

(Contiiuied   on    page    26) 


California  Highways  and  Public  Works 


ConstrL-ction  scenes  on  a  new  link  of  the  Angeles  Crest  Highway  recently  completed  by  the  U.  S.  Bureau  of  Public  Roads  are 
shown  in  the  upper  and  lower  pictures.  Extensive  planting  operations  are  seen  under  way,  at  top.  to  prevent  erosion  on  fill  slopes. 
The  rough,  precipitous  character  of  this  section  of  the  Sierra  Madre  mountain  range  lying  north  of  Pasadena  is  shown  in  the  bottom 
picture  where  equipment   is  at  work  constructing  a  fill.     The  center   inset  shows  a  completed   portion  of  the   highway. 


California  Hightvays  and  Public  Works 


[Three] 


View  of  proposed  Arroyo  Seco  Parkway  location  looking  up  stream  from  Avenue  26,  Los  Angeles,  toward  Pasadena.  Bridge  in 
center  of  picture  is  Cypress  Avenue  bridge  of  Union  Pacific  Railroad.  Route  of  proposed  parkway  follows  along  left  side  of  wheel 
tracks   in   foreground. 

ARROYO  SECO  PARKWAY  WILL  INCLUDE  A 
SIX  MILE  DOUBLE  LANE  DEPRESSED  ARTERIAL 

By  S.  V.  CORTELYOU,  District  Ensineer 


WITH  the  commencement  of 
construction  of  the  North 
Figueroa  Street  viaduct  in 
Los  Angeles  and  development  of  plans 
for  neces.sary  highway  work  by  the 
State  Division  of  Highways  and  the 
three  cities  involved,  the  long  dreamed 
of  Arroyo  Seco  Paz-kway  in  tlie  cities 
of  Los  Angeles,  South  Pasadena  and 
Pasadena   approaches   realization. 

The  parkway  will  provide  a  direct 
nine-mile  highway  link  between  the 
business  districts  of  Los  Angeles  and 
Pasadena,  and  will  serve  Highland 
Park,  South  Pasadena,  San  Marino 
and  Altadena,  and  other  northern 
and  northeastern  sections  of  Los 
Angeles  County. 

PARKWAY   JOINS   VIADUCT 

The  great  $578,420  viaduct,  883 
feet  long,  being  built  from  the  north 
portal  of  the  most  northerly  of  the 
four  Figueroa  Street  tunnels  over 
the  railroad  tracks,  Los  Angeles  River 
and  San  Fernando  Road  is  designed 
as  the  southern  terminiLS  of  the  pic- 
turesque parkway,  which  for  4.5  miles 
will  follow  the  Arroyo  Seco  and  three 
miles  farther  to  a  connection  with 
Colorado  Street,  State  Route  161,  in 
Pasadena,  at  Broadway. 


Plans  for  the  parkway  call  for  a 
minimum  ultimate  width  of  eighty 
feet,  with  a  thirty-four-foot  road- 
way at  either  side  of  the  central 
parking. 

The  pi-oposed  parkway  leaves  Figue- 
roa Street  between  the  north  end  of 
the  Figueroa  Street  viaduct  and  Ave- 


DRIVEWAYS    SEPARATED 

The  parkway  section,  with  the 
double  driveway  with  a  separate  lane 
for  traflSc  in  each  direction,  will  ex- 
tend from  this  point  near  Avenue  22 
to  Glenarm  Street  at  the  south  end 
of  Broadway  in  Pasadena,  a  distance 
of  approximately  six  miles. 

From  Glenarm  Street  the  route  fol- 
lows northerly  to  Colorado  Boulevard 
by  way  of  Broadway,  which  is  90  to 
100  feet  wide.  Broadway  is  now  im- 
proved adequately  to  take  care  of  the 
large  volume  of  traffic  which  will  use 
this  route. 

At  the  southerly  end,  trafSc  which 
uses  the  parkway  will  have  easy 
access  into  and  through  the  center 
of  Los  Angeles  by  way  of  the  Figue- 
roa Street  tunnels  and  Figueroa 
Street.     Access  to  the  business  center 


will  also  be  had  by  way  of  Castelar 
Street,  Broadway,  North  Spring,  and 
other  streets. 

CONTINUOUS   TRAFFIC   FLOW 

This  double-laned  parkway  vdll  pro- 
vide the  quickest,  most  convenient 
and  safest  means  for  vehicular  traflSc 
to  flow  between  Los  Angeles  and 
points  to  the  northeast.  The  saving 
in  time  to  motorists  is  based  not 
upon  the  traflBc  flowing  at  unduly 
high  speeds,  but  upon  its  ability  to 
flow  continuously  at  reasonable 
speeds  without  the  usual  delays 
caused  by  intersecting  streets. 

In  the  six-mile  section  between 
Avenue  22  and  Glenarm  Street  there 
are  only  two  streets  that  cross  the 
parkway  at  grade:  Avenue  52  and 
Hermon  Avenue,  both  of  them  com- 
paratively unimportant.  In  addition 
to  these  two  streets,  access  to  the  park- 
way between  Avenue  22  and  Glenarm 
Street  is  proposed  at  Loretto  Street, 
Avenue  36,  Avenue  43,  Avenue  57, 
Shults  Street,  Salonica  Street,  and 
Hough  Street  in  Los  Angeles,  and 
at  Orange  Grove  Avenue  and  Fair 
Oaks  Avenue  in  South  Pasadena. 

At  the  two  latter  points  the  present 

(Continued  on  page  25) 


[Fourl 


California  Hightvays  and  Public  Works 


This  bird's-eye 

view   of   the 
proposed  Arroyo 

Seco  Parkway 

shows  the  course 

the   projected   quick 

traffic   road  will 

follow  from   the 

Figueroa  Street 

tunnels   in   the 

city  of  Uos  Angeles 

along  the 

depressed  channel 

of  the   Arroyo  Seco 

to  South  Pasadena 

and    connecting 

with  Broadway 

leading   into 

Pasadena. 

Construction  of 

the  viaduct  over 

railroad   tracks,  the 

Los  Angeles  River 

and    San    Fernando 

Road  approaching 

north  portal  of  the 

Figueroa  Street 

tunnel   is  now  in 

progress    under 

supervision    of   the 

State  Department 

of  Public  Works. 

The    new    highway 

will   facilitate 

traffic  between 

Los  Angeles  and 

Pasadena  and 

northern  and 

northeastern 

sections  of  Los 

Angeles    county. 


TYPICAL  BRIDGE  ELEVATION 
STREET  INTERSECTIONS  .  SOUTH  PASADENA 


■-?   r 


,.     PASADENA 


ADUCT  OVtR  RAILROAD  TRACKS.    LOS  ANGELES    RIVER. 


AND  SAN  FERNANDO  ROAD 


Courtesy  Automobile  Club  of  Southern  California 


California  Highways  and  Public  Works 


[Fivel 


How  San  Marcos  Pass 
Saved  California  to  U.  S. 


ON  A  KNOLL  overlooking  Sis- 
(juoc  Valley  in  Santa  Barbara 
County  is  a  little  gray  church 
and  back  of  it,  is  a  small  cemetery 
in  which  sleeps  the  man,  Benjamin 
Foxen,  whose  discovery  of  San  Mar- 
cos Pass  on  the  route  of  the  present 
State  highway  through  the  Santa 
Ynez  Mountains  changed  the  destiny 
of  California,  and  prevented  this 
State  from  becoming  a  British  colony. 

Some  25  miles  southwest  a  splendid 
State  highway  such  as  this  man  never 
visioned  winds  through  Gaviota  Pass, 
and  twenty  miles  south  as  the  crow 
flies  is  San  Marcos  Pass  through 
whiehi  a  scenically  beautiful  State 
highway  recently  completed,  at  a  cost 
of  $420,000,  ascends  the  Santa  Ynez 
Jlountains  along  Foxen 's  pioneer  trail 
and  leads  to  fertile  valleys  beyond 
wherein  lived  the  man  who  rests  at 
Sisquoc  and  where  came  to  him  ninety 
years  ago  the  opportunity  to  decide 
the  fate  of  California. 

Sisquoc,  Gaviota  Pass  and  San 
Marcos  Pass  loom  large  in  the  his- 
tory of  the  Golden  State  and  the 
modern  highways  that  now  link  them 
once  were  rugged  trails  over  which 
this  man  tramped  in  his  pioneering 
and  whose  knowledge  of  them  had 
much  to  do  with  the  .success  of  Ameri- 
can occupation  of  California. 

SAVED  Fremont's  battalion 

It  was  Benjamin  Foxen  who  saved 
John  C.  Fremont  and  his  ragged, 
march-weary  battalion  from  annihi- 
lation in  Gaviota  Pass  and  showed 
him  the  way  throug:h  San  Marcos 
to  a  bloodless  conquest  of  Santa 
Barbara  during  Christmas  week  in 
1846,  a  victory  that  some  historians 
believe  forestalled  the  armed  annexa- 
tion of  California  by  the  British. 

Of  the  many  thousands  of  motorists 
that  each  year  travel  over  El  Camino 
Real,  the  Coast  Highway  between  San 
Francisco  and  Los  Angeles,  and  the 
San  Marcos  Highway,  few  give  a 
thought  to  the  historical  importance 
of  Gaviota  gorge,  "The  Pass  of  the 
Gulls,"  and  of  San  Marcos  Pass, 
which  was  the  salvation  of  Fremont 
and,  perhaps,  of  California. 

Fewer  still  realize  that  a  few  miles 
from  these  two  great  roads  is  the  little 


gray  church  of  Sisquoc  and  its  ceme- 
tery where  rest  Benjamin  Foxen  and 
many  of  his  kinsfolk  and  friends  of 
long  ago,  and  that  nearby  is  a  monu- 
ment of  enduring  granite  erected  in 
honor  of  the  memory  of  General  Fre- 
mont and  Foxen. 

SHRINE   FOR  PILGRIMAGES 

The  people  of  Santa  Barbara 
County  know  and  they  are  making 
of  the  church  a  shrine  to  which 
animal  pilgrimages  will  be  made. 
Several  such  pilgrimages  already 
have  been  made.  The  last  one  was 
on  June  20th  and  the  number  of 
persons  participating  has  given  rise 
to  hopes  that  the  little  house  of  wor- 
ship, planned  by  Benjamin  Foxen 
and  to  which  Franciscan  Mission 
friars  were  wont  to  go  many  years 
since  to  preach  to  their  tloeks,  to  cele- 
brate marriages  and  baptisms  and  to 
bury  the  dead,  will  in  the  future  be- 
come a  cherished  historical  landmark. 

Inspired  and  led  by  R.  E.  Easton 
of  Santa  Barbara,  a  group  of  citizens 
of  Santa  Barbara  County  on  July  30. 
1933,  rededicated  the  old  Sisquoc 
chapel.  Franciscan  padres  from  Old 
Mission  Santa  Barbara  took  part  in 
the  services  singing  a  sonorous  old 
Spanish  mass  brought  to  California 
by  Fr.  Junipero  Serra  and  his  brother 
friars.  With  Frank  J.  McCoy  and 
C.  L.  Preisker  of  Santa  Maria, 
Father  Augustine  Hobrecht  of  Mis- 
sioii  Santa  Barbara,  Daniel  A.  Sattler 
of  Santa  Barbara  and  Robert  A. 
Wickenden  of  Los  Alamos,  a  grand- 
son of  Foxen,  Easton  determined  to 
make  the  memorial  ceremonies  an 
annual  event  and  three  pilgrimages 
under  his  guidance  have  been  made 
to  the  Sisquoc  church. 

The  chapel  and  its  three-acre 
churchyard  and  cemetery  have  been 
presented  to  the  public  by  the  Santa 
Maria  branch  of  the  Security  First 
National  Bank  of  Los  Angeles. 

This  year,  as  he  did  the  year  before. 
Father  Augu.stine  preached  the  ser- 
mon at  the  old  chapel  and  with  him 
were  choristers  and  priests  from  his 
mission.  In  keeping  with  early  Cali- 
fornia traditions,  Easton  each  year 
is  host  at  a  barbecue  on  his  ranch  in 
Sisquoc  Valley. 


Isolated  for  so  long,  neglected  for 
decades,  the  tiny  church  of  Sisquoc, 
now  reached  by  excellent  paved  State 
roads,  has  been  restored  and  enters 
upon  a  new  era  deserving  of  the 
reverence  of  a  great  State. 

For  years  before  he  died,  Foxen 
had  desired  to  erect  a  church  on  his 
Rancho  Tinaquaic  in  the  valley  of  the 
Sisquoc  in  order  that  those  of  the 
Catholic  faith  on  the  widely  scattered 
ranches  of  the  district  might  have  a 
)ilace  to  worship  God.  He  did  not 
live  to  see  his  dream  materialize.  He 
died  in  1874.  But  knowing  his  wishes 
in  the  matter,  the  Catholic  families 
who  had  been  his  neighbors  built  the 
little  church  in  1875. 

Lumber  for  it  was  hauled  35  miles 
inland  from  Point  Sal  by  Fred  Foxen, 
a  son  of  Benjamin,  and  he  and  his 
brother,  Thomas,  and  Chris  Clausen, 
a  carpenter,  erected  the  church. 

HISTORIC   MONUMENT  ERECTED 

The  following  year,  the  coffin  con- 
taining the  remains  of  Benjamin 
Foxen  was  taken  from  its  grave  in 
the  valley  and  removed  to  the  church 
cemetery  overlooking  the  vast  do- 
main that  once  was  his.  Foxen  had 
been  a  seafaring  man  before  he  settled 
in  California  and  a  tall  marble  shaft, 
carved  to  represent  a  broken  ship's 
mast,  was  placed  at  the  head  of  liLs 
last  resting  place.  On  the  tombstone 
is  this  simple  inscription  : 

"Benjamin  Foxen.  Born  in  Eng- 
land in  1796.  Died  February  19, 
1874." 

Down  Foxen  Canyon,  winding 
away  from  the  little  church  to  Zaca 
and  its  junction  with  the  Coast 
Highway,  is  a  monument  of  another 
sort,  an  imposing  granite  pile.  On 
it  is  a  bronze  plate  with  these 
stirring  words : 

SANTA    BARBARA   COUNTY 

Dedicates  This   Monument  To 

JOHN  C.  FREMONT   BENJAMIN  FOXEN 

The  Pathfinder  The  Pioneer 

NEAR    THIS    SITE 

ON  THE  FOXEN  RANCHO  IN  1846 
ENCAMPED  AN  AMERICAN  FORCE 
UNDER  LT.  COL.  FREMONT.  WARNED 
BY  FOXEN  OF  AN  AMBUSH  IN  GAVI- 
OTA PASS  AND  GUIDED  BY  HIM  ON 
CHRISTMAS  DAY  OVER  THE  SAN 
MARCOS  PASS,  THE  AMERICANS 
TOOK  SANTA  BARBARA  WITHOUT 
BLOODSHED.  TH  REE  WEEKS  LATER, 
JANUARY  13th,  1847,  CALIFORNIA  WAS 
CEDED   TO    THE    UNITED    STATES 

Erected    by   the 

Pioneer    Section    of    the    Minerva    Library 

Club,  Susan  E.  Lincoln,  Chairman 

Santa   Maria,  California 

1926 

(Continued  on  page  S) 


[Six] 


California  Highivays  and  Public  Works 


iJOHNCFREHOHT  BEHJAHIH  FOXEN  1 

:;■  THE  PATHFINDER  THE  PIONEER  ;l 

.}?  HEARTHISSITE 

I    qNTHE  FOXEN  RANCHO  IN  1B46    i 
^ENCAMPED  AN  AMERICAN  FORCE  UNDER  ) 
LT.COLFREMONT.  WARNED  BY  FOXEN    i 

I  r  OF  AN  AMBUSH  IN  GWflOTA  PASS    i 

AND  GUIDED  BY  HIM  ON  CHRISTMAS  DAY  ; 
I     OVER  THE  SAN  MARCOS  PASS,     : 

I I  THE  AMERICANS  TOOK  SANTA  BARBARA 
11  WITHOUT  BLOODSHED. 

1  'three  WEEKS  LATER.JANUARY13LH1847 
I  CAllFORNIkVASCEDEDTaTHE  UNITED  STATES 


-1«g^ 


Scenes  and  characters  figuring  in  dramatic  story  of  San  Marcos  Pass  and  Gaviota  Pass.  Upper  row— Gaviol 
Inscription  on  Fremont-Foxen  monument  and  Benjamin  Foxen.  Center  row— Sketch  map  of  old  Foxen  ranch  and  i 
Foxen  guided  Fremont  to  San  Marcos  Pass.  Restored  Sisquoc  church.  Lower  row— Monument  at  grave  of  Foxen.  Section  of  new 
San  Marcos  Pass  State  Highway.  Mrs.  Maria  Antonia  Foxen  Cooper,  daughter  of  Foxen;  Benton  Fremont,  grandson  of  John  C. 
Fremont;    Mrs.    Matilda    Foxen    Carteri,   daughter   of    Foxen,   at    Fremont-Foxen    memorial    monument. 

I Seven I 


California  Hightvays  and  Public  Works 


San   Marcos  Pass  reloca- 
tion construction  presented 

much   tough   going  for 

highway   builders  through 

rugged  terrain  of  Santa 

Ynez    Mountains. 


HOW  SAN  MARCOS  PASS  SAVED 
CALIFORNIA  TO  THE  UNITED  STATES 


(Continued  from  page   6) 

In  Santa  Barbara  County  today 
are  many  descendants  of  Benjamin 
Poxen.  All  revere  his  memory.  His 
grandson.  Robert  Wiekenden,  and  the 
latter 's  wife,  Mrs.  Ida  "Wiekenden, 
delight  to  relate  stories  about  the 
pioneer  hero  which  they  heard  as 
children  from  Grandpa  and  Grandma 
Foxen. 

The  story  of  Benjamin  Foxen, 
inextricably  a  part  of  the  history  of 
Fremont  and  his  conquest  of  Cali- 
fornia, is  on©  of  absorbing  interest 
and  always  will  bear  repetition. 

TOOK   SPANISH    WIFE 

Foxen  came  to  California  as  a  sailor 
from  England  in  1827  and  settled  at 
Goleta  on  the  Santa  Barbara  coast 
not  far  from  where  the  San  Marcos 
State  Highway  leaves  El  Camino  Real 
for  the  route  over  the  Santa  Ynez 
Mountains.  Here,  as  a  partner  of 
Don  Jose  de  la  Guerra  y  Noriega,  he 
engaged  in  trading  and  shipbuild- 
ing. He  married  Eduarda  Osuna, 
descended  from  the  Counts  of  Osuna 
of  Spain.  They  were  married  in 
Mission  Santa  Barbara  and  Foxen 
was  baptized  in  the  faith  of  his  wife, 
the  padres  giving  him  the  baptismal 
name  of  William  Domingo  Poxen. 
But  throughout  his  life  he  was  called 
by  his  friends  and  neighbors  Don 
Julian. 

Foxen   obtained   a    large   grant   of 

[Eightl 


land  known  as  Rancho  Tinaquaic  and 
built  an  impo.sing  adobe  ranch  house 
at  the  head  of  Foxen  Canyon.  An 
Eglishman  by  birth  and  bound  to  the 
Californians  by  his  marital  ties, 
Poxen  held  aloof  from  the  contest 
for  California  waging  between  the 
Russians,  British  and  Americans. 

To  Rancho  Tinaquaic  one  dreary 
day  in  late  December,  1846,  came 
Lieut.  John  C.  Fremont  with  a  bat- 
talion of  ragged,  starving  buckskin- 
clad  soldiers  and  Indian  guides.  Fre- 
mont was  marching  south  to  capture 
Santa  Barbara.  He  had  been  directed 
to  the  Foxen  ranch  by  William  Good- 
win Dana,  father  of  Don  Juan  Fran- 
cisco Dana  of  Nipoma.  Juan  Dana 
died  last  July  27th  at  the  age  of  98 
years.  Only  a  few  weeks  before  he 
had  celebrated  his  birthday  sur- 
rounded by  friends  to  whom  he 
recounted  memories  of  Fremont,  who 
often  had  held  him  in  his  lap  when 
he  was  a  lad  and  Fremont  stopped 
at  the  Dana  ranch. 

PLAN  TO  AMBUSH  FREMONT 

It  was  Fremont's  intention  to  stop 
at  Tinaquaic,  rest  his  troops  and 
horses  and  fill  their  stomachs,  and 
then  march  south  through  Gaviota 
Pass  to  Santa  Barbara.  Now,  Foxen, 
through  his  wife,  knew  of  the  plans 
of  the  Californians  to  wipe  out  the 
Americans  in  Gaviota  gorge. 

"The  Pass  of  the  Gulls"  then  was 


a  narrow  defile  between  high  rock 
cliffs.  A  wagon  barely  could  pass 
between  the  granite  walls.  Fremont's 
mounted  men  would  have  had  to  pass 
two  abreast  through  the  gorge.  The 
Californians  and  their  Indian  sup- 
porters were  assembled  here  in  hiding. 
They  planned  to  let  Fremont's  bat- 
talion enter  the  pass  and  then  by 
blasting  with  gunpowder  hurl  the 
cliffs  down  upon  them.  Had  the 
Gringo  soldiers  gone  this  way  to 
Santa  Barbara  they  would  have  been 
wiped  out  to  a  man. 

Foxen  was  well  aware  of  this  plan. 
Torn  between  love  for  his  ^vife  and 
her  people  and  what  he  believed  to 
be  his  duty  to  the  doomed  Fremont, 
Foxen  kept  the  Americans  at  his 
ranch  for  days,  feeding  them  well, 
and  providing  them  with  hides  and 
material  wherewith  to  fashion  new 
clothes  and  foot  gear.  A  sincere 
affection  for  each  other  sprang  up 
between  Fremont  and  the  pioneer. 

BRITISH    WANTED    CALIFORNIA 

Somewhere  off  shore  two  British 
men-of-war  were  heading  for  Santa 
Barbara,  and  historians  say  that 
negotiations  had  been  entered  into 
between  the  Californian  leaders  and 
the  English  for  the  surrender  of 
Santa  Barbara  and  California.  It  is 
difficult  to  overestimate  the  disaster 
to  American  ambitions  that  would 
have  resulted  had  Fremont  and  his 
men  been  annihilated  in  Gaviota 
Pass. 

Finally,  Fremont  was  ready  to 
start  for  Santa  Barbai'a.  He  was  not 
aware  of  the  fate  that  awaited  him  in 
Gaviota  Pass.  He  believed  tliat  there 
was  no  other  way  to  reach  Santa 
Barbara,  which  he  expected  to  take  in 

(Continued  on  page  30) 


California  Hightvays  and  Public  Works 


Grade   separation    under   construction    at   Calwa.    near    Fresno, 


U.   S.   99.   is   1740   feet 


antilevered    side 


Calwa  Overpass  Will  Assure  Safety  for  U.  S.  99  Traffic 


COMPLETION  of  the  Calwa 
Overpass  late  in  September 
will  eliminate  another  danger- 
ous highway  grade  crossing.  The  site 
of  this  overpass  is  some  three  miles 
south  of  Fresno  where  The  Atchison, 
Topeka,  and  Santa  Pe  main  line 
crosses  U.  S.  Route  99.  High  board 
fences  and  buildings  obscured  the 
view  of  approaching  trains  and  cre- 
ated virtually  a  blind  crossing.  Heavy 
fogs  in  the  winter  added  to  the 
hazard. 

The  approaches  to  the  crossing  for 
several  miles  in  either  direction  are 
straight  and  level  stretches  encour- 
aging higher  trafSe  speeds  than  are 
normally  encountered  at  other  main 
line  crossings. 

TraiBc  count  on  this  section  of  high- 
way has  been  well  over  8000  cars  a 
day.  Railroad  traffic  during  the 
greater  part  of  the  year  is  normally 
twelve  trains  daily,  but  during  the 
peak  fruit  season  in  September  and 
October  some  seventy  to  eighty  trains 
a  day  are  operating  or  switching  back 
and  forth  over  the  crossing.  As  a 
result  of  this  heavy  schedule,  the  trav- 


eling public  suffered  no  end  of  an- 
noyance and  delay  and  at  times  cars 
were  often  backed  up  as  nuich  as  a 
mile  on  either  side  of  the  intersection. 

The  need  for  a  grade  separation  at 
Calwa  was  recognized  back  in  May, 
1929,  when  preliminary  surveys  for  a 
structure  were  undertaken,  but  due 
to  lack  of  funds  no  action  was  taken 
on  the  project  until  in  1935,  under 
the  Emergency  Relief  Appropriation 
Act,  the  Works  Program  grade  cross- 
ing fund  was  created,  and  through  the 
California  allotment  of  this  fund,  the 
present  separation  was  made  possible. 

Plans  were  drawn  and  bids  called 
for  on  December  4,  1935,  and  the 
contract  was  awarded  in  January, 
1936. 

The  roadway  over  the  Calwa  Over- 
pass is  forty-four  feet  wide  and  is 
bordered  on  each  side  by  a  cantilever 
sidewalk.  Ample  space  is  provided 
for  four  lanes  of  traffic.  The  overall 
length  of  the  structure  is  1740  feet, 
the  approaches  being  made  on  5  per 
cent  grades  with  connecting  vertical 
curves  and  insuring  a  sight  distance 
of  600  feet. 


The  superstructure  consists  of 
twenty-eight  forty  foot  reinforced 
concrete  girder  spans,  five  skewed 
spans  adjacent  to  the  railroad  span, 
and  one  central  skewed  steel  span 
over  the  railroad  which  is  long  enough 
to  provide  room  for  an  additional 
future  track.  It  was  originally 
planned  to  rest  the  column  footings 
on  timber  piles,  but  after  a  series  of 
borings  and  bearing  tests,  it  was  de- 
termined that  piles  were  unnecessary, 
thereby  effecting  a  considerable  sav- 
ing in  the  cost  of  the  project.  During 
construction,  traffic  was  handled  on 
a  twenty-three  foot  detour  just  west 
of  the  structure. 

NEVF    METHODS   USED 

Several  innovations  in  construction 
methods  and  procedure  were  used  in 
the  building  of  the  overpass.  The 
ordinarj'  timber  falsework  was  re- 
placed on  this  project  by  especially 
constructed  steel  falsework  trusses. 
These  trus.ses  were  used  in  the  erection 
of  tlie  twenty-eight  standard  spans 
and   made   possible   a   very   accurate 

(Continued  on  page  14) 


California  Highways  and  Public  Works 


[Ninel 


Pan-American  Highway  a 
Great  Mexican  Achievement 


By 
EARL  LEE  KELLY 

Director  of  Public  Works 


THE  Pan-American  Highway 
between  Laredo,  Texas,  and 
Mexico  City,  recently  com- 
pleted by  the  Department  of  Public 
Works  of  the  Government  of  Mexico, 
is  a  road  that  measures  up  to  the  best 
modern  standards  of  highway  con- 
struction in  the  United  States. 

On  the  occasion  of  the  recent  ofiS- 
cial  dedication  of  the  highway,  Thos. 
H.  MacDonald,  Chief  of  the  U.  S. 
Bureau  of  Public  Roads,  expressed 
himself  as  most  favorably  impressed 
with  the  high  standard  of  construc- 
tion, particularly  throiigh  the  difficult 
mountain  area  between  Tamazunchale 
and  Pachuea. 

Almost  every  conceivable  obstacle 
involved  in  the  making  of  highways 
was  encountered  and  overcome  by  en- 
gineering skill  in  the  765  miles  of 
roadbed  stretching  from  the  Rio 
Grande  to  the  capital  of  Mexico. 

COST  UNDER  $20,000,000 

Mountains  were  scaled  on  easy 
grade,  rivers  and  streams  bridged  and 
jungle  growth  leveled  witli  machetes 
in  the  hands  of  sweating  laborers  in 
order  to  create  one  of  the  greatest 
highways  in  the  Western  Hemisphere. 

For  sheer  scenic  beauty  the  Pan- 
American  Highway  rivals  any  motor 
road  in  the  world.  It  required  more 
than  ten  years  to  build  it  and  the 
cost  was  only  sixty-two  million  pesos. 
That  is  less  than  twenty  millions  of 
American  dollars.  Cheap  man  power 
made  it  possible  to  accomplish  the 
gigantic  task  for  that  amount  of 
money. 

It  is  said  that  the  1,610,000  cubic 
yards  of  broken  stone  that  was  used 
in  the  foundation  of  the  765  miles  of 
highway  were  cracked  by  hand  by 
an  army  of  Mexican  toilers. 

An  example  of  the  magnitude  of 
certain  portions  of  the  job  is  apparent 
between  Tamazunchale  and  Jacala,  a 
distance  of  sixty-four  miles.  Prelimi- 
nary surveys  of  this  section  required 
three  years  of  work  by  engineers  and 
hundreds  of  Mexican  laborers. 

CHISELED  OUT  OP  CLIFFS 

Between  these  two  points  and  for 
forty  miles  south  of  Jacala  the  high- 


way, thirty  feet  wide,  was  chiseled  out 
of  almost  solid,  perpendicular  rock 
cliffs.  Surveyors  with  their  transits 
were  lowered  down  the  sides  of  these 
cliffs  with  ropes  and  when  actual  con- 
struction began  laborers  with  picks 
and  shovels  worked  with  ropes  tied 
about  them  and  securely  fastened  to 
trees  high  above.  For  this  one  stretch 
more  than  4,000,000  cubic  yards  of 
material,  most  of  it  rock,  was  exca- 
vated by  hand. 

When  we  viewed  this  stretch  of  com- 
pleted road  I  was  reminded  of  the 
job  that  our  own  Division  of  High- 
ways is  doing  on  the  Feather  River 
Highway,  particularly  at  Grizzly 
Dome,  that  monumental  pile  of  gran- 
ite in  the  Feather  River  Canyon  along 
the  face  of  which  will  run  the  new 
highway. 

REPRESENTED  GOVERNOR  MERRIAM 

It  was  my  pleasure  to  represent 
Governor  Frank  F.  Merriam  and  the 
State  of  California  as  a  member  of  the 
American  delegation  which  last  month 
participated  with  official  representa- 
tives of  the  Mexican  and  Guatemalan 
governments  in  the  inauguration  of 
the  Mexico  City-Laredo  Highway. 
With  George  T.  McCoy,  Assistant 
State  Highway  Engineer,  I  joined  the 
American  delegation,  headed  by  Vice 
President  John  Nance  Garner,  at 
Laredo  on  July  1st. 

The  Mexican  and  Guatemalan  dele- 
gates assembled  at  Nuevo  Laredo 
across  the  Rio  Grande.  Following  a 
breakfast  tendered  us  by  the  Cham- 
ber of  Commerce  of  Laredo  we  went 
to  the  center  of  the  International 
Bridge,  the  boundary  line,  and  there 
met  the  delegations  from  the  two 
southern  republics.  An  address  of 
welcome  was  delivered  by  General 
Eduardo  Hay.  Secretary  of  Foreign 
Relations,  representing  the  President 
of  Mexico,  to  which  Vice  President 
Garner  responded. 

At  the  conclusion  of  the  speech 
making,  a  Mexican  band  played  our 
national  anthem  and  an  American 
band  rendered  the  national  anthem  of 
Mexico  after  which  the  combined 
party  proceeded  to  Nuevo  Laredo, 
where  entertainment  and  refresh- 
ments were  offered.    At  11  o'clock  on 


the  morning  of  July  1st  a  caravan  of 
automobiles  carrying  the  delegations 
and  Mexican  officials  and  preceded  by 
a  motorcycle  squadron  headed  south 
for  Monterrey,  which  we  reached  at 
2  0  'clock  in  the  afternoon. 

Monterrey  is  145  miles  distant  from 
the  Mexican  custom  house  at  Laredo 
and  the  first  45  miles  of  the  highway 
runs  in  a  triie  and  straight  line, 
tempting  drivers  to  speed,  but  the 
limit  is  50  miles  an  hour. 

CLIMBED  EASY  GRADIENT 

Between  Laredo  and  Sabinas 
Hidalgo,  75  miles  south,  lies  one  of 
the  richest  sections  of  farm  land  imag- 
inable and  we  were  told  that  ninety 
per  cent  of  it  remains  untouched  by 
the  plow.  Charmed  by  the  level  plain 
we  had  traversed,  we  were  hardly  pre- 
pared for  the  sudden  change  in  the 
terrain  beyond  Sabinas  Hidalgo. 

Without  realizing  it  we  suddenly 
found  we  had  ascended  to  3000  feet 
above  sea  level  and  below  us  lay  a 
beautiful  panorama  of  the  level  plain 
we  had  left,  dotted  with  lofty  hills. 
Quite  as  abruptly  we  dropped  down 
the  grade,  passed  through  a  rugged 
canyon  and  were  in  Monterrey. 

Here  the  mayor  of  the  city  received 
us  and  after  welcoming  ceremonies  we 
were  taken  on  a  sightseeing  tour.  The 
delegations  had  dinner  and  enjoyed 
a  serenade  at  Chipinque  that  night  as 
guests  of  the  Governor  of  the  State 
of  Nuevo  Leon.  Departure  was  taken 
from  Monterrey  at  9  o'clock  the  fol- 
lowing morning. 

Monterrey  is  an  industrial  city,  pro- 
ducing steel,  flour,  glass,  cotton  goods 
and  other  commodities,  and  its  mills 
are  in  striking  contrast  to  the  moun- 
tains and  plains  surrounding  it. 

LOW   MOUNTAIN  GRADES 

Leaving  Monterrey  the  motoring 
visitor  gains  the  impression  that  stiff 
mountain  climbing  lies  ahead.  How- 
ever, the  highway  follows  low  grades 
through  the  range  and  there  is  a 
stretch  of  178  miles  of  almost  level 
pavement  to  Ciudad  Victoria.  The 
country  and  the  people  along  this  sec- 
tion of  highway  are  primitive, 
thatched  huts,  oxcarts  and  crude  farm 

(Continued  on  page  24) 


[Ten! 


California  Hightvays  and  Public  Works 


Delano   Underpass  recently  opened  to  traffic  on    U.   S.   99    provides   four    10-foot    traffic    lanes. 


Another  Dangerous  Grade  Crossing  Eliminated 


SEPARATION  of  grades  of  the 
Southern  Pacific  Railroad  and 
the  Golden  State  Highway  at 
Delano,  thirty  miles  north  of  Bakers- 
field,  has  recently  been  completed  by 
the  State  Division  of  Highways. 

The  project  involves  a  complete 
realignment,  0.97  mile  in  length,  of 
which  0.20  mile  is  -within  the  city 
limits.  The  improvement  jarovides 
concrete  surfacing  with  sweeping 
curves  and  easy  grades,  in  keeping 
with  modern  highway  practice. 

The  old  crossing  at  the  south 
entrance  to  Delano  had  long  been  con- 
sidered one  of  the  most  dangerous 
and  undesirable  railroad  crossings  on 
the  San  Joaquin  Valley  route.  Its 
location  at  the  throat  of  the  city,  to- 
gether with  the  400  foot  radius  curves 
on  either  side  of  the  tracks,  made  it 
hazardous  even  for  light  traffic. 
Travel  on  this  road  is  particularly 
heavy,  due  to  its  proximity  to  Los 
Angeles,  the  Kern  County  oil  fields, 
and  the  numerous  farms  of  the  Wasco 
district.  The  traffic  count  on  this 
road  was  4000  cars  daily  in  1935, 
which  more  than  justified  the  separa- 
tion of  grades. 

The  project  was  jointly  financed 
from  State  Highway  funds  and 
Federal   aid    for   the    elimination    of 


By  W.  J.  DEADY 

Resident  Engineer 


grade  crossings.  The  city  of  Delano 
also  participated,  with  a  portion  of  its 
gas  tax  allotment. 

FOUR  TRAFFIC  LANES 

The  new  structure  consists  of  two 
"U"  type  gravity  abutments  and 
wings  with  plate  girder  superstruc- 
ture. A  width  of  forty-six  feet,  face 
to   face    of   abutments,    provides    for 


four  ten-foot  lanes  of  traffic  and  two 
three-foot  sidewalks.  Minimum  ver- 
tical clearance  is  fifteen  feet.  The 
pavement  of  the  realignment  consists 
of  Portland  cement  concrete  0.55  foot 
thick.  It  is  forty  feet  wide  through 
the  major  portion  of  the  new  line, 
narrowing  do^vn  to  twenty  feet  at  the 
extreme  ends  to  connect  with  the  ex- 
isting twenty  foot  pavements. 

Slopes  of  the  depressed  portion  are 
blanketed  with  four  inches  of  slope 
paving,  with  parapet  walls  and  dykes 

(Continued  on  page   25) 


Old   "S"  grade  crossing   had   400-foot   radius  curve   approaches. 


California  Highways  and  Public  Works 


[Eleven! 


State  Highway  Officials 
to  Convene  in  California 

By  C.  H.  PURCELL,  State  Highway  Engineer 


ONE-TENTII  of  the  natioual 
income  of  Ihe  United  States 
comes  from  the  business  cre- 
ated by  automobiles  rolling  over 
highways. 

This  means  that  one-tenth  of  all 
pay  rolls  of  all  gross  earnings,  of  all 
dividends,  of  all  profits  of  all  the 
industries  in  the  TTnited  States  spring 
from  the  automobile  and  its  use  on 
the  American  highways. 

This  single  fact  and  its  ramifica- 
tions are  cited  to  give  Californians  a 
thumbnail  analysis  of  the  importance 
of  the  guests  that  California  will  have 
within  the  State  between  December 
7th  and  10th  of  this  year,  1936. 

For  these  guests  are  the  officials 
that  control  America's  greatest  pub- 
licly-owned utility — the  automobile 
highway.  The  official  name  of  the 
convention  is  the  American  Associa- 
tion of  State  Highway  Officials,  who 
administer  432,282  miles  of  State 
roads  throughout  this  country  upon 
whirli  2."), 000, 000  automobiles  ai'e  an- 
nually o])e]-at('(l,  buying  gasoline, 
renting  garage  space,  requiring  steel, 
aluminum,  leather,  hair,  wood  and 
all  manner  of  products  from  all 
manner  of  industries  and  types  of 
business. 

IN  NATIONAL  SPOTLIGHT 

Seat  of  the  convention  will  be  San 
Francisco,  one  of  America's  foremost 
convention  cities.  Two  features  of 
this  convention  will  receive  the  spot- 
light of  national  attention. 

One  of  them  will  be  the  work  of 
the  United  States  Bureau  of  Roads 
and  the  Department  of  Agriculture, 
for  this  ag-ency  is  the  fountain  head 
of  highway  construction  in  America. 

The  second  feature  of  this  high- 
way meeting  in  San  Francisco  will 
be  the  opinions  expressed  by  the 
national  highway  ofHcials  and  auth- 
orities upon  the  unusual  highway 
connections  which  are  ending  the 
isolation  of  this  historic  Pacific  Coast 
city,  which  highways  are  known  as 
the  San  Francisco-Oakland  Bay  and 
Golden  Gate  bridges. 


To  some  extent  the  San  Francisco 
convention  of  the  American  Associa- 
tion will  be  a  laboratory  of  highway 
investigation.  For  in  San  Francisco 
the  highway  officials  can  put  civic 
trausportation  into  a  test  tube,  so  to 
speak,  and  examine  it  in  the  process 
of  making.  The  San  Francisco-Oak- 
land Bay  Bridge  will  have  been  in 
operation,  we  tru.st,  for  more  than  a 
month  when  the  American  highway 
officials  come  to  California. 

OLD  AND   NEW  CONTRASTS 

They  will  be  able  to  note  the  chang- 
ing reactions  of  the  metropolitan  San 
Francisco  to  the  end  of  its  isolation. 
Evidence  of  old  inconveniences  of 
boat  travel  should  still  be  everywhere 
apparent,  and  evidences  of  new 
growth  and  development  as  a  result 
of  improved  transportation  should 
also  be  beginning  to  show  signs  of 
budding. 

Californians  are  loyal  to  their 
highways  and  are  often  ones  to 
boast  about  them  and  elevate  them 
beyond  their  true  comparative  value. 
I  fear  that  our  California  road 
boosters  may  receive  some  shocks, 
if  our  g-uests  are  frank  and  candid. 
Californians  will  learn  that  we  are 
not  quite  in  the  first  rank  of  high- 
way construction,  many  of  our  roads 
being-  obsolete  and  overworked  by 
traflSc  much  greater  than  they  were 
ever  intended  to  bear. 

But  we  do  not  fear  these  honest 
criticisms  of  these  experts.  For  it 
will  have  a  salutary  effect.  The 
State  Division  of  Highways  has 
never  ceased  telling  the  California 
Legislature,  the  Governor,  and  the 
people  of  the  Stale,  that  our  State 
is  especially  dependent  upon  high- 
ways and  that  we  are  not  in  Cali- 
fornia breaking  any  records  for 
investments  in   good   roads. 

We  expect,  however,  some  eom- 
nuMidation  from  our  fellow  highway 
builders  for  the  metho<ls  and  tech- 
nique by  which  we  builii  and  main- 

(Continued  on  page  23) 


Toll  Plaza  Details 
at  Business  End 
of  the  Bay  Bridge 

IMPORTANT  features  of  the 
great  San  Francisco-Oakland 
Bay  Bridge  are  the  Administra- 
tion Building  and  Toll  Plaza  erected 
on  the  Key  Route  fill  approximately 
3500  feet  east  of  the  bridge  end  on 
the  Oakland  side. 

It  is  here  that  all  automobile  aud 
truck  tolls  will  be  collected  and  head- 
quarters for  the  bridge  patrol  and  ad- 
ministrative officei-s  will  be  situated. 
Here  also  will  be  located  the  control 
board  of  the  bridge's  great  electric 
system. 

The  administration  building  itself 
is  three  stories  high  including  the 
basement.  It  is  185  feet  long  over- 
all and  70|  feet  at  its  greatest  width. 

With  an  exterior  finish  of  terra 
cotta,  the  building  is  made  entirely  of 
concrete,   steel,   and   aluminum. 

BULLET-PROOF  ROOM 

It  houses  a  garage,  where  tow  cars 
and  other  facilities  will  be  kept;  a 
first-aid  room ;  locker  rooms  for  the 
bridge  patrol  and  other  employees; 
a  drafting  room  aud  offices  for  the 
carrying  on  of  the  administrative 
work  of  the  bridge.  Also  it  will 
house  a  bullet-proof  room  where  toll 
collections  will  be  temporarily  depos- 
ited. 

On  the  wall  opposite  the  desk  ser- 
geant a  giant  micarta  board  will  be 
installed.  On  this  board  has  been 
carved  an  exact  reproduction  of  the 
entire  bridge  and  its  appi-oaches. 
Tiny  lamps  will  indicate  the  position 
of  each  light  as  it  is  on  the  bridge. 
This  is  the  control  board,  and  it  is  so 
arranged  that  the  desk  sergeant  at 
one  glance  can  tell  whether  the  lights 
are  operating  efficiently  on  the  giant 
structure  or  not. 

When  one  of  the  lights  on  the 
bridge  goes  out,  it  means  that  its  tiny 
understudy  on  the  board  also  goes 
out.  Also  indicated  on  the  board  are 
the  fog  bells  and  aerial  beacons. 

Police  telephones  and  fire  boxes  on 
the  bridge  are  also  connected  to  the 
office  of  the  desk  sergeant. 

There  will  be  twelve  lanes  for 
automobile  traffic  and  four  lanes  for 
truck  traffic. 

Several  methods  of  registering  tolls 
and  automobiles  passing  through  the 
toll  booths  have  been  devised. 


[Twelve] 


California  Highways  and  Public  Works 


Administration   Building   and   Toll   Booths  of  San   Francisco-Oakland   Bay   bridge  are   located   on   a   spacious   plaza  at  Oakland   end. 


Headquarters    for    Bridge    Patrol,   executive    offices    and    a    garage    are    housed     in    3-story    and    basement    Administration     Building    185 
feet   long    by  70o   feet   wide,   built  entirely    of    concrete,    steel    and    aluminum. 


As  sixteen   lines  of  traffic  pass  under  this  canopy  each  toll    payment   will    show   on    lighted    indicator   for   dr 


When  an  automobile  passes  into  the 
toll  booth  it  will  cross  over  an  indica- 
tor that  will  register  it  per  axle  on 
a  tape  in  tlie  toll  collector's  machine. 
At  the  same  time  the  collector  will 
register  on  the  machine  an  arbitrary 
number  that  will  have  been  given  to 


that  i)articular  typo  of  car  with 
that  particular  number  of  passengers. 
This  arbitrary  number  will  show  in 
lights  on  a  glass  indicator  above  the 
booth,  thus  permitting  an  inspector 
to  cheek  up  on  the  accuracy  of  the 
collector. 


Meanwhile,  foi-  the  benefit  of  the 
motorist,  the  amount  of  his  toll  will 
appear  in  lights  on  a  sidewalk  indica- 
tor outside  the  toll  booth.  Thus  as 
accurate  a  cheek  as  possible  will  be 
kept  of  the  number  of  passengers 
crossing  in  motor  ears  over  the  bridge. 


California  Highivays  and  Public  Works 


[Thirteen! 


SUMMER  TRAFFIC  COUNT  ,^  ^  h  dennis 

SHOWS  10%  INCREASE  OVER  1935     i^^  "*--""  Engine 


THE  volume  of  traffic  carried  by 
the  State  highways  steadily 
increases.  This  is  shown  in  the 
animal  summer  count  taken  on  Sun- 
day and  Monday,  July  12th  and  13th. 
The  July  count  of  1935  registered 
a  gain  of  15.3  per  cent  over  the  similar 
period  of  1934.  This  exceptionally 
heavy  increase  was  due  in  considera- 
ble measure  to  the  unusual  traffic 
attracted  by  the  San  Diego  Exposi- 
tion, as  was  noted  in  the  last  report. 

This  year  we  find  the  total  traffic 
on  the  State  highways  has  increased 
approximately  10  per  cent  over  the 
heavy  movement  recorded  in  1935 
and  has  been  confined  to  no  one  sec- 
tion of  the  State,  nor  has  there  been 
any  unique  circumstance  or  occa- 
sion that  could  be  said  to  have  had 
an  exceptional  infiuence  on  high- 
way traffic. 

Tlie  count  was  made  in  the  regu- 
lar manner,  covering  the  sixteen-hour 
period  from  6  a.m.  to  10  p.m.  each 
day,  and  segregating  the  traffic  by 
hourly  periods  into  the  following 
clas.sifieations :  California  automobiles, 
foreign  automobiles,  light  trucks, 
heav.v  trucks,  trailers,  buses  and 
hor.se-drawn. 

While  some  slight  changes  have 
been  made  in  adding  new  stations  or 
in  relocating  or  discontinuing  former 
stations,  the  comparative  percentages 
in  all  cases  have  been  drawn  from  .sta- 
tions identical  for  the  1935  and  1936 
counts. 

The  comparisons  for  the  various 
groupings  are  as  follows : 

Per  Cent  Gain  or   Loss  for   1936  Count  as 
Compared  with   1935 

Sunday     Monday 

All    Routes -1-7.58  -M0.55 

Main     North    and     South 

Routes    -t-  5.41  +  9.75 

Interstate    Connections -f11.75  -f-  9.88 

Laterals    Between    Inland 

and    Coast +10.83  +14.94 

Recreational    Routes +  6.60  +  7.61 

The  gain  or  loss  of  traffic  volume 
for  State  Highway  Routes  1  to  80, 
inclusive,  which  constitute  the  basis 
for  the  foregoing  summary,  is  shown 
in  tlie  following  tabulation  : 

1936 
Per  cent  gain  or  loss 
Sunday  Monday 

Route  Termini  Gain    Loss    Gain     Loss 

1.  Sausalito-Oregon    Line 6.72  19.38 

2.  Mexico    Line-San    Francisco 1.73  4.09 

3.  Sacromento-Orcgon    Line 15.50  11.74 


1936 
Per  cent  gain  or  loss 
Sunday  Monday 

Route  Termini  Gain    Loss    Gain     Loss 

4.  Los  Angeles-Sacramento 7.11  14.58 

5.  Santa     Cruz-Jc.     Rt.     65     near 

Mokelumne   Hill 12.48  14.98 

6.  Napa-Sacramento  via   Winters..    19.72  20.93 

7.  Crockett- Red    Bluff _ 9.82  20.38 

8.  Ignacio-Cordelia   via    Napa 9.47  18.91 

9.  Rt.   2   near    Montalvo-San    Ber- 

nardino       13.63  16.18 

10.  Rt.    2    at    San     Lucas-Seguoia 

National    Pa'k  2.03  11.33 

11.  Rt.     75     near     Antioch-Nevada 

Line   via    Plarerville  13.12  6.20 

12.  San    Diego-El    Centra  0.15  1.81 

13.  Rt.     4     at     Sahda-Rt      23     at 

Sonora   Jo.   .  3.44  11.02 

14.  Albany.  Martinez  9.07  20.33 

15.  Rt.     I     near     Calpella-Rt      37 

near    Cisco..  7.89  19.79 

16.  Hopland-Lakeport  3.96  14.26 

17.  Rt.     3     at      Roseville-Rt.      15. 

Nevada    City 5.22  12.39 

18.  Rt.    4    at    Merced- Rt.    40    near 

Sequoia  2.39  12.10 

19.  Rt.    2    at    Fullerton-Rt.    26    at 

Beaumont   10.14  11.09 

20.  Rt.    I    near    Areata- Rt.    83    at 

Park    Boundary 18.15  15.91 

21.  Rt.     3     near     Richvale- Rt.     29 

near    Chilcoot   via    Quincy 31.84  16.39 

22.  Rt.    56.    Castroville-Rt.    29   via 

Hollister     16.19  16.14 

23.  Rt.    4    at    Tunnel    Sta.-Rt.    II, 

Alpine    Jc _ 10.37  15.54 

24.  Rt.   4   near    Lodi-Nevada   State 

Line     4.96  26.06 

25.  Rt.   37  at   Colfax- Rt.  83   near 

Sattley    9.24  25.07 

26.  Los     Angeles-Mexico    via    San 

Bernardino  16.83  12.41 

27.  El  Centro-Yuma 0.39  0.96 

28.  Redding-Nevada        Line        via 

Alturas    41.47  29.48 

29.  Peanut-Nevada        Line        near 

Purdy's  27.32  46.66 

31.  San     Bernardino-Nevada    State 

Line  12.81  12.94 

32.  Rt.   56.   Watsonville-Rt.  4  near 

Califa    12.70  16.07 

33.  Rt.     56     near     Cambria.  Rt.    4 

near   Famoso  .     8.08  2.76 

34.  Rt.  4  at   Galt-Rt.   23   at   Pick- 

ett's    Jc. 15.46  16.38 

35.  Rt.      I      at     Alton- Rt.     20     at 

Douglas   City  42.41  3.36 

37.  Auburn-Truckee       6.46  16.18 

38.  Rt.    II    at    Mays-Nevada    Line 

via    Truckee     River 14.42  10.05 

39.  Rt.    38    at    Tahoe    City- Nevada 

State    Line  10.98  12.00 

40.  Rt.    13   near    Montezuma- Rt.    76 

at     Benton     5.78  13.82 

41.  Rt.    5   near   Tracy-Kings    River 

Canyon    via    Fresno 26.00  34.32 

42.  Redwood    Park-Los    Gates 9.76  13.83 

43.  Rt.    60    at    Newport    Beach- Rt. 

31    near    Victorville 3.73     3.46 

44.  Boulder    Creek- Redwood    Park..     7.27  4.74 

45.  Rt.     7.     Willows-Rt.     3     near 

Biggs    16.19  6.95 

46.  Rt.    I    near   Klamath. Rt.  3  near 

Cray    11.92  15.56 

47.  Rt.     7.     Orland-Rt.     29     near 

Morgan   5.83  7.77 

48.  Rt.    I    N.   of   Cloverdale-Rt.   56 

near  Albion 11.27  4.01 

49.  Napa-Rt.    15    near    Sweet    Hol- 

low Summit         10.83  9.62 

50.  Sacramento.  Rt.   15  near  Wilbur 

Springs       7.13  7.08 

51.  Rt.    8    at    Schellville-Sebasto- 

pol    14.87  2.38 

52.  Alto-Tiburon    7.20  17.49 

53.  Rt.    7    at     Fairfield- Rt.    4    at 

Lodi    via    Rio    Vista 6.54  9.50 

54.  Rt.     II    at    Perkins- Rt.    65    at 

Central    House  13.25  33.77 

55.  Rt.       5       near       Glenwood-San 

Francisco    20.79  20.00 

56.  Rt.     2     at     Las     Cruces-Rt.     I 

near    Fernbridge 10.32  11.62 

57.  Rt.    2    near    Santa    Marie- Rt. 

23  near  Freeman  via  Bakers- 
field   2.98   13.43 


1936 
Per  cent  gain  or  loss 
Sunday  Monday 

R""'!!  Termini  Gain    Loss    Gain     Loss 

58.  Rt.    2    near    Santa    Margarita- 

Ariz.    Line   near   Topock  via 

Mojave  and   Barstow 24.32  20.26 

59.  Rt.    4    at     Baileys-Rt.    43    at 

Lake    Arrowhead  3. 06  6.80 

60.  Rt.    2    at    Serra.Rt.    2    at    El 

Ri°       - 5.20  1.44 

61.  Rt.    4    S.    of    Glendale-Rt.    59 

near  Phelan _ 1.25  1.29 

62.  Rt.     171     at     Northam-Rt.     61 

near   Crystal    Lake 3.63  4.45 

63.  Big   Pine-Nevada  State   Line    .  19.42  16.56 

64.  Rt.  2  at  San  Juan  Capistrano- 

Blythe     6.98  3.84 

65.  Rt.    18  near   Mariposa-Auburn  .  30.60  33  71 

66.  Rt.     5    near     Mossdale-Rt.     13 

near     Oakdale 6.79  2.33 

67.  Pajaro    River- Rt.    2    near    San 

Benito   River  Bridge 10.60  25.64 

68.  San  Jose. San    Francisco 10.69  13.21 

69.  Rt.    5    at    Warm     Springs-Rt. 

I,   San    Rafael 0.07  16.44 

70.  Ukiah-Talmage  ...„ 10.00  3.37 

71.  Crescent    City-Oregon    Line 10.79  19.94 

72.  Weed-Oregon    Line 39.01  38.06 

73.  Rt.      29      near      Johnstonville- 

Oregon    Line 29.82  47.03 

74.  Napa  Wye. Cordelia  via  Valleio 

and    Benicia 5.65  8.27 

75.  Oakland-Jc.     Rt.    65    at    Alta- 

ville  ...- _ _ 8.24  18.48 

76.  Rt.    125   at   Shaw   Ave.-Nevada 

State   Line  near   Benton 18.85  14.34 

77.  San      Diego-Los     Angeles     via 

Pomona  2.40  0.23 

78.  Rt.     12    near    Descanso-Rt.     19 

near    March    Field 1.64  5  00 

79.  Rt.  2.  Ventura. Rt.  4  at  Castaic   13.27  11.63 

80.  Rt.    51.     Rincon     Creek-Rt.    2 

near  Zaca 0.96     5.94 


COMPLETION  OF  THE 

CALWA  OVERPASS 

(Continued  from  page  9) 

control  of  deck  grades,  prevented 
cracking,  and  saved  time  and  lumber 
in  erection. 

High  early  strength  cement  was 
used  in  pouring  the  decks  in  order 
to  make  possible  quicker  stripping 
times  and  provide  maximum  use  of 
the  steel  falsework  trusses.  A  giant 
duraluminum  adjustable  screed  float 
forty-two  feet  long,  which  could  easily 
be  handled  by  two  men  on  each  end, 
made  deck  finishing  easier,  faster, 
and  more  accurate.  All  the  concrete 
for  the  job  was  batched  at  a  central 
mixing  plant  in  Fresno  and  hauled  to 
the  site  in  transit  mix  trucks. 

As  a  controlling  factor  in  obtaining 
a  high  strength  of  concrete  accurate 
control  in  the  mixing  of  water  was 
maintained  with  the  use  of  an  electri- 
cal sand  moisture  determiuator  at  the 
transit  mix  plant. 

The  construction  of  the  Calwa  Over- 
pass gave  employment  to  many  local 
residents.  The  cost  of  this  project 
will  total  approximately  $216,000. 


[Fourteen! 


California  Hightvays  and  Public  Works 


'Only  Golden  Rule 
Will  End  Death 
Toll  on  Highways' 

— Gov.  Frank  F.  Merriam 

A  summary  of  the  California  Vehi- 
cle Code,  1935,  compiled  by  the  De- 
partment of  Motor  Vehicles,  is  off  the 
press  and  is  being  distributed  by 
Director  Ray  Ingels. 

Only  matter  directly  applicable  to 
operators  of  motor  vehicles  has  been 
selected  from  the  statutes  in  prepar- 
ing the  siimmary.  This  was  done  in 
order  to  simplify  the  laws  for  drivers 
and,  consequently,  educate  operators 
to  the  necessity  of  good  driving  for 
their  own  safety  and  the  protection 
of  the  public. 

In  a  foreword,  Governor  Frank  F. 
Merriam  explains  the  reason  for  the 
publication  of  the  booklet  in  these 
words : 

"Death  can  be  ruled  off  the 
highways  only  through  one 
process — the  individual  effort 
of  each  operator  of  a  motor 
vehicle ! 

"Recognition  of  this  fact 
brings  us  to  the  realization  that 
only  one  rule  can  be  laid  down 
to  eliminate  the  appalling  toll 
of  Death  rampant  on  the  high- 
ways, an  adaptation  of  the 
Golden  Rule  to  operation  of 
motor  vehicles — drive  as  you 
would  have  others  drive. 

"California,  through  its  De- 
partment of  Motor  Vehicles  and 
publication  of  this  book,  desires 
to  help  its  citizens  to  drive  as 
they  would  have  others  drive  to 
the  end  that  Death  and  Injury 
be  driven  from  the  highways." 


CITIES  MUST  SUBMIT  BUDGETS 
FOR  GAS  TAX  EXPENDITURES 


(Continued  from  page  1) 


INVENTS  RAIN  ALARM 

Maintenance  Superintendent  C.  T. 
"Warren  of  District  VII  tells  a  story 
about  one  of  his  crew  foremen  who 
has  invented  an  ingenious  device  to 
roust  himself  out  of  bed  when  a  storm 
of  rain  blows  up  and  the  highways 
become  unexpectedly  slippery  and 
dangerous.  He  has  attached  to  the 
eave  of  his  home  an  empty  coffee  can 
so  balanced  that  when  rain  water 
pours  into  it  the  can  falls  upon  two 
contact  points  completing  an  electric 
circuit  that  rings  a  bell  in  his  bed- 
room. When  this  occurs,  the  foreman 
gets  up,  dresses  and  goes  out  into  the 
wet  night  to  patrol  his  sections  of 
road. 


While  the  amendment  affirmed  the 
provisions  of  the  original  act  denying 
expenditure  of  the  funds  for  any  pur- 
pose not  of  direct  benefit  to  vehicular 
traffic,  the  apportionment  for  streets 
of  major  importance  is  contradistin- 
guished by  permissive  expenditure 
upon  city  streets  other  than  State 
Highways,  and  by  direct  payment  of 
the  money  to  the  cities  by  the  Division 
of  Highways  in  quarterly  apportion- 
ments, upon  the  warrant  of  budgets 
of  proposed  expenditures  submitted 
by  the  cities  annually  to  the  Depart- 
ment for  approval. 

An  important  qualification  of  such 
budgets  is  the  expenditure  upon 
streets  commanding  prominence  as 
major  traffic  arterials.  This  condi- 
tion precludes  indiscriminate  expendi- 
tures upon  streets  which  are  restric- 
tive of  general  traffic  service.  Other 
conditions  of  the  law  require  the  pro- 
posals to  be  sound  both  economically 
and  in  engineering  judgment,  with 
a  full  appreciation  of  traffic  demands, 
under  penalty  of  disapproval  by  the 
Department. 

Under  section  203  of  the  code  which 
provides  the  allocation  for  State  high- 
ways, the  Division  of  Highways  is 
obliged  to  assure  the  expenditure  of 
funds  apportioned  under  this  section 
for  the  fullest  benefit  of  State  high- 
way routes,  with  the  further  discre- 
tionary privilege  of  delegating  the 
obligation  to  cities  competently 
equipped  to  conduct  such  expendi- 
tures. 

This  privilege  was  endorsed  by  the 
Director  of  Public  Works  and  was 
immediately  pronounced  upon  incep- 
tion of  the  law  as  the  Department's 
administrative  policy.  No  detraction 
has  been  made  from  this  policy,  and 
the  cities  enjoy  a  free  choice  in  the 
selection  and  performance  of  work  to 
be  done  within  the  limitations  pre- 
scribed by  law  of  which  adequate  pro- 
vision for  maintenance  of  State  high- 
way routes  takes  precedence  and 
improvements,  logically,  are  given 
second  consideration. 

STATE  FUNDS  ADVANCED 

The  funds  allocated  for  State  high- 
ways under  section  203  and  previ- 
ously under  Chapter  767,  are  paid  to 
the  cities  in  reimbursement  for  dele- 


California  Hightvays  and  Public  Works 


gated  work  already  performed  and 
immediately  upon  billing  of  the 
Department  by  the  cities. 

In  the  majority  of  cases,  particu- 
larly in  the  ease  of  improvement 
projects,  this  procedure  requires  the 
Department  to  advance  money  from 
the  cash  balance  of  the  State  High- 
way Fund  before  the  gas  tax  has  been 
collected  and  actually  apportioned  to 
this  fund. 

Under  the  provisions  of  section  198 
the  revenue  for  streets  of  major  im- 
portance is  disbursed  when  and  with 
the  quarterly  apportionments  made 
by  the  State  Controller. 

Of  the  apportionment  for  State 
highways,  $2,685,595.61  has  been  actu- 
ally paid  to  and  expended  by  the 
cities  during  the  past  fiscal  year, 
while  the  actual  disbursement  of  i 
cent  funds  for  .streets  of  major  impor- 
tance to  the  cities  for  the  same  period 
was  $1,994,757.79.  The  remaining 
$572,666.17  of  the  latter  apportion- 
ment includes  amounts  being  accumu- 
lated upon  the  authorization  of  cer- 
tain cities  for  expenditure  at  a  future 
date,  and  the  apportionments  to  cities 
which  have  not  submitted  a  budget 
of  proposed  expenditures. 

CITIES  IGNORE  LAW 

Although  the  law  is  quite  explicit 
on  the  latter  point  and  operates  to 
restrain  the  Department  from  paying 
money  to  a  city  until  a  budget  has 
been  submitted  and  approved, 
knowledge  of  this  clause  among 
the  cities  does  not  appear  to  be  quite 
general.  Many  inquiries  are  re- 
ceived from  cities  which  have  not 
submitted  budgets  asking  the  De- 
partment why  the  apportionments 
have  not  been  paid. 

In  the  accompanying  tabulation, 
the  respective  annual  apportionment 
for  the  fiscal  year  ending  June  30, 
1936,  is  given  as  accruing  to  each 
city. 

The  tabulation  includes  the  amount 
accrued  under  section  203  for  ex- 
penditure upon  designated  State  high- 
way routes,  and  the  amount  accrued 
under  section  194  for  expenditure 
upon  streets  of  major  importance 
other  than  State  highway  routes. 

(Continued  on  page  16) 

r  Fifteen! 


GASOLINE  TAX  APPORTIONMENTS  TO  THE 


DISTRICT  I 


County 
Del   Norte 


City 
Crescent    City_ 


Del   Norte  County. 

Areata    

Blue   Lake 

Eureka 

Ferndale    

Fortuna 

Trinidad    


Humboldt  County. 
Lakeport 


Total    Lake  County. 

o  Fort    Bragg  _. 

Point  Arena.. 

Ukiah 

Willits 


Mendocino  County  . 
Total    District    I 


State 
Highways 
(Section  203) 
$1,343  45 

$1,343  45 

$1,334  84 

433  50 

12,303  47 

694  38 

967  74 

83  57 

$15,817  50 
$1,029  46 

$1,029  46 

$2,360  40 

300  70 

2,440  07 

1,112  27 

$6,213  44 


Streets 

of  Major 

Importance 

(Section  194) 

$1,028  98 

$1,028  98 

$1,022  40 

332  02 

9,423  59 

531   85 

741   23 

64  01 

$12,115  10 
$788  49 

$788  49 

$1,807  90 

230  32 

1,868  92 

851   92 

$4,759  06 


$24,403  85         $18,691  63 


DISTRICT  II 


Lassen  County. 
Alturas    


$1,069  70 

$1,060  70 
$1,826   16 


Plumas 
Shasta 


Siskiyou 


Modoc    County $1,826   16 

No  Incorporated  Cities 

Redding $3,271    12 


Shasta    County. 

Dorris     

Dunsmuir 

Etna   

Fort  Jones 

Montague 

Mt.  Shasta 

Yreka 


$812  42 
$1,398  71 

$1,398  71 
$2,505  45 


Siskiyou    County 

Corning   

Red    Bluff 

Tehama 


$6,055  26 

$1,075  55 

2,747  03 

148  40 


Tehama  County $3,970  98 

Total    District   II $16,184  22 


DISTRICT  III 


Biggs  .. 
Chico  _. 
Gridley  . 
Oroville 


$361  64 
6,218  13 
1,516  05 
2,888  42 


Butte    County. 

Colusa    

Williams 


Colusa  County 
Placerville    


Glenn 


El  Dorado  County 

Orland   

Willow/s 


$10,984  24 

$1,652 
664 

75 
69 

$2,317 

44 

$1,813 

65 

$1,813 

65 

$933 
1,580 

38 
89 

Total    Glenn    County _ 

[Sixteen! 


$2,514  27 


$4,648  37 

$823  79 

2,104  04 

113  66 

$3,041  49 

$12,406  44 


$276  99 
4,762  65 
1,161  19 
2,212  33 


$8,413 

16 

$1,265 
509 

89 
10 

$1,774 

99 

$1,389 

13 

$1,389 

13 

$714  91 
1,210  85 

$1,925  76 


County 
Nevada 


DISTRICT 


City 
Grass  Valley- 
Nevada  City- 


Continued 

streets 

State  of  Major 

Highways  Importance 

(Section  203)  (Section  194) 

$2,981   35  $2,283  50 

1,328  61  1,017  62 


Total    Nevada  County 

Auburn    

Colfax    

Lincoln    

Rocklin    

Roseville 


Total    Placer  County 

Sacramento  North    Sacramento. 


$4,309  96 

$3,301 

12 

$2,078 

44 

$1,591 

94 

712  34 

545  60 

1,635 

57 

1,252  73 

565 

49 

433 

13 

5,018 

40 

3,843 

74 

$10,010 

24 

$7,667  14 

$1,637  92 

$1,254  53 

73,225 

60 

56,085 

65 

Total    Sacto  Co.    (Portion). 
Loyalton    


Total    Sierra  County. 
Yuba  City 


$74,863  52 

$653  76 

$653  76 

$2,815  77 


$57,340  18 
$500  73 

$500  73 
$2,156  68 


Total   Sutter  County- 
Davis    

Winters 

Woodland 


Total   Yolo    County. 

Marysville    .. 
Wheatland    -. 


Total   Yuba    County 


$3,271  12 

$2,505  45 

$595  18 

$455  86 

2,038  59 

1,561  42 

296  02 

226  74 

Alameda 

235  89 

180  67 

396  01 

303  31 

788  09 

603  62 

1,705  48 

1,316  75 

DISTRICT  IV 


Alameda    

Albany     

Berkeley    

Emeryville    -. 

Hayward 

Livermore     .. 

Oakland 

Piedmont    

Pleasanton   .. 
San    Leandro. 


Total   Alameda    County. 


Contra  Costa 


Antioch    

Concord   

El  Cerrito 

Hercules 

Martinez 

Pinole 

Pittsburg    

Richmond 

Walnut  Creek. 


Total   Contra  Costa  County 

Belvedere    

Corte    Madera 

Fairfax    

Larkspur  

Mill  Valley 

Ross    

San  Anselmo 

San  Rafael 

Sausallto 


Total    Marin    County 


$2,815  77 

$2,156  68 

$970  88 

$743  63 

699  84 

536  02 

4,344  87 

3,331  64 

$6,015  59 

$4,611  29 

$4,501  33 

$3,447  70 

374  12 

286  55 

$4,875  45 

$3,734  25 

$121,173  89 

$92,814  43 

V 

$27,363  33 

$20,958  38 

6,693  01 

5,126  38 

64,133  14 

49,121  47 

1,824  59 

1,397  51 

4,319  34 

3,308  31 

2,436  17 

1,865  93 

221,873  97 

169,939  83 

7,289  76 

5,583  44 

966  18 

740  03 

8,947  18 

6,852  91 

$345,846  67 

$264,894  19 

$3,348  86 

$2,696  90 

878  70 

673  03 

3,022  75 

2,315  22 

306  18 

234  51 

5,274  59 

4,073  46 

610  02 

467  23 

7,506  12 

5,749  16 

15,694  10 

12,020  58 

792  01 

606  62 

$37,433  33 

$28,836  71 

$390  53 

$299  12 

802  16 

614  40 

2,284  64 

1,749  88 

969  32 

742  43 

3,252  39 

2,491  10 

1,058  35 

810  63 

3,631  98 

2,781  84 

6,265  78 

4,799  14 

2,864  20 

2,193  77 

$21,519  35 

$16,482  31 

California  Hightvays  and  Public  Works 


i:S  FOR  FISCAL  YEAR  ENDING  JUNE  30,  1936 


DISTRICT  IV— Continued 


County 
Napa 


City 
Callstoga  _ 

Napa 

St  Helena- 


Streets 

State  of  Major 

Highways  Importance 

(Section  203)  (Section  194) 

$781   07  $598  25 

5,027  76  3,850  91 

1,235  66  946  42 


Total    Napa   County  _ 
San  Francisco       San    Francisco 


$7,044  49 
$495,508  08 


Total    San    Francisco    Co...      $495,508  08 


Atherton    

Bay    Shore 

Belmont 

Burlingame    __ 

Daly   City 

Hillsborough    . 

Lawndale    

Menio  Park  ._ 
Redwood  City. 
San    Bruno-^__ 

San   Carlos 

San    Mateo 


South  San   Francisco 

Total   San    Mateo   County__ 

Santa  Clara  Alviso 

Gilroy 

Los  Gatos 

Morgan    Hill 

Mountain  View 

Palo  Alto 

San  Jose 

Santa  Clara 

Sunnyvale 

Willow  Glen 


$1,034  14 

897  46 

777  56 

10,364  83 

6,479  55 

1,477  01 

288  22 

1,760  53 

6,999  98 

2,819  68 

884  18 

10,507  93 

4,837  18 


$297  58 
2,735  32 
2,474  45 
709  22 
2,583  79 
10,695  22 
45,151  80 
4,922  33 
2,416  63 
3,254  73 


Watsonville 


Total   Santa  Cruz  County.. 

Cloverdale    

Healdsburg    

Petaluma    

Santa    Rosa    

Sebastopol    

Sonoma    

Total   Sonoma  County 

Total   District  iV. 


$17,938  68 
$592  82 
1,793  35 
6,439  96 
8,307  49 
1,376  25 
765  46 


DISTRICT  V 


Monterey 


Carmel 

King   City 

Monterey    

Pacific  Grove  . 

Salinas 

Soledad    


Total    Monterey   County  __ 

San  Benito  Hollister    

San  Juan    Bautista- 


$1,765  22 
1,158  33 
7,139  79 
4,341  20 
8,136  51 
463  96 

$23,005  01 

$2,934  50 

602  98 


Total   San  Benito  County 
San  Luis  Obispo  Arroyo  Grande 


$3,537  48 
$696  71 

Paso  Robles 2,009  70 

San    Luis   Obispo 6,464   17 


$5,395  58 
$379,524  29 

$379,524  29 
$792  08 

687  39 

597  65 
7,938  73 
5,046  21 
1,131   29 

220  75 
1,348  44 
5,361  49 
2,159  68 

677  22 
8,050  01 
3,704  94 


$49,128  25  $37,715 


$227  93 
2,095  06 
1,895  25 
543  21 
1,979  00 
8,199  28 
34,611  58 
3,770  16 
1,850  97 
2,492  89 


Total    Santa  Clara  County.        $75,241   07  $57,665  33 

Santa  Cruz  Santa  Cruz $11,243  56  $8,611   77 

6,695  12  5,169  45 


$13,781  22 
$454  06 
1,373  58 
4,932  55 
6,362  95 
1,054  11 
586  29 


$19,275  33         $14,763  54 


$1,068,935  25        $819,059  05 


Total    San    Luis   Obispo    Co. 


9,170  58 


$1,352  03 

887  20 

5,468  58 

3,325  05 

6,260  06 

355  36 

$17,648  28 

$2,247  62 

461   84 

$2,709  46 
$533  63 
1,539  29 
4,951    10 

$7,024  02 


DISTRICT  V~Continued 


County 
Santa  Barbara 


City 

Lompoc    

Santa    Barbara. 
Santa   Maria 


Streets 

State  of  Major 

Highways  Importance 

(Section  203)  (Section  194) 

$2,222  16  $1,702  01 

26,254  21  20,108  88 

5,512  03  4,221   83 


Total   Santa    Barbara  Co...        $33,988  40  $26,032  72 

Total    District    V_ 


$69,701   47  $53,414  48 


DISTRICT  VI 


Coalinga    

Clovis 

Firebaugh 

Fowler 

Fresno    

Kingsburg  

Parlier 

Reedley 

Sanger  

San    Joaquin. 
Selma 


Total    Fresno   County. 

Bakersfield 

Delano    

Maricopa 

Taft    

Tehachapl 


Kings 


Total    Kern  County. 

Corcoran 

Hanford 

Lemoore 


Total    Kings  County. 

Chowchilla 

Madera    


Total    Madera    County. 

Dinuba  

Exeter 

Lindsay  

Porterville    

Tulare    

Visalia 


$2,226  83 
1,027  89 

395  23 

914  64 

41,025  46 

1,032  59 

440  52 
2,022  20 
2,317  44 

127  32 
2,379  93 

$53,910  05 

$20,319  62 

2,055  79 

836  52 

2,688  46 

574  87 

$26,475  26 

$1,380  94 

5,489  37 

1,092  72 

$7,963  03 
$661  56 
3,643  72 

$4,305  28 
$2,318  23 
2,097  18 
3,029  00 
4,142  03 
4,848  13 
5,672  92 


Total   Tulare  County  . 


Total   District  Vl_ 


DISTRICT  VII 


Los  Angeles 


$1,705  59 

787  30 

302  72 

700  55 

31,424  71 

790  89 

337  41 

1,548  86 

1,774  99 

97  52 

1,822  86 

$41,293  40 

$15,563  39 

1,574  59 

640  72 

2,059  17 

440  31 

$20,278  18 

$1,057  71 

4,204  47 

836  94 

$6,099  12 

$506  7T 
2,790  83 

$3,297  54 
$1,775  61 
1,606  29 
2,320  00 
3,172  50 
3,713  32 
4,345  06 


$22,107  49         $16,932  78 


$114,761   11  $87,901  02 


Alhambra    $23,019  78  $17,631   53 

Arcadia    4,074  07  3,120  45 

Avalon 1,481   71  1,134  88 

Azusa     3,755  40  2,876  37 

Bell 6,157  98  4,716  57 

Beverly  Hills 13,613  32  10,426  85 

Burbank    13,014  24  9,967  99 

Compton   9,775  91  7,487  66 

Covina   2,166  69  1,659  54 

Culver   City 4,427  91  3,391   47 

Claremont 2,123  74  1,626  63 

El     Monte 2,717  37  2,081   31 

El    Segundo 2.736  10  2,095  66 

Gardena 5,501   87  4,214  05 

Glendale    49,001   40  37,531   62 

Glendora 2,156  54  1,651   76 

Hawthorne 5,151   96  3,946  04 

Hermosa    Beach 3,746  03  2,869  20 

Huntington  Park 19,207  37  14,711  49 

Inglewood 16,377  62  12,815  04 

(Continued  on  page  IS) 


California  Highways  and  Public  Works 


f  Seventeen! 


GASOLINE  TAX  APPORTIONMENTS  TO  CITIES 


(Continued  from  page  17) 


DISTRICT  Vll-Continucd 

streets 

State  of  Major 

Highways  Importance 

County                           City  (Section  203)    (Section  194) 

Los  Angeles —       La  Verne 2,233  87  1,710  99 

Continued               Long   Beach 111,248  17  85,280  70 

Los   Angeles 968,940  39  742,170  24 

Lynwood 5,719  80  4,380  97 

Manhattan  Beach  __.  1,477  01  1,131   29 

Maywood 5,306  60  4,064  49 

Monrovia 8,505  88  6,514  90 

Montebello 4,294  35  3,289  17 

Monterey  Park 5,003  55  3,832  36 

Pasadena    59,568  85  45,658  20 

Pomona 16,249  44  12,445  93 

Redondo    Beach 7,300  69  5,591   83 

San  Fernando 5,910  38  4,526  93 

San    Gabriel 5,687  39  4,366  61 

San    Marino 2,913  40  2,231   46 

Santa    Monica 29,013  74  22,222  48 

Sierra  Madre 2,772  81  2,123  77 

Signal  Hill 2,290  11  1,754  06 

South  Gate 15,334  03  11,744  79 

South  Pasadena 10,724  13  8,213  93 

Torrance 6,615  15  5,284  91 

Vernon 991   19  759  18 

West  Covina 690  48  549  79 

Whittier    11,577  07  8,867  22 

Total    Los  Angeles  County.  $1,480,575  49  $1,134,672  31 

Orange                     Anaheim    $8,598  69  $6,588  50 

Brea   1,901   91  1,456  73 

Fullerton 8,4S2  46  6,496  96 

Huntington    Beach  __  2,882  16  2,207  53 

Laguna   Beach 1,547  30  1,185  13 

La   Habra 1,775  38  1,359  82 

Newport   Beach 1,720  71  1,317  95 

Orange 6,300  13  4,825  45 

Placentia 1,254  39  960  78 

San   Clemente 520  98  399  03 

Santa    Ana 23,683  70  18,140  04 

Seal  Beach 902  91  691  57 

Tustin    723  28  553  98 

Total   Orange  County $60,294  00  $46,183  47 

Ventura                   Fillmore $2,259  65  $1,730  73 

Ojai 1,146  61  878  23 

Oxnard 4,909  04  3,759  98 

Santa   Paula 5,820  56  4,458  13 

Ventura 9,062  79  6,941  46 

Total   Ventura  County $23,198  65  $17,768  53 

Total   District  Vll__.  $1,564,068  14     $1,198,624  31 

DISTRICT  VIII 

Riverside                 Banning $2,149  51  $1,646  38 

Beaumont 1,040  39  796  87 

Corona 5,481   58  4,198  50 

Elsinore 1,054  45  807  63 

Hemet    1,745  69  1,337  08 

Perris 595  95  456  45 

Riverside 23,194  76  17,765  55 

San  Jacinto 1,051  32  805  23 

Total   Riverside  County  ...  $36,313  65  $27,813  70 

San  Bernardino    Chino $2,435  39  $1,865  33 

Colton    6,259  52  4,794  35 

Needles    2,455  69  1,880  89 

Ontario    10,609  32  8,125  99 

Redlands 11,073  28  8,481   35 

Rialto 1,282  52  982  32 

San    Bernardino 30,002  98  23,149  77 


DISTRICT  Vlll-Continued 

streets 

State  of  Major 

Highways  Importance 

County                           City                                (Section  203)  (Section  194) 

San  Bernardino    Upland 3,681    19  2,819  53 

— Continued  

Total    San    Bernardino  Co..         $67,799  89  $52,099  53 

Total    District   VIII..      $104,113  54  $79,913  23 

DISTRICT  IX 

Inyo  Bishop   $905  26  $693  37 

Total    Inyo  County $905  26  693  37 

Mono  No  Incorporated  Cities 

DISTRICT  X 

Alpine  No   Incorporated  Cities 

Amador                   Amador  City $133  56 

Jackson   1,566  06 

Plymouth    267  91 

Sutter  Creek 791  22 

Total   Amador  County $2,758  75 

Calaveras  Angels  Camp $714  69 

Total   Calaveras    County...  $714  69 

Mariposa  Hornitos    $4S  42 

Total    Mariposa  County $48  42 

Merced                     Atwater $716  25 

Dos  Palos 556  91 

Gustine    793  57 

Livingston    627  20 

Los  Bancs 1,464  51 

Merced     5,519  06 

Total    Merced    County $9,677  50  $7,542  10 

Sacramento  Isleton    $2,121   09  $1,738  51 

Total    Sacto   Co.   (Portion).  $2,121   09  $1,738  51 

San  Joaquin           Lodi    $5,30193  $4,060  90 

Manteca 1,260  64  965  56 

Stockton    37,462  61  28,693  73 

Tracy 2,990  73  2,290  69 

Total   San  Joaquin  County.         $47,015  91  $36,010  88 

Solano                      Benicia    $2,275  26  $1,742  69 

Dixon   781   06  598  24 

Fairfield 883  40  676  62 

Rio   Vista 1,022  43  783  10 

Suisun    706  87  541   42 

Vacaville 1,215  35  930  87 

Vallejo 11,446  90  8,800  31 

Total   Solano    County $18,331   27  $14,073  25 

Stanislaus              Ceres    $766  23  $586  88 

Modesto 10,822  39  8,291   70 

Newman    991    19  759  18 

Oakdale 1,649  63  1,263  50 

Patterson    706  89  541   43 

Riverbank 627  20  480  39 

Turlock    3,339  86  2,558  09 

Total    Stanislaus   County  __         $18,903  39  $14,481   17 

Tuolumne  Sonora     $1,779  28  $1,362  80 

Total   Tuolumne  County...  $1,779  28  $1,362  80 

Total    District    X 


[Eighteen] 


California  Highway  Commission  in  session  with  three  recently  appointed  members  present.  Left  to  right:  Julien  D.  Roussel,  secretary; 
William   T.   Hart,   Paul   G.  Jasper,   Harry  A.   Hopkins,  chairman;    H.  R.  Judah  and   Philip  A.  Stanton. 


DISTRICT  XI 

streets 

State  of  Major 

Highways  Importance 

County                           City                                 (Section  203)  (Section  194) 

;i  Imperial                   Brawley $8,153  62  $6,245  10 

Calexico    4,919  98  3,768  36 

Calipatria 1,213  79  929  67 

El   Centre 6,587  57  5,045  62 

Holtville    1,373   13  1,051   72 

Imperial 1,517  62  1,162  39 

Westmoreland 1,152  87  883  02 

Total    Imperial  County $24,918  58  $19,085  88 

Riverside                 BIythe    $796  69  $610  21 

Indio 2,031   57  1,556  04 

Total    Riverside   County  ___           $2,828  26  $2,166  25 

San  Diego               Chula  Vista $3,02196  $2,314  61 

Coronado     4,237  33  3,245  49 

El  Cajon 820   13  628  16 

Escondido 2,672  06  2,046  60 

La    Mesa 1,962  84  1,503  40 

National    City 5,702  61  4,367  80 

Oceanside 2,743  60  2,102  24 

San  Diego 115,596  71  88,539  36 

Total   San  Diego  County___      $136,757  24  $104,747  66 

Total  District  XI $164,504  08  $125,999  79 

A  careful  motorist  is  one  who  avoids  not  only   tlie  wet  spots  in 
the  roads  but  the  wet  spots  along  it. 

California  Hightvays  and  Public  Works 


Highway  Board  Completecl 

By  JULIEN  D.  ROUSSEL,  Secretary 


For  the  first  time  in  twenty  months  a  full  membership 
was  present  at  the  meeting  of  the  California  Highway 
Commission  in  Long  Beach  on  July  10th. 

An  illness  of  almost  two  years'  duration  had  prevented 
Commissioner  Philip  A.  Stanton  from  attending  sessions 
and  during  that  period  there  were  several  changes  in  the 
personnel  of  the  commission. 

"We  have  missed  your  wise  counsel  and  guidance  and 
are  happy  you  are  back  with  us  again,"  Chairman  Harry 
A  Hopkins  told  Mr.  Stanton  in  opening  the  meeting. 

When  Mr.  Stanton  took  his  seat  he  found  a  huge  floral 
piece  standing  behind  his  chair.  It  was  sent  by  the  Los 
Angeles  Chamber  of  Commerce,  of  which  Mr.  Stanton 
was  one  of  the  founders. 

NEW  APPOINTEE  INTRODUCED 

Attending  were  Commissioners  Hopkins,  Stanton,  H.  R. 
Judah,  Paul  G.  Jasper  and  William  T.  Hart.  It  was 
Mr.  Hart's  first  meeting,  he  having  been  appointed  by 
(rovernor  Frank  F.  Merriam  to  .succeed  the  late  Charles 
D.  Hamilton  of  Banning. 

(Continued  on  page  23) 

f  Nineteen  I 


RELOCATION  OF  U.  S.  40  SOUTH 

OF  VACAVILLE  HEARING  COMPLETIOH 


By  C.  J.  TEMBY,  District  Office  Ensineer 


THE  GRADING  and  paving 
with  asplialtic  concrete  of  the 
rehx-ated  section  of  State  High- 
way between  3.7  miles  north  of  Fair- 
field and  0.6  mile  south  of  Vacaxalle 
is  making  satisfactory  progress  and 
will  be  finished  this  month. 

This  project,  commonly  referred  to 
as  the  Orchard  Line  Change,  im- 
proves a  lieavy  traffic  route,  U.  S.  40, 
between  Sacramento  and  tlie  Bay 
region.  Its  completion  will  elimi- 
nate a  section  of  existing  road  com- 
posed of  poor  alignment  and  grades. 
The  curvature  on  the  present  road 
totals  approximately  866  degrees, 
compared  with  the  curvature  on  the 
proposed   alignment   of   114   degrees, 


wide  by  six-tenths  of  a  foot  thick  at 
the  center,  increasing  to  75  hun- 
dredths thick  in  the  outer  2  feet  at 
the  edge. 

The  earthwork  on  this  project  was 
through  adverse  soil,  chiefly  adobe, 
having  a  high  shrinkage  value,  which 
made  it  necessary  to  provide  a  sub- 
grade  treatment  of  selected  material 
to  form  a  cushion  between  the  native 
soils  and  the  ]iavement.  For  this 
purpose,  a  selected  material  blanket, 
approximately  1  foot  in  thickness 
underneath  the  pavement  and  extend- 
ing for  the  full  width  of  the  roadbed, 
was  constructed. 

The  selected  material  was  obtained 
from  local  source,   a  hill   about  0.5 


existing  old  bridge,  which  was  quite 
a  landmai'k  to  the  public  using  the 
highway  in  this  vicinity. 

The  construction  of  this  highway 
will  represent  an  expenditure  of 
about  $191,700  and  is  being  financed 
from  State  highway  funds  and  Fed- 
eral funds  under  the  control  of  the 
U.  S.  Bureau  of  Public  Roads. 

The  contractor  has  established  his 
paving  plant  on  a  railroad  siding 
near  the  ea.sterly  boundaries  of  Vaca- 
ville.  At  this  plant,  a  3000  pound 
mixer  is  used  and  the  pavement 
haided  by  a  fleet  of  trucks  to  the  site 
of  the  work. 

The  contract  progress  to  date  has 
been  satisfactory.    It  is  expected  that 


Map    showing    "Orchard     Line    Change,"    the    relocated    section    of    highway    between    Fairfield    and    Vacaville    compared    with    existing 

crooked    route. 


making   a   reduction   of   752   degrees 
or  more  than  two  complete  circles. 

GRADES   AND    CURVES   REDUCED 

The  maximum  grade  of  the  exist- 
ing road  was  approximatelj^  7  per 
cent  as  compared  to  the  maximum 
on  the  proposed  project  of  5  per  cent. 

In  addition  to  the  reduction  in 
curvature  and  grades,  the  new  project 
will  effect  a  saving  of  approximately 
3500  feet  or  nearly  three-quarters  of 
a  mile  in  distance.  The  minimum 
radius  curve  will  be  3800  feet,  while 
the  minimum  on  the  old  road  is  300 
feet. 

The  new  road  is  graded  to  a  stand- 
ard 36-foot  roadbed  and  is  being 
paved  with  asphaltic  concrete  20  feet 


mile  north  of  tlie  town  of  Vacaville. 
This  section  required  approximately 
43,000  cubic  yards  of  imported  bor- 
row. The  grading  required  about 
97,000  cubic  j^ards  of  unclassified 
roadway  excavation.  The  paving  will 
require  approximately  18,800  tons  of 
asplialt  concrete. 

In  addition  to  the  grading  and  pav- 
ing it  was  necessary  to  construct  a 
new  bridge  across  Alamo  Creek,  about 
0.6  mile  south  of  Vacaville,  or  at 
the  northerly  end  of  the  project. 
This  new  bridge  consists  of  a  rein- 
forced concrete  structure  on  steel 
piles. 

The  comi)letion  of  tliis  road  on 
new  alignment  and  over  the  new 
bridge,   requires   the   removal   of   the 


at  the  present  rate  all  paving  will 
be  completed  this  month  and  the  bal- 
ance of  the  miscellaneous  work  on  the 
road  should  be  completed  within 
about  two  week  thereafter. 


They  say  a  So<itchman  from  Aberdeen  is 
Iiutting  off  buying  an  atlas  until  world 
affairs  look  a  little  more  settled. 


Mrs.  Smythe-Browne  was  making  the  final 
aiTansement.s  for  her  elaborate  ret'eption. 

"Bridget,"  she  said  to  her  old  servant, 
"for  the  first  thirty  minutes  after  six  o'clock 
I  want  yon  to  stand  at  the  drawing-room 
door  and  call  the  guests'  names  as  they 
.irrive." 

Bridget's  face  lit  up. 

"Very  well,  ma'am,"  she  replied.  "I've 
been  wantin'  to  do  that  to  some  of  your 
friends  for  years." 


[Twenty] 


California  Hightvays  and  Public  Works 


Busy  scenes  on  the  Fairfield -Vacaville 
relocation  of  U.  S.  40  showing  equipment 
placing  20-foot  asphaltic  concrete  pave- 
ment. At  topt  trucks  dumping  into 
spreader  boxes  and  mechanical  finishing 
machine  in  operation.  Center,  equipment 
rolling  finishing  course.  At  bottom,  close- 
up   of  spreader   box  finishing   machine. 


California  Hightvays  and  Public  Works 


In  the  Field  With  the  Old  Timers 


COMES  now  an  applicant  for  mem- 
bership in  the  Old  Timers'  Club 
of  the  State  Division  of  Highways 
wlio  is  an  old  timer  in  truth. 

He  is  T.  A.  Bedford  of  Sacramento 
headquarters  of  the  Division  of  High- 
ways and  he  becomes  head  man  of  the 


and    Orient    Railroad    in    Oklahoma, 
Texas  and  Mexico. 

Mr.  Bedford  was  riding  range  in 
Texas  when  a  survey  party  of  the 
Kansas  City,  Mexico  and  Orient  Rail- 
road stopped  at  the  ranch  where  he 
was  emjjloyed.     He  and  the  chief  of 


' '  I  don 't  know  anything  about  the 
work,"  Bedford  replied. 

' '  Well, ' '  said  the  chief  of  party, ' '  if 
you  can  punch  cattle  you  can  punch  a 
track  laying  crew  for  me  in  Mexico." 

And  so  Bedford  quit  the  range  and 
signed  up,  and  has  been  engineering 


Tough  reconnaissance  work  on  Old  Oregon  Trail  over  Scott   Mountain   in   1912.     T.  A.   Bedford   with   horse 


center  foreground. 


club.  His  credentials,  an  identifica- 
tion card  issued  by  the  original  Cali- 
fornia Highway  Commission,  show 
that  he  was  appointed  Division 
Engineer  attached  to  Division  11, 
Redding,  on  December  9,  1911. 

Witli  the  exception  of  ten  months 
when  he  was  in  Cuba  in  1928-29,  Mr. 
Bedford  has  been  continuously  with 
the  State  in  highway  work  since  the 
date  of  his  first  appointment. 

Cowpuncher  in  Texas,  railroad  man 
in  the  Lone  Star  State,  Mexico,  Cali- 
fornia and  Oklahoma,  a  county  sur- 
vej'or  in  Texas  and  road  builder  in 
California,  Mr.  Bedford  has  had  a 
varied  experience.  Born  in  Texas, 
March  9,  1870,  he  was  reared  on  a 
cattle  ranch  there.  His  first  engineer- 
ing job  was  as  head  chainman  with  a 
survey  party  in  Texas  in  the  spring 
of  1886.  Prom  1895  to  1901  he  was 
county  surveyor  of  Knox  County, 
Texas.  For  eight  years  from  1901  he 
was  chief  of  party  and  division 
engineer  of  the  Kansas  City,  Mexico 


party  became  friends  and  the  latter 
one  day  asked  him  : 


T.  A.    BEDFORD 


'"How  would  you  like  to  become  an 
engineer  ? ' ' 


ever  snice. 

Prom  1908  to  1911,  Mr.  Bedford 
was  deputy  highway  engineer  for  the 
San  Diego  County  Highway  Com- 
mission. Like  a  number  of  other  men 
who  attained  responsible  positions 
with  the  California  Highway  Com- 
mission, Mr.  Bedford  met  in  San 
Diego  Austin  B.  Pletcher,  M'ho  was 
to  become  State  Highway  Engineer 
in  1911  and  later  the  first  director  of 
the  State  Department  of  Public 
Works.  He  came  into  State  service 
with  Mr.  Fletcher. 

Mr.  Bedford's  first  assignment 
under  Mr.  Pletcher  was  as  Division 
Engineer  at  Redding.  He  spent  two 
years  there  surveying  and  locating 
the  Pacific  Highway  from  Redding  to 
the  Oregon  line,  the  laterals  from 
Redding  to  Alturas,  from  Red  Bluff 
to  Susanville  and  the  Trinity  lateral 
from  Redding  to  the  coast. 

Of  those  years  Mr.  Bedford  relates: 

"In  the  early  days  of  State  liigh- 
way  work,  especially  in  Division  II, 


|Tw^enty-two] 


California  Highways  and  Public  Works 


CALIFORNLV  HlCIH^AY  COMMISSION 


CHAS  O  Bl-AN£y 
NO  DARLINGTON 
BURTON  A  TOWN£,  C' 


ForuniBMg. 

Sacramento.  California. 


^  HiGHV/AY  Engineer 

AUSTIN  a  rLETCHER 
SccKeTAny 

WILSON  fl  CLLIS 


Tins  IS  TO  CERTIFY  Viat- 

T^_^i_Bf^J"ord y       Roddir.E,    Califnrr.in 

/vas  /duly  /ippomted',JIl'a.z&::^iiiiy:Jl^-.l9I±,/«  be 

lL_orXi5e 

of  the  California.  HioinvAr  Com^tissiox.  his  ferni' 
offfHre  to  be.pl  the  pteasiur  of  the  Corrinu.^stf)n. 


-^./St^Xg^ 


SF.CRBTARY 


T.  A.  Bedford's  card  shows  he  was  appointed  to  engineering  staff  December  11, 
1911,  making  him   head  man  in  Old  Timers'  Club  to  date. 


■whieli  embraced  the  most  northern 
part  of  the  State,  a  great  deal  of  diffi- 
cult and  hazardous  reconnaissance 
work  was  necessary. 

' '  It  required  a  great  deal  of  encrcy 
and  no  small  amount  of  good  luck  to 
complete  a  sui'vey  trip  sometimes. 

'Practically  all  of  my  reconnais- 
sance trips  were  made  alone.  Fewer 
people  got  into  less  trouble  that  way. 
I  had  several  close  calls. 

"In  1912  a  very  fine  young  horse 
was  bought  up  in  Modoc  County  for 
my  use.  He  was  six  years  old,  a  dark 
gray,  tall,  trim  and  rather  wild.  He 
tried  to  unload  me  more  than  once 
but  didn't  succeed.  His  energy  was 
unbounded  and  he  could  do  45  miles 
over  mountain  trails  in  one  day.  Old 
Flip,  that  was  his  name,  and  very 
appropriate,  died  only  last  year  at  the 
:age  of  29,  his  hair  white  with  age, 
after  23  years  in  the  service  of  the 
State.  He  was,  however,  practically 
retired,  on  a  pension  I  guess,  during 
the  last  two  years  of  his  life. 

"Most  of  the  reconnaissance  had  to 
be  made  on  foot.  Many  people  around 
Redding  thought  that  the  Redding- 
Alturas  lateral  should  follow  the  Pit 
River  Canyon  on  a  "water  grade," 
whatever  that  is.  Roseoe  J.  Anderson, 
an  attorney  at  Redding,  insisted  on 
seeing  that  route.  Roseoe  did  well 
but  when  we  reached  the  Big  Bend 
country,  he  came  so  near  the  end  of 
his  career  on  one  of  the  bluffs  over- 
hanging the  Pit  that  when  we  got  on 
level  ground  we  headed  for  home. 
Only  Roseoe  can  do  the  story  justice. 

"Both  the  North  Fork  and  Middle 
I  Fork  of  the  Feather  River  had  to  be 
;  s  e  0  u  t  e  d  out  and  on  foot.  The 
I  McCloud  River,  Sacramento  and 
I  Shasta  canyons  had  to  be  studied 
as  well  as  the  Old  Oregon  Trail  over 


Scott  Mountain.  About  the  most 
interesting!  of  all  was  a  45-mile 
motorboat  trip  down  the  lower 
Klamath  River  with  its  many  rapids 
all  of  which  we  ran  except  one." 

Mr.  Bedford  was  transferred  to 
District  1  in  1923  where  he  remained 
until  1928,  when  he  obtained  a  leave 
of  absence  and  went  to  Cuba  for  ten 
months.  Upon  his  return  in  1929  he 
was  assigned  to  Central  Headquarters 
in  Sacramento  to  study  the  entire 
State  highway  system.  He  is  there 
today  piling  up  more  years  of  service 
with  the  Division  of  Highways. 


CREW  MAN  INJURED 

Protecting  the  motoring  public 
sometimes  has  its  hazards  for  the 
men  of  the  Maintenance  Department. 
Just  recently  on  the  Coast  Highway, 
north  of  Ventura,  a  crew  under  Fore- 
man D.  MacDougall  of  El  Rio  was 
removing  mud,  which  had  washed 
down  on  to  the  pavement.  It  was  2 
o'clock  in  the  morning.  With  flares 
burning,  an  abundance  of  red  lanterns 
set  out  and  with  flagmen  stationed  at 
either  end  of  the  barricades,  a  motor- 
ist came  along  at  a  high  rate  of  speed, 
ran  by  the  flagman  and,  cutting 
over  to  the  wrong  side  of  the  road, 
crashed  into  the  rear  of  one  of  the 
Division  of  Highway  car.s  with  such 
force  as  to  fling  it  upon  George 
Rhodes,  a  member  of  MacDougall's 
crew.  Rhodes  suffered  a  concussion 
of  the  brain  and  a  broken  leg  and 
was  unconscious  for  a  week.  He  is, 
fortunately,  recovering. 


First  Chappie :  "My  brother  thinks  a  foot- 
ball coach  has  four  wheels." 

Second  Chappie :  "Ha !  Ha !  And  how 
many  wheels  has  the  bally  thing?" 


Highway  Officialdom 
Eager  for  Message 
of  Chief  MacDonald 

(Continued  from  page  12) 

tain  highways,  for  we  are  ever 
learning  and  ever  striving  to  keep 
in  the  foremost  of  the  ranks  of  practi- 
cal highway  construction  engineers. 
However,  the  most  of  our  delegates 
will  find  their  keenest  interest  in  the 
words  of  Thomts  H.  MacDonald,  Chief 
of  the  Bureau  of  Roads,  because  the 
future  of  highways  for  the  next  few 
years  depends  upon  the  policies  of 
the  Federal  Government. 

This  is  true  because  Federal  aid 
is  so  necessary,  e.speeially  when  as  in 
California,  so  much  State  highway 
funds  are  taken  by  counties,  cities 
and  other  political  subdivisions. 
Chief  MacDonald  has  intimated  that 
he  will  have  important  information 
to  impart  to  highway  builders  of 
America  at  this  meeting. 

Any  industry  so  progressive  as 
that  relating  to  the  automobile  can 
not  nap  and  all  the  progressive  high- 
way officials  in  the  United  States  will 
be  in  attendance  when  Chief  MacDon- 
ald chooses  to  announce  the  Govern- 
ment road  policy  for  the  ensuing 
years. 

Arrangements  for  this  great  meet- 
ing are  being  handled  by  Harry  A. 
Hopkins,  Chairman  of  the  California 
State  Highway  Commisision  and  the 
engineers  of  the  State  Department  of 
Public  WorlvS  as  well  as  the  Director 
thereof.  Earl  Lee  Kelly. 


California  Highways  and  Public  Works 


HIGHWAY  COMMISSION 

AGAIN  COMPLETE 

(Continued  from  pagre  19) 

During  the  illness  of  Mr.  Stanton 
former  State  Senator  Ray  Ingels  of 
Mendocino  succeeded  Dr.  W.  W.  Bar- 
ham  of  Yreka  as  commissioner  on  May 
21,  1935.  Mr.  Ingels  became  Director 
of  the  Department  of  Motor  Vehicles 
in  August,  1935,  thereby  creating  a 
vacancy  on  the  board.  On  July  24, 
1935,  Charles  D.  Hamilton  succeeded 
Frauk  A.  Tetley  on  the  commission. 
Mr.  Hamilton  died  suddenly  April  24, 
1936. 

On  May  6,  1936,  Governor  Merriam 
named  Mr.  Jasper  of  Fortuna  to  fill 
the  vacancy  caused  by  the  resignation 
of  Mr.  Ingels  and  appointed  Mr. 
Judah  of  Santa  Cruz  to  succeed  Timo- 
thy A.  Reardon  of  San  Francisco,  who 
resigned.  In  July,  Mr.  Hart  was 
appointed  to  succeed  Mr.  Hamilton. 

I  Twenty-three  I 


Pan-American  Highway  Cuts 
Through  Lush  Tropical  Jungle 


(Continued  from  page  10) 


implements  contrasting  with  the  fac- 
tory city  of  Monterey. 

In  victoria,  with  its  400-year-old 
cathedral,  its  ancient  cahs  and  drows- 
ing natives,  our  party  lunched  as  the 
guests  of  the  Governor  of  the  State 
of  Taniaulipas.  We  departed  in  the 
late  afternoon  for  Villa  Juarez  where 
we  were  entertained  at  dinner  and 
where  we  remained  over  night. 

THROUGH   TROPICAL   JUNGLE 

After  leaving  Victoria  the  visitor  is 
impressed  with  the  lush  tropical  jun- 
gle through  which  the  Pan-American 
Highway  passes,  a  route  that  was 
cleared  with  machetes.  Here  thou- 
sands of  parrots  and  tropical  birds 
chatter  in  the  trees  and  if  the  motorist 
from  the  States  inquires  he  will  learn 
he  has  crossed  the  Tropic  of  Cancer 
and  is  in  the  Tropical  Zone. 

South  of  Victoria  the  highway 
crosses  a  number  of  bridges  over  tropi- 
cal rivers  and  streams  and  runs 
through  a  country  that  has  changed 
little  in  thousands  of  years.  Here 
live  the  descendants  of  the  ancient 
Huastecs  and  they  live  much  as  their 
forefathers  did.  However,  the  new 
highway  is  destined  to  change  this 
primitive  land  and  the  lives  of  its 
natives. 

AMERICAN  MONUMENT  DEDICATED 

We  left  Villa  Juarez  at  8  o  'clock  on 
the  morning  of  July  3d  for  Chapul- 
huaean,  where  we  lunched  and  from 
which  we  departed  in  the  afternoon 
for  Zimapan.  Here  we  had  dinner, 
enjoyed  a  serenade  and  fireworks  and 
dance  and  remained  over  night. 
Early  the  following  morning  the  trip 
was  resumed  and  we  arrived  at  Pa- 
chuca  before  noon,  participating  in 
the  laying  of  the  cornerstone  of  the 
monument  dedicated  by  the  American 
colony  to  the  people  of  Mexico  in 
honor  of  the  inauguration  of  the  Mex- 
ico City-Laredo  Highway. 

Leaving  Tamazunchale,  the  altitude 
of  which  is  about  330  feet,  the  motor- 
ist on  the  new  highway  will  again  be 
impressed  with  the  easy  grade  which 
leads  up  into  the  mountains  so  sud- 
denly that  it  comes  as  a  distinct  sur- 
prise to  look  back  and  down  and  see 


far  below  a  silver  ribbon  that  is  the 
Moctezuma  River.  It  is  the  road  be- 
tween Tamazunchale  and  Jacala  that 
will  attract  the  attention  of  engineers. 
Here,  indeed,  engineering  skill  accom- 
plished wonders. 

AWED  BY  SCENIC   GRANDEUR 

The  road  climbs  steadily  to  an  ele- 
vation of  6000  feet  and  the  scenic 
beauty  of  the  mountains  and  jungles 
awes  one  with  its  grandeur. 

At  Paehuca  our  party  was  wel- 
comed by  State  and  city  officials  and 
we  lunched  as  the  guests  of  the  Gov- 
ernor of  the  State  of  Hidalgo.  We 
departed  for  Mexico  City  in  the  after- 
noon. 

American  motorists  who  travel  the 
new  highway  to  Mexico  City  doubt- 
less will  ever  after  remember  with 
delight  the  road  from  Jacala  to  the 
Mexican  capital,  a  distance  of  166 
miles. 

At  Jacala  the  elevation  is  about 
4800  feet.  Ahead  to  the  south  are 
towering  mountains  and  one  is  in- 
clined to  doubt  that  a  highway  runs 
through  them.  But  the  Pan-Ameri- 
can Highway  does  and  leads  the  mo- 
torist up  to  an  elevation  of  8200  feet 
before  dropping  down  into  Mexico 
City. 

We  arrived  at  Atzacoalco  on  the 
evening  of  July  4th  where,  after  a 
ceremony  during  which  the  keys  to 
the  City  of  Mexico  were  presented  to 
our  party,  we  entered  the  capital.  A 
dance  at  the  American  Club  given 
that  night  by  the  American  Chamber 
of  Commerce,  the  American  Colony 
and  the  American  Legion  was  the  be- 
ginning of  a  three-day  round  of  enter- 
tainment for  the  visiting  delegates. 

The  American  delegation  returned 
to  Laredo  by  train  vividly  impressed 
with  the  magnificent  highway  it  had 
seen  and  convinced  that  soon  thou- 
sands of  motorists  will  be  rolling 
down  to  l\Iexico  City  from  the  United 
States  fully  justifying  the  ten  years 
of  arduous  labor  which  made  possible 
the  Pan-American  Highway. 


Federal  Aid  For 
Secondary  Roads 

Provision  in  the  Hayden-Cart- 
wright  bill  for  Federal  aid  for 
secondary  and  farm-to-market  roads 
is  one  of  the  most  important  develop- 
ments in  national  highway  legislation. 
The  handicap  of  dirt  roads  is  a 
serious  cost  factor  in  the  marketing 
of  farm  products,  and  in  many 
mining  operations.  In  this  day  of 
the  automobile,  mudless  roads  are  a 
necessity.  They  must  not  only  be 
mudless,  but  they  must  be  aligned  to 
accommodate  modern  motor  traffic. 

Stimulation  of  construction  of 
mode  r  n  feeder  roads  is  a  wise 
national  policy.  Not  only  is  it  wel- 
comed bv  all  thinking  jjeople,  but  it 
will  prove  .so  popular  that  the  .$2.5.- 
000,000  per  annum  set  up  in  present 
legislation  will  be  expanded  in  the 
future. 

Federal  aid  for  feeder  roads  is  the 
natural  outgrowth  of  Federal  aid  for 
primary  roads.  As  in  the  case  of 
primary  roads,  the  feeder  roads  will 
be  under  the  broad  jurisdiction  of 
the  U.  S.  Bureau  of  Public  Roads, 
which  will  set  up  .standai'ds  with 
which  specifications  and  construction 
must  comply.  And  again,  as  in  the 
case  of  primary  roads,  the  Federal 
funds  must  be  matched  by  local 
funds.     This,  too,  is  a  wise  policy 

The  benefits  of  Federal  aid  for 
feeder  roads  will  be  far  reaching. — ■ 
Highway  Builder  and  Engineer. 


2,245,042  MOTOR  VEHICLES 

REGISTERED  IN  SIX  MONTHS 

With  2,24.5,042  motor  vehicles 
"tagged"  in  the  first  six  months  of 
this  year.  Gov.  Frank  F.  Merriam 
announced  collection  of  registration 
fees  has  provided  an  apportionment 
of  $6,295,526  for  construction  and 
maintenance  of  roads  and  highways. 

Of  the  total  apportionment,  $3,147,- 
763  will  go  to  the  58  county  govern- 
ments for  road  development.  A  like 
sum  will  be  made  available  to  depart- 
ment of  public  works  for  State  high- 
way i)rojects. 


"Shall  I  take  .vou  to  the  zoo?" 
"No,  if  the.v  want  me,  they'll  come  after 
me." — Siwasher. 


A    man    on    trial    for    his   life    was   being 

examine<l  by  a  grroup  of  alienists.     Suddenly 

one  do<'tor  junn>ed  up  and  shouted  at  him : 

"Quick,  how  many  feet  has  a  centipede?" 

The  man  came  back  in  a  dry,  dry  voice: 

"flad,    is    that    all    you    have    to    worry 

nbiiut?" — Trail    (N.  Y.)    Times-Record. 


[Twenty-four] 


California  Highways  and  Public  Works 


Location   of    proposed    Arroyo    Seco    Parkway   through    Victory    Park,  Los  Angeles,  showing  paved  stream  channel  at  left  of  pictur 


{Streets  Cross  Above 
Depressed  Parkway 

(Continued  from  page   4) 

design  is  arranged  so  that  there  will 
be  no  left-hand  turn  across  lanes  of 
traffic,  which  is  a  very  desirable  fea- 
ture from  the  standpoint  of  safety  and 
noninterfei'ence  with  traffic. 

The  proposed  depressed  parkway 
through  South  Pasadena  will  enable 
all  through  traffic  to  pass  through 
that  city  without  using  any  of  its 
surface  streets,  eliminating  the  haz- 
ards and  interference  with  local 
traflBc.  All  the  existing  streets  in 
South  Pasadena  (Arroyo  Drive, 
Grand  Avenue,  Orange  Grove  Ave- 
nue, Prospect  Avenue,  Meridian 
•Avenue,  Fremont  Avenue  and  Fair 
Oaks  Avenue)  will  be  carried  across 
the  depressed  parkway  on  orna- 
mental bridges  which  will  be  at 
the  grade  of  the  existing  street  and 
will  be  the  same  width  between  curbs 
as  the  existing-  street  with  the  side- 
walks additional. 

More  persons  will  be  enabled  to 
enjoy  the  long,  narrow  strip  of  park 
in  the  Arroyo  Seco  by  the  construc- 
tion of  this  parkway  than  would  ever 
get  benefits  from  the  park  in  any 
other  way. 

Because  of  the  safe  and  quick 
access  which  the  Arroyo  Seco  Park- 
way would  provide  to  the  center  of 
Los  Angeles,  the  areas  contiguous  to 
and  .served  by  the  parkway  will  nat- 
urally become  more  desirable  from  a 
residential    standpoint.     As   a   conse- 


quence, land  values  will  be  enhanced, 
and  the  local  business  centers,  which 
get  their  support  almost  entirely 
from  the  local  residents,  will  receive 
the  impetus  which  would  come  from 
increased  population  in  the  adjacent 
territory. 

Upon  recommendation  of  the  offi- 
cials and  interested  citizens  of  the 
cities  of  Los  Angeles,  South  Pasadena 
and  Pasadena,  the  last  State  Legisla- 
ture designated  this  Arroyo  Seco 
Parkway  as  a  secondary  highway  in 
the  State  Highway  System.  This  ac- 
tion make.s  the  project  eligible  to 
receive  allotments  from  the  city's 
share  of  the  gasoline  tax  in  the  three 
cities  mentioned,  and  funds  have  al- 
ready been  set  aside  by  the  cities  of 
Pasadena  and  South  Pasadena  for 
starting  work  on  surveys,  plans  and 
acquisition   of   rights   of  way. 

The  city  of  Los  Angeles,  with 
emergency  Federal  funds,  has  al- 
ready done  a  large  amount  of  work 
in  constructing  a  paved  channel  to 
take  care  of  the  Arroyo  Seco  drain- 
age between  Avenue  52  and  San 
Pascual  Street  in  South  Pasadena. 
In  connection  therewith  they  have 
graded  a  considerable  portion  of  the 
roadbed  for  the  Arroyo  Seco  Parkway. 

The  Los  Angeles  officials  expect  this 
WPA  project  to  continue,  and  are 
hopeful  that  the  entire  channel  will 
be  paved  within  the  coming  year. 

Because  of  the  fine  spirit  of  co- 
operation existing  between  officials  of 
the  three  cities,  of  the  county  of  Los 
Angeles,  of  the  State  and  the  Federal 
Government,  an  unexpected  amount 
of  progress  already  has  been  made  on 
the  project. 


Subway  Drained  by 
Two  Automatic  Pumps 

(Continued  ti-om  page  11) 

at  the  top.  The  three  foot  .sidewalks 
on  both  sides  consist  of  a  four  inch 
reinforced  concrete  surface.  The  side- 
walk and  curb  extend  through  the 
depressed  portion.  The  drainage  of 
the  subway  section  is  handled  by  a 
series  of  catch  basins,  a  sump,  and 
two  five  inch  automatic  electric 
pumps. 

The  pavement  is  protected  from 
capillary  action  that  might  cause  the 
rise  of  water-soluble  salts  that  attack 
concrete,  by  a  seal  of  Grade  "E" 
asphalt  placed  one  foot  below  sub- 
grade.  This  membrane  also  shuts  out 
surface  waters  from  anj'  expansive 
subgrade  soils  that  lie  below  the  pave- 
ment. The  section  between  the  seal 
and  the  subgrade  is  backfilled  with 
selected  imported  borrow. 

PROJECT  COST  n24,000 

A  concrete  well  on  either  side  of 
the  project  permits  possible  future 
removal  or  repairs  to  the  pipe  line. 
The  8"  carrier  pipe  is  also  encased  in 
a  12"  pipe  as  an  insurance  against 
breakage  of  the  line  and  flooding  of 
the  depressed  portion  with  hot  oil. 

This  project  provided  for  approxi- 
mately 32.000  man-hours  of  labor. 

The  total  cost  of  the  project  was 
$124,000,  which  covered  the  contract 
payment,  State  furnished  materials, 
railroad  work,  and  other  incidental 
expenditures. 


California  Highways  and  Public  Works 


[Twenty-five  I 


Angeles  Crest  Road 
Opens  Mountain  Area 
Close  to  Metropolis 

(Continued  from  page  2) 

labor,  which  is  em;i]oyed  principally 
ill  clearing:  rig'lit  of  way  oradinf;'  and 
erosion  control  work,  considerable 
power  equipment,  such  as  power 
shovels,  trucks  and  tractors,  will  be 
iised.  thereby  speedinsr  up  the  work. 

The  liipliway  from  Foothill  Boule- 
vard at  La  Canada  to  Red  Box  is 
12.7  miles  in  length  and  has  been 
constructed  by  the  State  Division  of 
Highways  in  successive  units,  starting 
in  1929  at  Haskell  Avenue  in  La 
Canada  and  being  completed  to  Red 
Box  late  in  19^4.  The  construction 
of  the  1.3  mile  section  which  is 
planned  as  a  connection  between  the 
convict  work  and  Red  Box  should 
be  completed  during  the  summer  of 
1937. 

EASIER  COUNTRY  AHEAD 

With  this  improvement  the  Angeles 
Crest  Highway  will  be  graded  in  a 
northeasterly  clirection  from  the  Foot- 
hill Boulevard  at  La  Canada  to 
Charlton  Flats,  a  distance  of  21  miles. 
A  contract  has  already  been  completed 
by  the  IT.  S.  Bureau  of  Public  Roads 
from  Big  Pines  westerly  and  a  con- 
nection eventually  will  be  made  with 
the  portion  under  construction  from 
La  Canada. 

The  portion  yet  to  be  constructed, 
after  present  pro.iects  have  been  com- 
pleted, will  be  over  easier  country, 
but  at  a  high  elevation,  extending 
from  Charlton  Flats  through  Chilao 
Flats,  Buckhorn  Flats.  Mt.  Tslip  Sad- 
dle, and  connecting  with  the  end  of 
the  five-mile  completed  section  just 
north  of  New  Mt.  Baldy. 

OPENS  MOUNTAIN  AREA 

This  route  is  through  extremely 
scenic  territory  and  will  open  up  for 
recreational  purposes  the  largest 
mountain  area  within  ea.sy  access  of 
the  densely  populated  Los  Angeles 
metropolitan   district. 

The  Angeles  Crest  Highway  from 
La  Canada  to  Big  Pines  Park  will 
be  about  46  miles  in  lengtli.  The 
total  cost  of  the  25  miles  already 
constructed,  or  under  con.struction, 
is  approximately  $2,500,000,  with  21 
miles  of  this  route  yet  to  be  com- 
pleted. 

The  value  of  tliis  highway  to  the 
more  than  two  million  residents  of 
the  metropolitan  area  of  which  Los 
Angeles  is  the  center,  can  hardly  be 
estimated. 

I  Twenty-six] 


Relocation  Eases  Curves  and 
Grades  on  Big  Pines  Road 

By  A.  EVERETT  SMITH,  Assistant  Highway  Engineer 


CONSTRUCTION  of  modern 
roads  leading  to  recreational 
centers  is  one  of  the  responsi- 
bilities of  the  State  in  the  develop- 
ment of  the  California  highway 
.system,  and  as  a  unit  in  this  phase 
of  development  in  Southern  Califor- 
nia, the  Division  of  Highways  is 
pushing  work  forward  toward  the 
completion  of  satisfactory  routes 
from  the  metropolitan  districts  to  Los 
Angeles  County  Park  at  Big  Pines  in 
the  Sierra  Madre  Mountains. 

Construction  of  the  Angeles  Crest 
Route,  which  will  be  the  main  ap- 
proach from  the  west  to  this  popular 
recreational  spot  has  been  under  way 
for  some  time  and  many  miles  have 
been  completed.  As  the  completion 
of  this  64-mile  route  will  take  some 
time,  the  Division  of  Highways  now 
has  under  way  the  construction  on 
new  alignment  and  grade  a  short 
stretch    of    highwav    connecting    the 


"Great  Work  and 
the  Whole  State 
Profits  from  it" 

Better,  safer  roads!  That  is 
a  policy  diligently  pursued  by 
the  California  Highway  Com- 
mission. 

Improvements  most  recently 
announced  will  benefit  Orange 
County  and  motorists  who 
travel  the  Coast  Highway  from 
Seal  Beach  to  Newport,  and 
who  drive  the  Santa  Ana  Can- 
yon road. 

More  than  $300,000  will  be 
spent  on  those  projects,  with 
the  result  that  the  Coast  Boule- 
vard between  the  points  named 
will  have  a  four-lane  width. 

The  canyon  route  will  have 
better  pavement  and  new 
bridges  on  the  section  now 
contracted.  All  told,  about  11 
miles  of  road  will  be  made  more 
serviceable  and  more  safe. 

It  is  a  great  work;  and  the 
whole  State  profits  from  it. — 
Pofiadrva  Sfnr-Ncws. 


park  witli  the  San  Bernardino-Lan- 
caster higliway  at  the  head  of  the 
Ca,jon  Valley. 

EASY  CURVES  AND  GRADES 

This  new  highway  winds  its  way 
on  easy  curves  and  grade  up  Wild 
Horse  Canyon,  over  Sheep  Creek 
Summit,  across  Sheep  Creek  and 
along  Swarthout  Creek  to  Big  Pines. 
Lying  wholly  within  National  Forest 
boundaries,  the  route  rises  from  an 
elevation  of  4686  feet  near  its  eastern 
terminus  to  an  elevation  of  5855  feet 
at  Big  Pines. 

Construction  of  the  new  location 
covers  a  distance  of  4%  miles  and 
will  provide  a  highway  which  is  a 
vast  improvement  over  the  old  road. 
The  maximum  grade  is  6.3%  and 
the  minimum  radius  of  curvature  is 
1000  feet,  whereas  the  old  road  has 
7  miles  of  excessively  steep  grades 
where  cars  now  toil  up  in  second  or 
low  gear.  The  central  twenty  feet 
of  the  30-foot  graded  roadbed  on  the 
new  road  will  be  oil  treated. 

TIIROUOH  ROUGH   CANYONS 

Under  the  supervision  of  Resident 
Engineer  C.  V.  Kane,  construction 
on  this  route  is  well  advanced;  rough 
grading  and  a  50-foot  span,  rein- 
forced concrete  bridge  over  Sheep 
Creek  being  complete.  Road  oiling 
operations  are  now  in  progress  and 
it  is  expected  that  the  work  will  be 
completed  by  the  end  of  the  month. 

The  thousands  who  annually  visit 
the  Big  Pines  area  for  lioth  summer 
vacations  and  outings  and  winter 
sports  activities  will  appreciate  this 
new  and  modern  highway  cut  through 
the  rough  canyons  of  this  portion  of 
the  Sierra  Madre.  bordered  with  pic- 
ture.sque  Joshua  trees,  Pinj-on  pines 
and,  at  the  terminus,  the  large  pines 
of  Los  Angeles  County  Park. 


It  is  s.-iid  that  the  tiger  has  a  more  h.inn- 
ful   l)iti'   tlian   the  lion. 

Somi>l)i«Iy  must  liave  -rone  to  great  pains 
to  find   that  out. 


"I'd  lilvo  a  couple  of  hard  boiled  eggs  to 
take  out,"  said  the  young  fellow  to  the  girl 
at  tlip  luneh  counter. 

"All   right."   replied   the  waitress  with   a  ; 
smile,   "you'll   hare   to  wait.      Mamie   and   I 
don't   get  off  until   10." 


California  Hightvays  and  Public  Works 


-i\ 


'■;*>. 


?^A«'l!k 


-Nt,--        '--Or"- 


Scenic  views  along  new  highway  connecting  Los  Angeles  County  Park  at  Big  Pines  with  the  San  Bernardino- Lancaster  highway 
iat  head  of  Cajon  Valley.  Inset  map  shows  where  project  is  under  construction.  Pictures  show  rough  grading  complete  before 
oiling.  Upper  photo  exemplifies  type  of  cuts  necessary  to  eliminate  dangerous  grade  on  old  highway  shown  in  background  of  center 
picture.      Lower    picture   reveals   easy   grade   of   new   highway. 


I  j  California  Highivays  and  Public  Works 


I  Twenty-seven  ] 


DIVISION  OF 


WATER  RESOURCES 


OFFICIAL  REPORT 

FOR  THE  MONTH  OF 

July,  1936 

EDWARD  HYATT,  State  Enaineer 


Announcement  that  cooperative 
bank  protective  work  on  flood  control 
projects  by  the  State  and  Federal 
government  is  about  to  be  resumed 
and  the  progress  of  preliminary  in- 
vestigations preparatory  to  starting 
construction  on  initial  units  of  the 
Central  Valle.y  Project  are  included 
in  the  following  monthly  report  of 
the  State  Engineer  together  with 
news  of  the  irrigation  districts,  dam 
applications,  water  distribution,  topo- 
graphic mapping  and  other  activities 
of  the  Department  of  Water  Re- 
sources. 

Among  interesting  details  are  re- 
sults of  a  research  in  methods  of 
runoff  forecasting  showing  an  error 
of  only  ten  per  cent  from  actual  run- 
off figures. 


IRRIGATION    DISTRICTS 


Districts  that  have  recently  received  ap- 
proval of  the  Reconstruction  Finance  Cor- 
poration for  loans  include  the  Anderson- 
Cottonwood  District  which  has  been  offered 
$282,500  for  refinancing  its  outstanding 
bonded  indebtedness,  and  the  Richvale  Dis- 
trict which  will  receive  .$113,500  to  pur- 
chase water  rights  and  build  canals  for  a 
2000  acre  tract  that  will  be  added  to  the 
district. 

Continued  activity  in  the  formation  of 
new  irrigation  districts  in  San  Joaquin 
Valley  is  evidenced  by  the  filing  of  three 
more  petitions  with  the  board  of  supervisors 
of  Tulare  County.  Copies  of  organization 
petitions  that  were  presented  by  the  pro- 
posed Lindmore,  Ivanhoe  and  Exeter  irriga- 
tion districts  have  been  filed  with  the  State 
Engineer. 

In  addition  to  matters  previously  re- 
ported, the  following  petitions  were  acted 
upon  by  the  District  Securities  Commission 
at  the  last  regular  meeting  held  in  San 
Francisco,  June  12,   1936: 

Application  of  Big  Springs  Irrigation  Dis- 
trict for  approval  of  the  first  refunding 
issue  of  bonds  in  the  amount  of  $26,000  for 
certification  by  the  State  Controller  was 
granted. 

Requests  of  Waterford  Irrigation  District 
and  Banta  Carbona  Irrigation  District  for 
consent  to  execute  agreements  with  bond- 
holders, waiving  the  statute  of  limitations 
for  a  period  of  two  years,  were  approved  in 
so  far  as  consent  of  the  commission  was 
necessary. 


FLOOD   CONTROL   AND 
RECLAMATION 


Relief  Labor  ^Vorlc 

Work  has  been  continued  on  clearing  of 
the  Feather  River  channel  above  Marysville 
in  Yuba  County  and  the  Sutter  By-pass 
above  Long  Bridge.  An  average  of  85 
relief  laborers  have  been  employed.  A  new 
application  has  been  submitted  for  a  WPA 
project  to  clear  in  the  Feather  River 
channel. 

Bank   Protection   Program 

The  cooperative  program  for  bank  pro- 
tection work  by  the  State  and  Federal  Gov- 
ernment is  about  to  be  resumed,  and  the 
program  for  the  current  .year  is  awaiting 
approval  in  the  Division  Engineer's  office. 
Several  field  examinations  have  been  made 
at  the  places  where  work  is  to  be  perfoi-med. 

Sacramento  Flood  Control  Project 

This  Division  is  now  engaged  in  raising 
the  concrete  walls  of  the  Clara  Packer 
pumping  plant  about  six  miles  above  Colusa 
on  the  west  side.  This  work  is  being  done 
in  connection  with  the  reconstruction  of  the 
river  levee,  which  is  now  complete  up  to 
that  plant. 

The  moving  and  rearranging  of  buildings 
and  other  improvements  on  the  levee  right 
of  way  on  the  Boggs  and  Watt  ranches 
between  Colusa  and  Princeton  have  been 
continued. 


SUPERVISION    OF    DAMS 


Application  for  alteration  of  the  La- 
fayette dam  in  Contra  Costa  County  was 
filed  on  June  25,  19.36,  by  the  East  Bay 
Municipal  Utility  District.  This  applica- 
tion was  approved  on  July  6,  1936. 

Application  for  alteration  of  the  Hunt- 
ington Lake  dam  in  Fresno  County  was 
filed  on  July  3,  1936,  by  the  Southern  Cali- 
fornia  Edison   Company,   Ltd. 

Application  for  the  repair  of  Lake  Fordyce 
Dam  in  Nevada  County  was  approved  on 
June  27,  1936.  This  dam  is  owned  by  the 
Pacific   Gas  and   Electric  Company. 

Application  for  the  repair  of  the  Silver 
Lake  Dam  of  the  city  of  Los  Angeles  was 
approved  on  July  8,  1936. 

Accelerated  progress  is  being  made  on  the 
construction  work  now  under  way  on  the 
O'Shaughnessy,  West  Valley,  Sheffield,  Lake 
Hodges,  Caljaco,  San  Gabriel  No.  1,  Grant 
Lake  and  Areata  dams. 

Practically  all  dams  in   the  nortlicru  part 


of  the  State  have  been  inspected  and  con- 
tacts made  and  arrangements  completed  for 
repairs  and  alterations  made  necessary  by 
the  heavy  runoffs  of  the  last  season. 

The  usual  maintenance  and  operation  in- 
spections have  been  made  as  well  as  the 
necessary  inspections  of  repair  and  altera- 
tion and  construction  work  under  way. 


WATER   RIGHTS 


Supervision   of  Appropriation  of  Water 

Tliirty-two  applications  to  appropriate 
water  were  received  during  June ;  13  were 
denied  and  19  were  approved.  In  the  same 
period  6  permits  were  revoked  and  17  passed 
for  license. 

Inspections  were  made  preliminary  to  the 
issuance  of  licenses,  or  revocation  upon  the 
ground  of  failure  to  comply,  in  Kern,  Los 
Angeles,  San  Bernardino,  Tehama,  Modoc, 
Lassen.  Plumas,  Sierra,  Nevada  and  Placer 
counties. 

Water  Distribtition 

Water  master  service  in  the  following  dis- 
tricts was  continued  throughout  the  month  : 
Owl,  Soldier,  Emerson,  Cedar,  Deep  and 
Mill  Creek  Water  Master  Districts  (in  Sur- 
prise Valley,  Modoc  County)  ;  New  Pine, 
Davis,  and  Franklin  Creek  Water  Master 
Districts  (in  Goose  Lake  Valley,  Modoc 
County)  ;  South  Fork  of  Pit  River,  Pine 
Creek,  Hot  Springs  Valley  and  Big  Valley 
Water  Master  Districts  (in  Modoc  and 
Lassen  counties)  ;  Shasta  River  Water  Mas- 
ter District  (in  Siskiyou  County)  ;  Hat, 
Burney  and  Cow  Creek  Water  Master  Dis- 
tricts   (in   Shasta   County). 


SACRAMENTO-SAN  JOAQUIN 
WATER    SUPERVISION 


During  the  past  month  the  activities  of 
this  office  have  been  toward  securing  data 
from  which  to  tabulate  a  report  showing  the, 
diversions,  return  flow,  stream  flow  and  acre- 
age irrigated  in  the  Sacramento-San  Joaquin 
territory.  Three  engineers  are  in  the  field 
securing  these  data. 

A  mimeographed  report  of  this  work  for 
1935  has  been  completed  and  is  being  mailed 
to   intereste<l  parties. 

A  marked  decrease  in  stream  flow  was 
noted  during  the  past  month  and  it  can  be 
expected  that  a  corresponding  increase  of 
salinity  soon  will  be  noted  in  the  delta. 

For  the  purpose  of  comparison  with  other 
years  the  following  salinity  data  are  pre- 
sented. 


I  Twenty-eight] 


California  Highways  and  Public  Works 


Salinity 

Station                           1932                 1933                19S4  1935  1936 

Max.     7/14     Max.     7/1/,     Max.     7/H  Max.     7/11,  Max.*  7/1/, 

Point    Orient 1720     1360     1800     1490     1840     1770  1720     1480     1440 

BuUsIiead   Point 1320      630     1380       800     1640     1360  1260       800     660 

■0  and  A  Ferry 620         54       900       340     1200       700  540       136  520         70 

■  Antioeh    400           2       580         34       960      440  290         10  260           9 

iColIinsville    166           2       380         84       760      620  88         20  80           8 

Ijersey    150           1       280         11       670       200  86           3  75           2 

Rio   Vista 28           1       130     520         70         12     6           2 

*  Estimates,  from  April  Bulletin  of  California  Cooperative  Snow  Surveys. 


COOPERATIVE  SNOW   SURVEYS 


The  past  month  has  been  devoted  exclu- 
sively to  continuing,  in  the  office,  the  research 
work  in  methods  of  runoff  forecasting.  The 
effects  of  all  modifying  factors  have  been 
investigated  and  of  these,  that  of  precipita- 
tion during  the  April-July  period,  alone  has 
been  evaluated.  InsufiBcient  data  are  as  yet 
available  to  justify  assigning  numerical 
values  to  any  of  the  other  factors  and  their 
effect  will  for  some  time  to  come  have  to  be 
allowed   for  in   a  general  way. 

As  a  result  of  this  study  new  curves  for 
forecasting  the  runoff  by  means  of  the  April 
1st  snow  pack  measurements  have  been 
drawn  up  for  all  basins.  The  following 
tabular  summary  shows  for  the  45  subdivi- 
sions of  the  15  major  basins  of  the  western 
slope  of  the  Sierra  the  maximum  divergence 
between  actual  runoff  and  that  forecast  from 
these  new  curves. 

Indicated  Error  of  Forecast 

All  Teai-s  1930-1936  Inc.   (7  years) 

Number  of 


Under    10    per   cent 14 

10  to  20  per  cent 10 

Over  20  per  cent 14 

More   data   needed 7 

The  years  1931  and  1934  were  almost 
record  dry  years  and  in  such  years  accurate 
forecasts  are  found  to  be  very  difficult.  It 
these  years  be  eliminated  it  is  found  that 
for  the  remaining  years  the  tabulation  be- 
comes as  follows  showing  that  in  more  than 
half  the  basins  the  error  would  be  only  10% 
or  less. 

Indicated    Error    of    Forecast         Number  of 
iasins 

Under   10  per   cent 25 

10  to  20  per  cent 9 

Over  20  per  cent 4 

More    data    needed 7 

To  further  reduce  the  discrepancies  be- 
tween forecasts  and  actual  runoff  new 
courses  appear  desirable  in  twelve  of  the 
basins,  and  because  of  popular  demand 
several  courses  should  be  establislied  in 
three  basins  not  covered  by  the  present  pro- 
gram. 


FEDERAL  COOPERATION— TOPO- 
GRAPHIC   MAPPING 


rangle  in  Kern  and  Tulare  counties  and  San 
Bernardino  No.  4  Quadrangle  in  San  Ber- 
nardino County.  Field  work  was  initiated 
on  the  Downieville  No.  1  Quadrangle,  a  new 
Federal  sheet  in  Plumas  County.  The  ad- 
vance sheet  of  Eureka  Quadrangle  covering 
an  area  in  Humboldt  County  is  now  avail- 
able. This  is  published  on  the  scale  of 
1 :48,000,  the  contour  interval  25  feet. 

The  final  quadrangle  sheet  of  Dudle.v  Ridge 
in  Kings  County  is  also  available.  This  is 
published  on  the  scale  of  1  :31,680  and  con- 
tour interval  of  5  feet,  and  embraces  a  por- 
tion  of  Kettleman   Hills   area. 

The  Red  Mountain  Quadrangle  sheet  which 
was  done  by  Los  Angeles  County  in  coopera- 
tion with  the  Geological  Survey  is  now 
available.  This  is  published  on  the  scale  of 
1 :24,000,  contour  interval  25  feet  and 
covers  an  area  in  the  northwest  part  of  the 
county,  in  the  vicinity  of  Elizabeth  Lake  and 
San    Francisquito    Canyon. 

The  final  sheet  of  Bell  Quadrangle,  now 
available,  was  done  by  Los  Angeles  County 
in  cooperation  with  U.  S.  Geological  Survey. 
It  is  a  cultural  revision  of  a  sheet  previously 
published.  The  scale  is  1 :24,000,  contour 
interval  25  feet,  and  covers  a  portion  of  Los 
Angeles  County  in  the  vicinity  of  Vernon, 
Jlontebello  and  Downey. 


WATER   RESOURCES 


Office  work  was  complete<i  during  June  on 
the  Paynes  Creek  Quadrangle  in  Tehama 
County  and  progress  was  made  on  the  field 
work  in  connection  with  Tobias  Peak  Quad- 


Sotith  Coastal   Basin  Investigation 

Good  progress  has  been  made  in  the  field 
and  office  on  the  South  Coastal  Basin  Inves- 
tigation  during   the   present  month. 

San  Luis  Rey  River  Investigation-San  Diego 
County 
The  investigation  and  survey  of  the  San 
Luis  Rey  River  in  San  Diego  County  being 
made  by  the  Division  of  Water  Resources  in 
cooperation  with  W.P.A.,  city  of  Oceanside, 
county  of  San  Diego  and  Carlsbad  Mutual 
Water  Company,  has  been  resumed  after  a 
temporary  suspension  owing  to  lack  of 
W.P.A.  funds.  This  work  is  for  the  purpose 
of  securing  data  and  preparing  plans  for 
flood  control,  rectification  of  the  river  chan- 
nel and  the  conservation  and  utilization  of 
the  waters  of  the  San  Luis  Rey  River. 

Central  Valley  Project 

The  United  States  Bureau  of  Reclamation 
is  exerting  every  effort  to  complete,  at  an 
early  date,  the  preparation  of  plans  pre- 
paratory to  starting  construtcion  on  the 
initial  units  of  the  project.  Preliminary 
investigations  and  exploration  work  have 
been  carried  on  during  the  month  at  Kennett 
and  Friant  dam  sites  and  surveys  continued 
along  the  Contra  Costa  conduit  and  Friant- 
Kern  canal  by  the  United  States  Bureau  of 
Reclamation.     Appraisers     are     working    in 


California  Is  Justly 
Proud  of  Her  Good 
Roads,  Says  Editor 

(From  Monterey  Park  Progress) 

It  would  be  hard  to  find  a  State 
which  has  more  and  better  higliways, 
in  proportion  to  the  population,  than 
California.  We  have  some  of  the  best 
right  here  in  Monterey  Park.  Our 
citizens  have  paid  considerable  sums 
for  them — and  are  still  paying.  But 
the}'  are  glad  they  have  the  highways ; 
the  roads  are  worth  the  money  spent 
on  'em. 

An  while  on  this  subject  it  is  right 
to  say  much  praise  .should  be  given  to 
the  Division  of  Highways  of  the  Cali- 
fornia Department  of  Public  Works 
for  its  great  accomplishments  in  re- 
cent years.  Many  local  people  can 
remember  when  most  of  our  thorough- 
fares were  dirt  roads — dusty  in  sum- 
mer, muddy  in  wet  winters.  The 
California  Progress  Review  of  San 
Francisco  remarks : 

"Now  that  we  have  these  broad, 
smooth  highways  extending  in  every 
direction  over  the  vastness  of  Cali- 
fornia, we  sometimes  forget  what  long 
years  of  public  effort,  hope  and  sacri- 
fice it  took  to  build  them. 

"Mere  muddy  trails  they  were,  at 
first.  Theu  by  1913,  when  California 
boasted  100,000  autos,  the  "good 
roads  movement"  began.  Political 
candidates  rose  to  power  or  fell  inglo- 
riously  over  the  issue  of  good  roads. 
Newspapers  carried  on  fighting  cam- 
paigns for  good  roads. 

"Today  we  have  them — the  best  in 
the  world.  They  have  cost  us  more 
than  a  billion  dollars,  and  twenty- 
five  years  of  toil.  But  they  were  built 
by  and  for  the  public,  and  California 
is  justly  proud  of  them." 


"Do  you  wish  the  court  to  understand  that 
you    refuse    to    renew    your    dog    license?" 

"Xes,  your  honor,  but " 

"We  want  no  'buts.'  The  license  has 
expired." 

"Yes.  and  so  has  the  dog." 


Man  blames  Fate  for  other  accidents  but 
feels  personally  responsible  when  he  makes 
a  hole  in  one. 

the  field  evaluating  lands  and  necessary 
rights  of  way  for  the  construction  of  the 
project.  The  State  Department  of  Public 
Works  and  all  State  agencies  interested  are 
a.ssisting  the  United  States  Bureau  of  Recla- 
niaticui  in  every  way  jwssible  in  order  to 
facilitate  the  early  commencement  of  con- 
struction work  on  the  initial  units  of  the 
Central   Valley   Project. 


California  High^vays  and  Public  Works 


[Twenty-nine] 


FOXEN  PERSECUTED  FOR  AID  GIVEN  FREMONT 


U'l'iiiiniied   from  page   S) 

pitclied  battle.  Determined  to  pre- 
vent the  impending  slaughter,  Foxen 
at  last  revealed  to  Fremont  the  scheme 
of  the  Californians. 

Fremont  was  discouraged.  IMichael 
J.  Phillips  has  written  in  his  book, 
"A  Pathfinder  Without  Fame,"  of 
that  momentous  scene  when  Foxen 
exposed  to  Fremont  the  plan  of  the 
Californians.  Phillips  says  that  Fre- 
mont had  exclaimed : 

"Two  days  from  here  through  Gaviota 
Pass  and  the  road  is  open  to  Santa 
Barbara." 

PX)XEN  KKVK.\LS  PLOT 

"It  is  open  when  you  reach  the  Pacific." 
said  Foxen,  "but  if  our  friends,  the  Cali- 
fornians, have  their  way  you  will  never 
reach  it,  nor  one  of  your  men." 

"What  do  you  mean?" 

"Here,  all  but  through  the  pass,  where 
the  creek  winds  beside  the  trail,  the  walls 
are  high  and  straight.  There  is  a  defile 
for  more  than  a  rifle  shot  where  two 
horses  can  not  travel  abreast.  It  is  worst 
by  the  Indian's  Face,  for  the  road  turns 
sharply.      You   could   make  no   speed." 

"The  Indian's  Face?"  interrupted  the 
soldier. 

"Yes.  The  great  profile  of  a  chief 
which  the  Lord  has  chiseled  in  the  rock. 
It  sticks  out  over  you  like  a  ship's  figure- 
head. Well,  Fremont,  the  tops  of  the  cliffs 
hemming  you  in  are  covered  with  loose 
rocks.  They  are  from  the  size  of  your 
head  to  the  displacement  of  a  fair-sized 
bark.  There  is  where  the  Californians  are 
waiting   for   you. 

"Those  from  the  north  have  been  hover- 
ing on  your  flanks,  as  you  know,  since  you 
came  into  this  country.  Messengers  have 
brought  every  man  who  can  ride  and  shoot 
from  Santa  Barbara.  They  line  the  Pass 
of  the  Gulls  for  a  mile.  Trains  of  powder 
will  be  laid  to  the  biggest  rocks.  When 
your  army  is  inside  the  defile,  the  powder 
will  be  lighted  above  and  below,  blocking 
it   with   the   rocks  that   will    rain    down. 

"And  there  you  are,  trapped!  They  will 
kill  you  all  by  rocks  or  rifle  fire.  You  can 
not  escape  if  you  enter  the  pass,  for  when 
you  leave  your  camp  the  scouts  on  those 
mountains  will  cut  ahead  of  you  on  fast 
horses  to  give  the  word.  They  will  beat 
you   to   Gaviota   by   hours — by   a   day." 

"How  do  you   know  all  this?" 

The  Englishman  shrugged  his  broad 
shoulders. 

"They  are  like  children  in  many  ways," 
he  explained.  "They  talk  it  in  the  cor- 
ners, and  my  boys  catch  a  word  here  and 
there.  The  women  tell  my  wife.  Why,  I 
could   write  the  log  of  It  for  you." 

"There  is  no  way  around  Gaviota?" 
Fremont  asked. 

"No   way,   Fremont." 

"My  Indians,"  said  Fremont,  "could 
climb  those  look-out  hills  and  take  the 
sentinels.  There  would  be  no  one  to  carry 
the   word   to    Gaviota." 

Don    Julian    shook    his    head. 


ONLY    WAY    OUT 

"The  Californians  are  not  such  fools. 
They  have  scouts  at  the  mouth  of  the  pass 
a  long  way  from  the  Indian's  Face  who, 
afoot  on  paths  that  even  I  do  not  know 
still  would  take  the  word  as  you  crossed 
the  valley  of  the  Santa  Ynez.  No,  Fre- 
mont, the  Pass  of  the  Gulls  is  closed  to 
you." 

The  soldier's  voice  trembled  with  emo- 
tion when  he  spoke. 

"Don  Julian,  I  may  not  turn  back.  I 
must  go  on.  I  can  not  tell  you  how  much 
it  means  if  I  should  fail.  There  must  be 
another  way  to  the  south.  If  I  can  get  to 
Santa  Barbara  and  Los  Angeles,  Mexico's 
grip  is  broken  on  all  of  California." 

Don  Julian  rose  leisurely  and  stretched 
his    ponderous   frame   as   he   smiled. 

"There  is  another  way,  Fremont.  I  did 
not   say   there   wasn't.      Look   you " 

And  he  spoke  rapidly  for  five  minutes. 
When  he  had  finished,  Fremont's  eyes 
were  sparkling  with  jubilation  and  resolve. 

What  Benjamin  Foxen  had  told 
Fremont  was  that  he  knew  another 
way  to  Santa  Barbara — through 
San  Marcos  Pass — that  the  Califor- 
nians would  not  be  expecting  him 
that  way;  that  the  Americans  could 
march  into  Santa  Barbara  at  day- 
light ;  that  they  would  find  there  only 
women  and  children  and  old  men  at 
mass,  and  that  he  could  take  the 
city  without  bloodshed. 

And  so  Foxen  and  his  son  Guil- 
lermo,  then  a  lad  of  seventeen,  guided 
Fremont  through  San  Marcos  on 
Christmas  Day,  1846.  A  cold  rain 
was  falling.  Foxen  and  his  son  helped 
the  Americans  drag  their  cannon  up 
precipitous  mountain  sides.  At  the 
top  of  the  pa.ss,  Foxen  left  Fremont 
and  the  latter,  with  Guillermo  showing 
the  way,  entered  Santa  Barbara. 

CAPTURED   SANTA   BARBARA 

The  situation  was  exactly  as  Foxen 
had  said  it  would  be.  The  inhabitants 
of  Santa  Barbara  who  were  not  at 
Gaviota  Pass  awaiting  their  prey, 
were  in  church.  They  emerged  in 
astonishment  to  find  their  town  cap- 
tured. Not  a  shot  was  fired.  Fre- 
mont raised  the  Stars  and  Stripes. 
History  had  been  made  with  the  help 
of  Benjamin  Foxen.  The  conquest  of 
California,  so  far  as  Santa  Barbara 
was  concerned,  was  concluded.  There 
was  nothing  the  British  men-of-war 
could  do  about  it. 

Benjamin  Foxen 's  allegiance  to  the 
Americans  cost  him  dearly.  In  "A 
Comnumity  History  of  Santa  Bar- 
bara," written  by  Laurence  L.  Hill 
and  Marion  Parks,  there  is  this 
account  of  the  penalty  Foxen  paid 
for  aiding  Fremont: 


"Don  Julian  Foxen  appeared  at  the 
time  to  the  disappointed  Californians 
as  nothing  less  than  an  execrable 
traitor.  Primitive  justice  of  the  old 
days  was  enforced,  and  he  paid  a 
dear  price  for  his  aid  to  Fremont 
and  the  cause  of  American  possession 
of  California. 

"Three  times  he  was  burned  out  of 
his  home  in  Foxen  Canon.  His  herds 
of  cattle  and  horses  were  repeatedly 
stampeded  from  Rancho  Tinaquaic, 
until  at  last  the  ranchero  was  forced 
to  retire  from  his  beautiful  canon 
and  live  in  a  less  isolated  region  for 
seven  years  after  the  conquest. 

BUILT   STAfiE   ROAD 

"Gradually  the  situation  mended, 
of  course,  and  Don  Julian  was  en- 
abled to  return  to  a  life  of  peace  and 
comfort  on  the  Rancho  Tinaquaic. 

"Some  years  later,  it  was  Don 
Julian  who  directed  again  the  open- 
ing of  the  road  through  San  Marcos 
for  a  stagecoach  route.  Over  Fre- 
mont's trail  they  built  a  wagon  road. " 

Along  the  steep  slopes  of  the  Santa 
Ynez  Mountain  range  immediately 
north  of  the  city  of  Santa  Barbara, 
the  historic  old  San  Marcos  Pass  Road 
was  reconstructed  by  the  Division  of 
HigliAvays,  largely  on  new  alignment. 
The  motori.st  now  has  available  an 
alternate  route  of  easy  grades  and 
curves,  some  t'en  miles  shorter  than 
the  Coast  Highway. 

Known  as  State  Route  No.  80,  the 
San  Marcos  Pass  Road  was  taken  into 
the  State  system  in  1931.  It  extends 
northerly  from  the  Coast  Highway  at 
a  point  about  two  and  one-half  miles 
west  of  Santa  Barbara  City  and  fol- 
lows up  a  steep  ridge  on  the  .southern 
slope  of  the  Santa  Ynez  Range. 
Crossing  the  top  of  the  range  through 
San  Marcos  Pass,  the  road  thence 
follow.s  down  the  Santa  Ynez  River 
Valley  and  through  the  small  com- 
munities of  Santa  Ynez  and  Los 
Olivos,  rejoining  the  Coast  Highway 
at  Zaca,  about  fifty  miles  north  of 
Santa  Barbara. 

GAVIOTA  GORGE  WIDENED 

Affording  a  mountain  shortcut 
route,  this  road  also  serves  a  large 
and  popular  vacation  and  recreational 
area  for  the  residents  of  Santa  Bar- 
bara and  vicinity.  From  points  high 
up  on  the  mountaiiL  range,  the  motor- 
ist; is  afforded  delightful  views  of 
Santa  Barliara  and  neighboring  com- 
munities and  looking  westward,  across 

(Continued   on   page   32) 


[Thirty] 


California  Hightvays  and  Public  Works 


ALAMEDA  COUNTY— Between  l.i 
miles  north  of  Irvington  and  Alvarado, 
about  6.0  miles  to  be  surfaced  with  plant- 
surfacing.  District  IV,  Route  69,  Sec- 
tion A.  Hanrahan  Company,  San  Fran- 
cisco, lf55,S56 ;  Pacific  States  Constmction 
Co.,  San  Francisco,  $53,445;  Chas.  L.  Har- 
ney, San  Francisco,  $50,459 ;  Eaton  &  Smith, 
San  Francisco,  $46,527  ;  Union  Paving  Co., 
San  Francisco,  $47,804 ;  Independent  Con- 
struction Co.,  Ltd.,  Oakland,  $45,719.  Con- 
tract awarded  to  Jones  &  King,  Havward, 
$37,425.60. 

BUTTE  COUNTY— Between  Biggs  Road 
and  Chico,  about  1.8  mile  widen  jjortions  ex. 
rd.  bed  construct  cr.  run  base  bdrs.,  gr.  line 
pi.  mix  surf.  District  III,  Route  3,  Sec- 
tion B,  C.  Pacific  States  Construction  Co., 
San  Francisco,  $117,239;  Larsen  Bros,  and 
Harms  Bros.,  Sacramento,  $99,547.  Con- 
tract awardetl  to  A.  Teichert  &  Son,  Inc., 
Sacramento,  $97,736.70. 

CONTRA  COSTA  COUNTY  —  Furnish 
and  apply  plant-mix  surface  between  county 
road  to  Byron  and  easterly  boundary,  4.1 
miles.  District  IV,  Route  75,  Section  D. 
Rausome  Co.,  Emeryville,  $11,722;  C.  C. 
Wood,  Stockton,  $11,700;  C.  L.  Harney, 
San  Francisco,  $13,377;  Hanrahan  Co.,  San 
Francisco,  $13,787;  Pacific  States  Constr. 
Co.,  San  Francisco,  $10,884;  E.  A.  Forde, 
San  Anselrao.  $10,035;  Wood  &  Bevanda, 
Stockton.  .'<]6,.">97.  Contract  awarded  to 
Lee  J.  Ininiel.  Berkeley,  $9,506. 

EL  DORADO  COUNTY— About  U  mile 
north  of  Meyers,  about  0.6  mile  to  be  graded 
and  surf,  and  rd.  mix  surf.  trmt.  applied 
Const,  reinf.  cone,  bridge.  District  III, 
Route  38,  Section  A.  E.  T.  Lesure,  Oak- 
land, $71,695  ;  Larsen  Bros.  &  Harms  Bros.. 
Sacramento,  $53,797;  Heafy-Moore  Co., 
Oakland,  $68,662.  Contract  awarded  to 
J.  V.  Galbraith  &  Don  A.  Canevari,  Santa 
Rosa,   $50,102.32. 

KERN  COUNTY— A  reinforced  concrete 
bridge  across  North  Fork  Kern  River,  0.7 
mile  north  of  Isabella,  2-47'10"  and  3-60' 
spans  on  concrete  piers  and  0.35  mile  road- 
way to  be  graded  and  treated  with  liquid 
asphalt.  District  VI,  Route  142,  Section  F. 
Heafy-Moore  Co.,  Oakland,  $58,321.  Con- 
tract av/arded  to  Parish  Bros.,  Los  Angeles, 
$52,426. 

KERN  COUNTY— Between  3  and  4  miles 
northeast  of  Taft,  0.4  mile  to  be  graded  and 
surfaced  with  road-mix  surfacing  on  crusher 
run  base.  Timber  bridge  to  be  constructed. 
District  VI,  Route  140,  Section  A.  Rex- 
roth  &  Rexroth,  Bakersfield,  $36,941.  Con- 
tract awarded  to  John  Jurkovich,  Fresno, 
$36,096. 

LOS  ANGELES  COUNTY— Between 
Palmdale  and  14.3  miles  westerly.  About 
14.3  miles  road  mix  surface  treatment  to  be 
applied  to  existing  shoulders.  District  VII, 
Route  23,  Sections  D,  E.  C.  W.  Wood, 
Stockton,  $????;  Southern  California 
Roads  Co.,  Los  Angeles,  $20,531 ;  J.  E.  Had- 
dock, Ltd.,  Pasadena,  $22,531:  Oilfields 
Trucking  Co.,  Bakersfield,  $20,958;  Kovace- 
vich  &  Price,  Inc.,  Southgate.  Contract 
awarded  to  A.  S.  Vinnell  Co.,  Los  Angeles, 
$19,237.50. 

LOS  ANGELES  COUNTY— B  e  t  w  e  e  n 
Palmdale  and  Lancaster,  7.1  miles  to  be 
surfaced  with  road-mixed  surfacing.  Dis- 
trict VII,  Route  23,  Section  F.  Oswald 
Bros.,  Los  Angeles,  $20,805;  Southern  Cali- 
fornia Roads  Co.,  Los  Angeles,  $17,687; 
A.  S.  Vinnell  Co.,  Los  Angeles,  $18,255. 
Contract  awarded  to  J.  E.  Haddock,  Ltd., 
Pasadena,  $15,372.50. 

LOS  ANGELKS  COUNTY— 25th  Street 
between  Palos  Verdes  Coast  Highway  and 
Patten  Avenue,  about  2  miles  to  be  graded. 


surf,  with  imp.  sel.  mtl.  and  Class  "B"  seal 
coat  applied.  District  VII,  Route  feeder. 
Siiutlieru  California  Roads  Co.,  Los  Angeles, 
$161,721;  United  Concrete  Pipe  Co.,  Los 
Angeles,  $205,705 ;  Oswald  Bros..  Los  An- 
geles, $171,708;  C.  R.  Buttcrfield,  San 
Pedro,  $156,951;  C.  O.  Sparks  &  Mundo 
Eng.  Co.,  Los  Angeles,  $160,538;  Dimmitt  & 
Taylor,  Los  Angeles,  $159,642;  Sully-Miller 
Cont.  Co.,  Long  Beach,  $184,503.  Contract 
awarded  to  R.  E.  Campbell,  Los  Angeles, 
$141,286.75. 

LOS  ANGELES  COUNTY  —  Rosemead 
Boulevard  between  Longden  Avenue  and 
Fairview  Avenue,  about  1.0  mile  to  be 
graded  and  paved  with  P.  C.  Cone.  District 
VII,  Route  168,  Section  C.  Matich  Bros., 
Elsinore,  $53,908;  Oswald  Bros.,  Los  An- 
geles, $60,294;  George  R.  Curtis  Pav.  Co., 
Los  Angeles,  $56,753 ;  C.  O.  Sparks  & 
Mundo  Engineering  Co.,  Los  Angeles,  $55,- 
407;  Griffith  Co.,  Los  Angeles,  $54,328. 
Contract  awarded  to  J.  E.  Haddock,  Ltd., 
Pasadena,  $53,834.50. 

LOS  ANGELES  COUNTY  —  Between 
Calabasas  School  and  Brent  Jet.,  about  2.2 
miles  to  be  graded  and  surfaced  with  pi. 
mix.  surf.  District  VII,  Route  2,  Section  C. 
Geo.  J.  Bock  Co.,  Los  Angeles,  $115.631 ; 
Oswald  Bros.,  Los  Angeles,  $138,852 ;  C.  G. 
Willis  &  Sons,  Inc.,  Los  Angeles,  $133,310 ; 
Gibbons  &  Read  Co.,  Burbank,  $121,895; 
J.  E.  Haddock,  Ltd.,  Pasadena,  $120,085; 
Griffith  Co.,  Los  Angeles,  $121,110;  C.  F. 
Bobbins,  Los  Angeles,  $115,058.  Contract 
awarded  to  C.  O.  Sparks  &  Mundo  Engineei"- 
ing  Co.,  Los  Angeles,  $110,330.50. 

MENDOCINO,  HUMBOLDT,  DEL 
NORTE  COUNTIES— At  various  locations, 
21.5  miles,  road-mix  surfacing  to  be  fur- 
nished and  stockpiled.  District  I,  Route 
48,  Section  C ;  D.  1 ;  C.  G ;  A.  Contract 
awarded  to  Chas.  Harlowe,  Jr.,  Oakland, 
$68,759.35. 

MODOC  and  SISKIYOU  COUNTIES— 
Between  1.7  miles  southeast  of  Tule  Lake 
and  Oregon  state  line.  About  5.2  miles  long. 
Penetration  oil  treatment  to  be  applied.  Dis- 
trict II,  route  feeder.  Dunn  &  Baker, 
Klamath  Falls,  Ore.,  $7,835;  Hayward 
Building  Mtl.  Co.,  Hayward,  $8,911.  Con- 
tract awarded  to  Lee  J.  Inimel,  Berkeley, 
$7,535. 

MONO  COUNTY— At  grade  crossings 
near  Chalfant,  Hammil,  and  2.5  miles  south 
of  Benton,  l.S  miles  in  length  to  be  graded 
and  surfaced  with  road-mix  surface  treat- 
ment. District  IX,  Route  76,  Section  A,  B. 
Leo  F.  Piazza,  San  Jose,  $12,560;  A.  S. 
Vinnell  Co.,  Los  Angeles  $14,256.  Contract 
awarded  to  Basich  Bros.,  Torrance,  $12,- 
167.50. 

RIVERSIDE  COUNTY— At  Temecula 
River  about  8  miles  north  of  San  Diego 
county  line,  const,  tim.  br.  with  cone,  deck 
and  gr.  and  apply  rd.  mix.  surf.  trmt.  Dis- 
trict VIII,  Route  78,  Section  B.  V.  R. 
Dennis  Const.  Co.,  San  Diego,  .$34,823; 
B.  G.  Carrol,  San  Diego,  $34,506.  Contract 
awarded  to  C.  F.  Robbins,  Los  Angeles, 
$29,694. 

RIVERSIDE  COUNTY  —  Between  U 
miles  north  of  Moreno  and  2^  miles  west  of 
Beaumont,  about  6.8  miles  in  length,  seal 
coat  to  be  applied.  District  VIII,  Route  19, 
Section  D.  A.  S.  Vinnell  Co.,  Los  Angeles, 
$5,935;  Matich  Bros.,  Elsinore,  $5,766; 
Oswald  Bros.,  Los  Angeles,  $5,960;  Geo. 
Gardner  &  Sons,  Redlands,  $5,581.  Con- 
tract awarded  to  R.  E.  Hazard  &  Sons,  San 
Diego,  $5,576. 

SAN  BERNARDINO  C  O  U  N  T  Y— Be- 
tween San  Bernardino  and  Highland,  about 
3.8  miles  in  length,  liquid  asphalt,  SC-2  to 
be  furnished   and   applied   to   the  shoulders. 


District  VIII,  Route  190,  Section  C.  Regal 
Oil  Co.,  Long  Beach,  $1,176;  Gilmore  Oil 
Co.,  Los  Angeles,  $1,148  ;  Paulsen  &  March, 
Inc.,  Los  Angeles,  $1,138;  Lambs  Transfer 
Co.,  Long  Beach,  $1,204.  Contract  awarded 
to  Morgan  Bros.,  Huntington  Park,  $1,- 
080.75. 

SAN  BERNABDINO  COUNTY— Be- 
tween Verdemont  and  0.8  mile  westerly  about 
0.8  mile  to  be  graded  and  surfaced  with 
pi.  mix.  surf.  District  VIII,  Route  31,  Sec. 
tion  A.  Matich  Bros.,  Elsinore,  $16,482. 
Contract  awarded  to  George  Herz  &  Co., 
San  Bernardino,  $15,033.20. 

SAN  BERNARDINO  COUNTY— Be- 
tween 2i  miles  west  and  i  mile  east  of 
Java,  2.8  miles  to  be  graded  and  treated 
with  liquid  asphalt  and  consti-uct  timber  pile 
trestle.  District  VIII,  Route  58,  Section  N. 
Matich  Bros.,  Elsinore,  $49,927;  Miracle 
Co.,  San  Diego,  $44,738.  Contract  awarded 
to  Basich  Bros.,  Torrance,  $44,243.70. 

SAN  DIEGO  COUNTY— Between  Lake 
Hodges  and  Escondido,  3.6  miles  to  be 
graded  and  surfaced  with  plant-mix  sur- 
facing. District  XI,  Route  77,  Section  B. 
Daley  Corporation,  San  Diego,  $88,716; 
V.  R.  Dennis  Const.  Co.,  San  Diego,  $93,- 
381 ;  Basich  Bros.,  Torrance,  $92,482.  Con- 
tract awarded  to  R.  E.  Hazard  &  Sons, 
San  Diego,  $86,213.50. 

SAN  FRANCISCO-OAKLAND  BAY 
BRIDGE — Tile  lining  Yerba  Buena  Tunnel 
of  San  Francisco-Oakland  Bay  Bridge. 
Malott  &  Peterson,  San  Francisco,  $57,989; 
American  Art  Tile  Co.-Rigney  Tile  Co.,  Oak- 
land, $59,131;  Art  Tile  &  Mantel  Co.,  San 
Francisco,  $63,680;  Danton-Fratessa,  Ltd., 
San  Francisco.  $64,691.  Contract  awarded 
to  Superior  Tile  Co.,  Oakland,  $55,113.87. 

SAN  LUIS  OBISPO  COUNTY— Bridge 
across  Santa  Maria  River,  one-half  mile 
north  of  Guadalupe  to  be  redecked.  District 
V,  Route  56,  Section  E.  R.  D.  Patterson, 
Santa  Barbara,  $15,808;  F.  C.  Stolte  Co., 
Alameda,  $15,700.  Contract  awarded  to 
John  Fesler,  Santa  Maria,  $14,480. 

SAN  LUIS  OBISPO  COUNTY— At  San 
Juan  Creek,  about  38  miles  east  of  Santa 
Margarita,  existing  bridge  to  be  removed, 
new  steel  and  timber  bridge  to  be  constructed 
and  road  approaches  to  be  graded.  District 
V,  Route  58,  Section  C.  Contract  awarded 
to  F.  C.  Stolte  Co.,  Alameda,  $7,180. 

SAN  MATEO  COUNTY— Between  Far- 
rallone  City  and  Rockaway  Beach,  5.9  miles 
to  be  graded  and  road-mix  surface  treatment 
applied.  District  IV,  Route  56,  Section  D. 
Union  Paving  Co.,  San  Francisco,  $393,768 ; 
W'ood  &  Bevanda,  Stockton,  $391,249;  Geo. 
Pollock  Co.,  Sacramento,  $361,191;  Utah 
Construction  Co.  &  Paul  J.  Tyler,  San 
Francisco,  .$446,143;  Lewis  Const.  Co.,  Los 
Angeles,  $399,188;  Isbell  Const.  Co.,  Reno, 
Nevada,  $442,605;  A  Teichert  &  Son,  Inc., 
Sacramento,  $358,937;  D.  McDonald,  Sacra- 
mento, $465,875;  Guy  F.  Atkinson  Co.,  San 
Francisco,  $407,312.  Contract  awarded  to 
John  Carlin,  Granfield,  Farrar  &  Carlin, 
San  Francisco,  $326,254. 

SANTA  BARBARA  COUNTY— Between 
Zaca  and  Los  Alamos,  about  7.7  miles  in 
length,  road-mix  surface  treatment  to  be 
applied  to  existing  shoulders.  District  V, 
Route  2,  Section  C.  Oilfields  Trucking  Co., 
Bakersfield,  $8,872;  John  Fesler,  Santa 
Maria,  $10,918.  Contract  awarded  to  A.  S. 
Vinnell  Co.,  Los  Angeles,  $8,861.60. 

SHASTA  COUNTY— Between  Four  Cor- 
ners and  7  miles  northerly.  District  II, 
Route  83,  Section  D-E.  Hayward  Building 
Material  Co.,  Hayward,  $3,042;  L.  J.  Im- 
mel,  Berkeley,  $3,112.20.     Contract  awarded 

(Continued  on  page  32) 


California  Highways  and  Public  Works 


[Thirty-one] 


Predicts  Forty 
Per  Cent  More 
Cars  on  Highways 

UPON  the  extension  and  im- 
provement of  the  highway 
systems  of  the  Nation  depends 
the  extent  of  the  expansion  of  the 
automobile  industry,  and  to  a  large 
degree  the  prosperity  of  the  country 
and  additional  increases  in  employ- 
ment. 

This  is  the  opinion  of  C.  L.  McCuen, 
president  and  general  manager  of  a 
large  automobile  manufacturing  com- 
pany, as  published  in  the  San  Fran- 
cisco Chronicle. 

"Our  highway  program  is  far  be- 
hind the  program  of  the  automotive 
industry,"  he  said.  "There  still  re- 
main hundreds  of  thousands  of  miles 
of  unpaved  roads  carrying  heavy 
traffic.  There  still  are  narrow  roads, 
dangerous  grades,  unsafe  and  narrow 
bridges,  short  visibility,  unsafe  turns, 
traffic  congestion  in  busy  cities,  and 
a  thousand  and  one  other  highway 
problems. 

IMPROVEMKNTS  NECESSARY 

"In  recent  years  the  number  of 
motor  vehicles  on  the  Nation's  high- 
ways has  increased  tremendously. 
Great  strides  have  been  made  during 
this  time  in  improving  our  roads. 
But  the  number  of  cars  has  increased 
out  of  all  proportion  to  highway 
improvements. 

"And  in  the  next  quarter  century 
our  motor  vehicles  wdll  increase 
another  40  per  cent,  if  present  pre- 
dictions prove  accurate. 

"To  care  for  this  additional  traf- 
fic, the  cities  and  states,  aided  by  the 
Government,  must  widen  and  resur- 
face all  main  traveled  roads  which  do 
not  come  up  to  the  standard.  They 
must  widen  and  rebuild  curves.  They 
must  build  an  infinitely  larger  num- 
ber of  railroad  grade  separations,  con- 
struct a  large  number  of  two-lane 
roads  approaching  the  larger  cities, 
and  rebuild  and  resurface  an  enor- 
mous number  of  city  streets. 

CALL  FOR  GOOD  ROADS 

"In  cities  of  large  population  we 
must  see  an  increasing  construction  of 
overhead  highways,  eliminating  cross- 
ings entirely,  and  effectively  speeding 


German  Design  for 
Junctions  With 
Auxiliary  Roads 

The  present  design  of  the 
German  motor  roads  includes 
junctions  with  auxiliary  roads 
at  intervals  of  from  6|  to  12 1 
miles.  The  design  of  the  junc- 
tion depends  upon  the  impor- 
tance of  the  road  which  crosses 
the  arterial  motor  road.  Where 
a  main  road  crosses,  two  curved 
approach  slopes  are  provided. 
The  motor  roads  generally  con- 
sist of  two  24-ft.  6  in.  roadways 
separated  by  a  central  strip  16 
ft.  6.  in.  wide.  A  raised  island 
strip  11  ft.  6  in.  wide  is  pro- 
vided at  the  outer  margin, 
separating  the  motor  road  from 
an  auxiliary  roadway  20  ft. 
wide. 

Vehicles  about  to  enter  the 
motor  road  must  proceed  for 
some  distance  in  full  sight  along 
the  auxiliary  roadway.  The 
minimum  radius  of  curvature 
on  the  motor  roads  is  2,625  ft. 
At  the  junctions,  the  minimum 
radius  for  exits  from  motor 
roads  is  164  ft.  and  for  en- 
trances, where  traffic  is  neces- 
sarily slower,  the  minimum 
radius  is  82  ft.  These  curves 
have  additional  widths  of  10 
ft.  for  two-way  approaches  and 
5  ft.  for  one-way  approaches. 
The  normal  width  of  the  one- 
way approach  (not  on  curves) 
is  13-ft.  roadway  and  5-ft.  foot- 
way ;  the  two-way  approach  has 
a  20-ft.  roadway  and  two  5-ft. 
footways.  The  approach  gradi- 
ents are  1  in  40  to  1  in  20,  the 
actual  junctions  being  kept 
level. — Road  Abstracts  1936. 


up  traffic.  We  must  build  more  and 
more  by-passes.  We  must  do  our  best 
to  eliminate  ditches  along  the  high- 
ways. 

"In  short,  there  must  be  a  concen- 
trated effort  on  the  part  of  all  public 
officials  to  impi'ove  country  highways 
and  city  roads  to  a  point  where  the 
growing  number  of  motor  vehicles 
will  not  mean  an  increase  in  accidents 
or  increasing  traffic  congestion. 

"Good  roads  affect  not  only  the 
automobile,  oil  and  allied  industries. 
They  play  a  large  and  important  part 
in  the  fortunes  of  the  farmers,  the 
manufacturers,     and     the     business 


Highway  Bids  and 
Awards  for  July,  1936 

(Continued  from  page  31) 


to  C.  F.  Predericksen  &  Sons,  Lower  Lako, 
.$2,995.20. 

SHASTA  COUNTY— Between  Snaverley 
Saw  Mill  and  Montgomery  Creek,  about  2.5 
miles  long.  To  be  surfacetl  with  road-mix 
surfacing.  District  II,  Route  28,  Section  B. 
Contract  awarded  to  Lee  J.  Immel,  Berke- 
ley, $10,700. 

SISKIYOU  COUNTY— Between  Grizzly 
Peak  and  i  mile  east  of  McCloud,  about 
12.5  miles  in  length.  Class  C.  Seal  Coat. 
District  II,  Route  S3,  Section  B.  Contract 
awarded  to  Hayward  Building  Material  Co., 
Hayward,  $5,1.39. 

TEHAMA  COUNTY— Between  Route  3 
and  1.5  mile  east  of  Dales,  about  13.4  miles 
to  be  surfaced  with  crusher  run  base  and 
plant-mix  surfacing  (M.C.  type).  District 
II,  Route  29,  Section  A.  Isbell  Construc- 
tion Company,  Reno,  Nevada,  $178,884; 
Hemstreet  &  Bell,  Marysville,  $185,320; 
Hanrahan  Company,  San  Francisco,  $199,- 
853.  Contract  awarded  to  A.  Teichert  and 
Son,  Inc.,  Sacramento,  $156,780. 

VENTURA  and  LOS  ANGELES  COUN- 
TIES— Between  Somis  and  1  mile  east  of 
Simi  (Ven-9-B,C)  and  between  Castaic  Jet. 
and  2.4  miles  west  (L.A.  79-A)  about  16.2 
miles  surf,  parts  with  pi.  mix  surf,  and  appl. 
surf.  trmt.  to  shldrs.  on  portions.  District 
VII,  Routes  9,  79  Section  A,  B,  C.  Geo.  R. 
Curtis  Paving  Co.,  Los  Angeles,  $76,402 ; 
Oswald  Bros..  Los  Angeles,  $71,658 :  South- 
west Paving  Co.,  Roscoe,  $74,329.  Contract 
awarded  to  Griffith  Co.,  Los  Angeles, 
$04,348.20. 

VENTURA  COUNTY— Br.  over  Conejo 
Creek,  2.5  miles  east  of  Camarillo,  to  be 
widened.  District  VII,  Route  2,  Section  B. 
R.  R.  Bishop,  Long  Beach,  $23,679:  Con- 
tracting Engrs.,  Inc..  Los  Angeles,  $28,631 ; 
Byerts  &  Dunn,  Los  Angeles,  .$23,911; 
Sparks  &  Mundo,  Los  Angeles,  $25,078; 
J.  E.  Haddock,  Ltd.,  Pasadena,  $27,696; 
C.  F.  Bobbins,  Los  Angeles,  $21,061.  Con- 
tract awarded  to  Robt.  D.  Patterson,  Santa 
Barbara  $20,868.18. 

YOLO  COUNTY— Between  VFoodland 
and  Knights  Landing,  about  11.38  miles  of 
existing  bituminous  surfacing  to  be  planed. 
District  III,  Route  87,  Section  A.  J.  R. 
Reeves,  Sacramento,  $7,522;  A.  Teichert  & 
Son,  Inc.,  Sacramento,  $9,690 ;  Hanrahan 
Co.,  San  Francisco,  $16,830.  Contract 
awarded  to  Asphalt  Pavement  Planing  Co., 
Oakland,  $6,630. 

YUBA,  COLUSA,  SUTTER,  YOLO, 
PLACER,  SACRAMENTO  COUNTIES— 
At  various  locations  in  District  III,  37  miles 
seal  coat  to  be  applied  to  existing  roadbed. 
District  III,  Routes  3,  6,  7,  15,  17,  87,  100, 
Section,  A,  B,  C,  D.  Hayward  Building 
Material  Co.,  Hayward,  $18,689;  Lee  J. 
Immel,  Berkeley,  $19,372.  Contract  awarded 
to  E.  A.  Forde,  San  Anselmo,  $17,488.89. 


GAVIOTA  PASS  ROAD  WIDENED 

(Continued  from  page   30) 

the  ocean,  he  may  behold  the  distant 
Santa  Barbara  Islands. 

Highway  construction  in  Gaviota 
Gorge  originally  was  performed  in 
1915  and  served  adequately  until  the 
increase  in  volume  of  traffic  on  the 
Coast  Route,  known  as  U.  S.  Route 
101,  demanded  reconstruction.  This 
was  completed  during  October,  1931. 


[Thirty-twol 


California  Highways  and  Public  Works 


STATE  OF  CALIFORNIA 


Department  of  Public  Works 

Headquarters:  Public  Works  Building,  Eleventh  and  P  Sts.,  Sacramento 


FRANK  F.   MERRIAM Governor 

EARL  LEE   KELLY Director 


CALIFORNIA  HIGHWAY  COMMISSION 


HARRY  A.  HOPKINS,  Chairman,  Taft 

PHILIP  A.  STANTON,  Anaheim 

H.  R.  JUDAH,  Santa  Cruz 

PAUL  G.  JASPER,  Fortuna 

WILLIAM  T.  HART,  Carlsbad 

JULIEN  D.  ROUSSEL.  Secretary 


DIVISION  OF  HIGHWAYS 


0.  H.  PURCELL,  State  Highway  Engineer,   Sacramento 

G.  T.  McCOY,  Assistant  State  Highway  Engineer 

J.  G.  STANDLEY,  Principal  Assistant  Engineer 

R.  H.  WILSON,  Office  Engineer 

T.  E.  STANTON,  Materials  and  Research  Engineer 

FRED  J.  GRUMM,  Engineer  of  Surveys  and  Plans 

C.  S.  POPE,  Construction  Engineer 

T.  H.  DENNIS,  Maintenance  Engineer 

F.  W.  PANHORST  (Acting),  Bridge  Engineer 

L.  V.  CAMPBELL,  Engineer  of  City  and  Cooperative  Projects 

R.  H.  STALNAKER,  Equipment  Engineer 

E.  R.  HIGGINS,  Comptroller 

DISTRICT   ENGINEERS 

J.  W.  VICKREY.  District  I,  Eureka 

P.  W.  HASELWOOD,  District  II,  Redding 

CHARLES  H.  WHITMORE,  District  III,  Marysville 

JNO.  H.  SKEGGS,  District  IV,  San  Francisco 

L.  H.  GIBSON,  District  V,  San  Luis  Obispo 

R.  M.  GILLIS,  District  VI,  Fresno 

S.  V.  CORTELYOU,  District  VII,  Los  Angeles 

E.  Q.  SULLIVAN,  District  VIII,  San  Bernardino 

S.  W.  LOWDEN   (Acting),  District  IX,  Bishop 

R.  E.  PIERCE,  District  X,  Stockton 

E.  E.  WALLACE,  District  XI,  San  Diego 

General  Headquarters,  Public  Works  Building,  Eleventh  and 
P  Streets,  Sacramento,  California 


JUSTUS  F.  CRAEMER Assistant  Director 

EDWARD  J.  NERON Deputy  Director 


DIVISION  OF  WATER  RESOURCES 


EDWARD  HYATT,  State  Engineer,  Chief  of  Division 

J.  J.  HALEY,  Jr.,  Administrative  Assistant 

HAROLD  CONKLING,  Deputy  in  Charge  Water  Rights 

A.  D.  EDMONSTON,  Deputy  in  Charge  Water 
Resources  Investigation 

R.  L.  JONES,  Deputy  in  Charge  Flood  Control  and  Reclamation 

GEORGE  W.  HAWLEY,  Deputy  in  Charge  Dams 

SPENCER  BURROUGHS,  Attorney 

EVERETT  N.  BRYAN,  Hydraulic  Engineer  Water  Rights 

GORDON  ZANDER,  Adjudication,  Water  Distribution 


DIVISION  OF  ARCHITECTURE 


GEORGE  B.  McDOUGALL,  State  Architect,  Chief  of  Division 

P.  T.  POAGE,  Assistant  Chief 

W.  K.  DANIELS,  Administrative  Assistant 

HEADQUARTERS 
H.  W.  DiiHAVEN,  Supervising  Architectural  Draftsman 

C.  H.  KROMER,  Principal  Structural  Engineer 
CARLETON  PIERSON,  Supervising  Specification  Writer 
J.  W.  DUTTON,  Principal  Engineer,  General  Construction 

W.  H.  ROCKINGHAM.  Principal  Mechanical  and  Electrical 

Engineer 


DIVISION  OF  CONTRACTS  AND  RIGHTS  OF  WAY 


C.  C.  CARLETON,  Chief 

CLARENCE  W.  MORRIS,  Attorney,  San  Francisco 

FRANK  B.  DURKEE,  General  Right  of  Way  Agent 

C.  R.  MONTGOMERY,  General  Right  of  Way  Agent 

ROBERT  E.  REED.  General  Right  of  Way  Agent 


DIVISION  OF  PORTS 


Port  of  Eureka — William  Clark,  Sr.,  Surveyor 


GEORGE  H.  MOORE,  Sn 


34212      S-36      13,. 300 


neturn  postage  guaranteed. 

PM:    If  addressee  has  moved 

notify  sender  on 

Form  3547. 

Division  of  Highways 

P.  O.   Box   1499 
Sacramento,  California 


Seattle   Public   Li^rai-y, 
Seattle, 

Wash. 


SEC.  562  P.  L.  &  Rl 
U.   S.   POSTAGE    1 

PAID  I 

Sacramento,  Cal. 
Permit  No.  152 


MAP 

SHOWING 

STATE  HIGHWAY  SYSTEM 


LOS  ANGELES  AND  VICINITY 


lgl     ^^11^ 


Jklk 


CALIFORNIA  HIGHWAYS  AND  PUBLIC  WORKS 

Official  Journal  of  tfie  Division  of  Highways  of  tfie  Department  of  Public  Works,  State  of  California 

EARL  LEE  KELLY,  Director  C.  H.  PURCELL,  State  Hishway  Engineer  JOHN  W.  HOWE,  Editor 

Published  for  information  of  the  members  of  the  department  and  the  citizens  of  California 

Editors    of    newspapers   and    others   are    privileged    to    use    matter  contained   herein.     Cuts  will  be  gladly  loaned  upon  request. 
Address  communications  to  Oalifomia  Highways  and  Public  Works,  P.  O.  Box  1499,  Sacramento,  California. 

Vol.14  SEPTEMBER,  1936  No.  9 


Table  of  Contents 


Page 

400  Projects  Improve  Traffic  Service  on  3630  Miles  of  Highway 1 

By   T.   H.  Dennis,  M rnntenmicc   Engineer 

Governor  Merriam  Opens  Unique  Salinas  Underpass 2 

Views  of  New  Salinas  Underpass  and  Dedication  Scenes 3 

Niles  Project  Includes  Six  Grade  Separation  Structures 4 

By  Jiio.  H.   Skeggs.  District  Engineer 

Panorama  of  Niles  Area  and  Diagram  Map    Showing   Grade    Separations    and 

Realignment 5 

Paving'    American    Canj'on    with    Concrete  Mix 6 

By   Robt.   E.  Pierce.  District   Engineer 

Photographs  of  Equipment  at  Work  on  American  Can.yon  Paving  Job 7,       8 

Newport  Grade  Separation  Under  Con.struetion    to   Eliminate    Coast    Highway 

Bottleneck— Illustrated 10,     11 

By  L.  R.  McNeely,  Resident  Engineer 

Reflectorized  Pavement  Buttons  an  Aid  to  Night  Driving 12 

By  F.  M.   Carter,  Assistant  Maintenance  Engineer 

Governor  Merriam  Urges  More  "Road  Eyes"  for  Safety 12 

Illustration    of    Highway    Underpass    and  Approaches  Illuminated  by  "Road 

Eyes"    13 

Laboratory  Develops  Improved  Joint  Filler — Illustrated 14.  15,  16 

By   T.  E.   Stanton,  Jr.,  Materials  anil  Research  Engineer 

Bay  Bridge  Plaza  to  Be  Made  Into  Real  Garden  Spot 18 

Views  of  Fifth   Street  Plaza  Approach  to  Bay  Bridge  and  Landscaping  Plan  19 

Highway  Bids  and  Awards 20.  21 

Monthly  Water  Resources  Report  of  State  Engineer 22,  23 


400  Projects  Improve 
Traffic  Service  on 
3630  Miles  of  Highways 

By  T.  H.  DENNIS,  Maintenance  Ensineer 


AN  important  feature  in  the  record  of  accomplish- 
ment by  the  Division  of  Higliways  during  the  cur- 
rent bienninm  (Jnly  1,  1935-Jime  30,  1937)  will 
be  the  number  and  extent  of  small  improvement  projects 
carried  out  by  maintenance  forces  and  paid  for  out  of 
regularly  budgeted  funds. 

The  extent  and  value  of  this  work  from  a  travel  point 
of  view  is  not  generally 
realized.  During  the  cur- 
rent biennium  some  400 
projects  have  been  set  up 
in  this  program,  covering 
more  than  3630  miles  of 
State  highway.  Many  of 
these  projects  have  been 
completed  and,  with  very 
minor  exceptions,  the  re- 
maining ones  will  be  fin- 
ished by  December  1,  or 
earlier. 

The  prime  purpo.se  is 
to  complete  the  work  well 
in  advance  of  the  winter 
season  so  that  traffic  may 
s  e  c  u  r  e  the  maximum 
benefit  from  the  improved 
liighway  facilities. 

This  program  of  proj- 
ects is  made  necessary  be- 
cause under  present  con- 
ditions, the  "upkeep  and 
replacement  in  kind" 
theory  of  road  mainte- 
nance does  not  meet  the 
road  and  traffic  situation 
as  it  exists  today  in  Cali- 
fornia. 

This  is  mainly  due  to 
the  fact  that  a  consider- 
able mileage  of  roads  recently  added  to  the  State  system 
was  constructed  either  to  fill  the  need  of  horse-drawn 
traffic,  or,  was  built  before  the  pi-esent  volume,  speed  and 
weight  of  traffic  could  be  foreseen  or  provisions  made  to 
accommodate  it. 

In  order  to  meet  the  demand  and  safeguard  traffic  as 
well  a.s  possible  until  the  time  when  such  sections  of  road- 
way can  be  reconstructed,   a  fund  is  provided   in  the 


Variety  of  Projects 

Built  Under 

Maintenance  D 

uring  Biennium 

Mi 

es 

Projects 

~ 

where 

Traveled 
way 

Shoulders 

mileage  does 
not  apply 

1.  Widening 

55 

60 

__ 

2.  Drainage  improvement 

__ 

__ 

28 

3.  Bridges   (widening, 

strengthening  or  re- 

placement     





120 

4.  Grading  and  dust  oil 

application  

115 



__ 

5.  Reinforcing  

35 

__ 

__ 

6.  Dust  oil  application^. 

1,200 

10 

__ 

7.  Reinforcing   and   seal- 

ing   

40 

4 

__ 

8.  Road  mix  oil  treatment 

710 

500 

__ 

9.  Plant  mix  surfacing.. 

280 

123 

__ 

10.  Seal  coat 

285 

80 

11.  Nonskid  application.  _ 

80 

30 

II 

12.  Road    mix    oil    treat- 

ment of  beams  and 

gutters    

30 

__ 

__ 

13.  Guard  rail  installation 

__ 

__ 

1 

14.  Miscellaneous  projects 

-- 

-- 

5 

budget  .setup  which  may  be  drawn  against  to  finance  rela- 
tively small  improvement  projects. 

This  work  is  distinguished  from  the  so-called  "minor- 
improvement"  work  to  the  extent  that  it  may  be  per- 
formed on  the  existing  highway  alignment  even  though 
the  eventual  location  may  later  require  its  abandonment. 
Likewise,  the  type  of  work  is  cleveloped  to  best  take 
advantage    of    the    local 
situation  if  adherence  to 
recognized    practice    un- 
duly   increases    the    cost. 
The  test  of  the  projects 
is  ti-affie  need,  safety,  and 
reduction  in  maintenance 
cost. 

This  work  is  pro- 
grammed under  super- 
vision of  the  Maintenance 
Engineer  and  is  mainly 
carried  out  by  the  main- 
t  e  n  a  n  c  e  organization 
either  directly  on  the  day 
labor  projects,  or  by  con- 
trol of  the  inspection  on 
portions  handled  under 
contract. 

The  jobs  are  well  dis- 
tributed throughout  the 
State  with  projects  in 
each  county.  Some  of  the 
projects  extend  over  con- 
siderable distances. 

One    contract    in    the 
Eureka     district     covers 
furnishing   and   stockpil- 
ing in  windrows  of  road 
mix  surface  material  on 
21.5    miles    of   the    Red- 
wood Highway,  routes  1 
and  48  in  Mendocino,  Humboldt  and  Del  Norte  counties. 
The  spreading  and  compacting  of  the  windrowed  mate- 
rial is  handled  by  the  maintenance  forces. 

A  second  job  covers  reinforcement  of  portions  and 
application  of  penetration  dust  oil  on  32  miles  of  route 
73  between  Joseph  Creek  and  New  Pine  Creek  in  Modoc 
County. 

(Continued  on  page  9) 


Governor  Merriam  Opens 
Unique  Salinas  Underpass 


THE  Salinas  Underpass  was 
opened  to  traffic  on  Friday, 
August  2Sth,  when  Governor 
Frank  F.  Merriam  cut  the  ribbon 
and  officially  dedicated  the  new  struc- 
ture to  highway  service. 

Governor  Merriam,  Director  of 
Public  Works  Earl  Lee  Kelly  and 
federal,  county  and  city  officials  at- 
tended the  dedicatory  ceremony  and 
spoke  briefly  to  a  large  audience. 

This  subway  is  located  at  the  north 
end  of  the  main  business  district  of 
Salinas  in  an  area  of  very  heavy 
motor  vehicle  traffic.  North  Main 
Street  and  IMonterey  Street  intersect 


and  contribute"  their  quota  of  vehicles 
from  the  Monterey  Peninsula  and 
coast  points. 

The  former  gi"ade  crossing  at  this 
location  was  one  of  the  most  import- 
ant crossings  on  the  State  Highway 
System.  It  was  not  only  dangerous 
because  of  the  heavy  rail  and  vehicu- 
lar traffic,  but  caused  serious  delay  to 
motor  vehicles  because  of  the  fact  that 
it  is  located  at  the  head  of  the  South- 
ern Pacific  Company's  yard  tracks 
and  switching  movements  are  very 
numerous. 

In    addition    to    eight    regularly 


The  structure  is  unique  in  that  it 
is  the  only  one  in  the  state  in  which 
two  main  traveled  arteries  meet  in 
the  depressed  portion  of  a  subway 
and  are  carried  under  railroad  tracks 
through  the  subway  structure. 

Many  complex  problems  arose  in 
connection  with  the  design  and  con- 
struction which  materially  added  to 
the  cost  of  the  project.  Because  of 
the  proximity  of  ground  water  at  this 
location  it  was  necessary  to  design 
the  subway  against  hj-drostatic  uplift. 
This  was  accomplished  by  providing 
a  heavy  waterproofed  section  of  con- 


Dangerous    old    grade    crossing 


at  the  point  of  crossing  of  the  South- 
ern Pacific  railroad  track,  forming  a 
wye  at  the  point  of  intersection. 

thbek:  highways  converge 

Monterey  Street  is  the  State  High- 
way route  through  Salinas  on  the 
Coast  Highway  from  San  Francisco 
to  Los  Angeles.  Over  7500  vehicles 
pass  this  location  daily.  In  addition 
to  the  loe<il  traffic  and  the  main 
through  traffic  on  the  State  Highway 
fi-om  Los  Angeles  to  San  Francisco, 
two  other  important  state  highways. 
State  Route  117,  from  Monterey  to 
Salinas  and  State  Route  118  from 
Watsonvillc    converge   at    this   point 


city    of    Salinas    with  a  daily  average  record  of  35  rail  and  7500  vehicular 
movements   across    intersection. 


scheduled  passenger  trains  and  two 
freight  trains  daily  there  are  an 
average  of  25  switching  movements 
over  this  crossing.  Since  1926  there 
have  been  16  accidents  which  were 
of  such  serious  nature  that  railroad 
equipment  was  damaged  and  conse- 
quently the  accidents  were  reported 
to  the  State  Railroad  Commission. 

TRAFFIC  GREATLY  DELAYED 

The  actual  vehicle  minutes  delay 
due  to  stops  because  of  passing 
trains  in  a  24-hour  period  was  409 — 
or  the  equivalent  of  one  car  being 
delayed  at  the  cro.ssing  6  hours  and 
49  minutes  out  of  the  24-hour  period. 


ITwol 


Crete  below  the  roadway  area  of 
sufficient  weight  to  offset  the  floating 
effect  of  the  ground  water. 

LAKE  STREET  RELOCATED 

In  order  to  effect  a  saving  in  pro- 
viding against  this  hydrostatic  pres- 
sure it  was  foiind  more  economical  to 
raise  the  railroad  track  than  to  lower 
the  street  grade  a  greater  distance 
into  the  ground  water  area.  Accord- 
ingly, the  railroad  tracks  were  raised 
approximately  two  feet.  Because  of 
the  raise  in  elevation  of  the  tracks  it 
became  necessary  to  re-grade  and 
pave  adjoining  streets  to  meet  the 
new  elevation  of  the  railroad  tracks. 

(Continued  on  page  17) 

California  Highways  and  Public  Works 


Views  of  the  new  Salinas 
underpass  opened    by   Governor 
Merriam    August   28th.      At 
top,    south    approach    where 
two   arterials   separated   by 
triangular    parking    converge    in 

subway.     Below,  the  north 
approach   accomodating   traffic 
from    Coast    Highway   and    local 

street    intersection.      Official 
group   at   ribbon-cutting,   left  to 
right,   Highway   Commissioner 
H.    R.   Judah;    Assistant    Public 

Works    Director    Justus 

Craemer;    Miss    Muriel    Adams; 

Councilman    Wm.    Jeffery; 

Secretary    Fred.    McCarger, 

Chamber    of    Commerce; 

Governor    Frank   F.   Merriam 

and    Director   of    Public    Works 

Earl    Lee   Kelly. 


California  Hightvays  and  Public  Works 


[Three! 


Niles  Project  Includes  Six  By 

^^  t       r*  ■  r  JNO.  H.  SKEGGS, 

Cjrade  reparation  structures      oi  •"  *  E„ji„^^^ 


ONE  of  the  outstanding  grade 
separation  projects  undertaken 
by  tlie  Division  of  Highways  of 
the  Department  of  Public  Works  is 
under  wa.y  in  the  town  of  Niles,  Ala- 
meda County. 

In  few  localities  outside  of  metro- 
politan disti'icts  are  there  to  be  found 
as  many  dangerous  traffic  situations 
as  exist  in  the  small  area  embracing 
this  project. 

The  entire  project  consists  of  sis 
grade  separation  structures,  a  con- 
crete bridge  430  feet  long,  minor 
structures  and  nearly  three  miles  of 
grading,  paving  and  surfacing.  A 
contract  for  the  construction  work  in 
the  sum  of  $453,169.82  has  been 
awarded.  The  State's  share  of  the 
entire  improvement,  including  costs 
of  detours  and  other  necessary  ex- 
penditures, will  amount  to  approxi- 
mately $611,000. 

An  impoi'tant  feature  of  this  grade 
improvement  to  the  highway  and  rail- 
road facilities  in  Niles  will  be  the  con- 
struction of  a  new  high  standard  rein- 
forced concrete  bridge  over  Alameda 
Creek  to  replace  the  present  inade- 
quate old  structure  which  would,  in 
any  case,  have  required  reconstruction 
in  the  very  near  future. 

HAZARDOUS  GRADE  CROSSINGS 

Niles  is  situated  at  the  lower  end  of 
Niles  Canyon  about  23  miles  south- 
east of  the  city  of  Oakland.  The 
trunk  lines  of  the  Southern  Pacific 
Railroad  and  the  Western  Pacific 
Railroad  enter  the  canyon  at  Niles 
and  other  branches  and  spurs  of  both 
rail  systems  join  there  the  main  trunk 
line.s. 

A  primary  State  highway,  Route  5, 
[lasses  through  the  town  and  has  junc- 
tion with  the  former  county  road 
known  as  "Niles  Canyon  Road," 
entering  Niles  from  the  east,  and  with 
the  county  road  from  Newark  and 
f'cntcrville.  known  as  the  "  Centervilln 
Rojid,"  ajiproaching  Niles  from  the 
west. 

These  county  roads  were  taken  into 
the  State  highway  system  in  1933  by 
legislative  act.  Thev  now  are  parts 
of  Route  107. 

Route  f)  is  the  main  highway  con- 
necting East  l^ay  metropolitan  dis- 


tricts with  territories  and  cities  to  the 
south  and  at  Niles  its  traffic  is  largely 
increased  by  reason  of  junction  with 
Route  107,  bringing  connections  to 
territories  east  and  west. 

Up  to  the  present  time,  this  traffic 
has  had  to  run  the  gauntlet  of  five 
rail  and  highway  grade  crossings  on 
the  State  highways  through  Niles  and 
one  grade  crossing  on  a  county  road 
—  all  of  which  crossings  now  are  in 
process  of  elimination  by  relocation 
and  construction  of  approximately 
three  miles  of  new  road  in  the 
vicinity  of  the  town  of  Niles. 

The  new  location  is  on  high  stand- 
ards. On  Route  5  it  leaves  the  present 
highway  where  that  road  turns  to 
underpass  the  Southern  Pacific  Rail- 
road at  the  westerly  entrance  to  Niles, 
and  traverses  the  northerly  outskirts 
of  the  town  to  underpass  successively 
the  Soutliern  Pacific  main  line,  the 
Western  Pacific  main  line,  and  the 
Western  Pacific  San  Jose  branch. 

SIX    NEW    STRUCTURES    PLANNED 

RecoiLstructiou  on  Route  107  for  the 
Niles  Canyon  connection  replaces  the 
present  dangeroiLsly  low  and  narrow 
subway  of  the  Southern  Pacific  San 
Jose  branch  with  a  suitable  standard 
structure  which  is  approached  on 
straight  alignment. 

For  Route  107  (Centerville  connec- 
tion to  Route  5)  tlie  new  construc- 
tion is  on  good  alignment  and  pro- 
vides two  underpasses,  one  for  the 
Southern  Pacific  branch  to  San  Jose 
and  one  for  the  wye  connection  be- 
tween the  Southern  Pacific  branch 
roads  to  Centerville  and  to  San  Jose. 

This  irnprovement,  therefore,  in- 
cludes six  new  structures  luiderpass- 
ing  railroads  whereby  traffic  on  Route 
5  will  be  accommodated  with  pro- 
vision for  four  lanes  of  traffic  and  on 
Route  107  there  will  be  two  lanes. 

In  addition  to  the  subways,  the 
project  includes  the  major  structure 
bridging  Alameda  Creek,  which  will 
lie  a  reinforced  concrete  bridge,  430 
feet  long,  44  feet  clear  width  between 
curbs,  with  a  5-foot  sidewalk  on  each 
side. 

All  of  the  stnictnrcs  cnri-y  aiii|ili' 
sidewalk  provisions  loi-  pcdi'sl  riaiis. 

Tile  new  liiuliwav  construction  con- 


necting these  important  structures 
will  be  built  to  a  standard  width  ot 
56  feet  on  Route  5  and  36  feet  on 
Route  107.  For  Route  5  a  total  of 
2417  feet  of  the  new  grade  will  be 
paved  with  Portland  cement  concrete 
40  feet  wide.  The  balance  of  Route 
5,  about  9540  feet,  will  be  surfaced 
with  bituminous  treated  stone  screen- 
ings, plant  mixed,  to  a  width  of  31 
feet,  excepting  where  it  is  widened  t(j 
40  feet  over  the  section  approaching 
and  leaving  the  Twin  subways  under 
the  Western  Pacific  San  Jose  branch. 

The  31-foot  plant  mix  surfacing  will 
be  constructed  21  feet  on  one  side  of 
the  center  line  and  10  feet  on  the 
other,  so  that  the  additional  10  feet 
to  make  a  40-foot  width  can  be  readil\ 
made  when  required  to  accommodate 
traffic  needs. 

On  Route  107  the  surfacing  will  be 
to  a  width  of  22  feet  and  consist  of 
bituminous  treated  crushed  rock 
screenings,  plant  mixed.  All  pave- 
ment and  surfacing  will  be  placed 
upon  crusher  run  base  resting  on 
select  material  in  cuts  and  embank- 
ments. 

SEPARATED  TRAFFIC  LANES 

On  Route  5  the  new  alignment  is 
adapted  to  salvage  the  existing  nar- 
row two-way  underpass  of  the  San 
Jo;e  branch  of  the  Western  Pacific, 
aiul  this  improvement  is  designed  td 
carry  soutlibound  traffic  only  through 
the  present  .subway.  A  new  structure 
v\ill  be  built  adjacent  to  the  existing; 
one  to  provide  for  the  northbouml 
traffic.  These  two  separated  lanes  of 
trafPc  will  be  marked  bj-  a  curbed 
dividing  strip  extending  several  hun- 
di-ed  feet  on  both  sides  approaching 
the  subwa.vs. 

The  entire  improvement  will  be 
financed  by  Federal  allotments  from 
tlie  Works  Progress  Administration 
funds  under  the  Emergency  Unem- 
|)loyment  Relief  Act  of  1935. 

Elimination  from  the  Niles  area  of 
congested  major  traffic  hazards  is  the 
objective  of  this  project,  considered 
liy  the  Department  of  Public  Works 
t(i  lie  one  of  the  most  impoi-tant  grade 
separation  improvements  it  ever  has 
undertaken. 


[Four! 


California  Highways  and  Public  Works 


View  of  Niles  area  in  Alameda  County  wliere  an  extensive  grade  separation  program  is  under  way  consisting  of  six  under- 
passes, a  concrete  bridge  and  tine  relocation  of  approximately  3  miles  of  State  Route  5,  the  Santa  Cruz-Oakland-Stockton  highway 
as  shown  by  white  dotted   line. 


\\ 


%,\ 


^^\ 


>  *  y 


--**^c^-_55^ 


Sketch  map  by  Bud  Hinton,  draftsman -delineator  of  District  IV,  showing  details  of  Niles  grade  separation  and  relocation  project 
as  follows:  1 — Southern  Pacific  main  line  underpass  for  relocated  Route  5  indicated  by  heavy  black  line.  2 — Concrete  bridge  over 
Alameda  Creek.  3 — Western  Pacific  main  line  underpass.  4 — Southern  Pacific-San  Jose  branch  underpass  for  Niles  Canyon  road. 
5-6 — Underpasses  beneath  Southern  Pacific  for  State  Highway  107  connection  to  Centerville.  7 — Underpass  of  Western  Pacific  branch 
to  San  Jose.     Dotted  line  shows  present  State  Highway  F?oute  5. 


California  Higbtvays  and  Public  Works 


[Five] 


Paving  American  Canyon 
Cut-off  With  Concrete  Mix 


CONCEIVED  as  a  major  high- 
way project  almost  two  decades 
ago,  originally  surveyed  by  the 
State  in  1926,  the  American  Canyon 
cut-off,  on  which  the  first  shovelful  of 
earth  was  turned  by  the  contractor 
on  October  9,  1933,  is  i-apidly  ap- 
proaching completion.  The  present 
paving  contract  is  expected  to  be 
finished  by  the  end  of  November. 

This  project,  involving  roadway 
excavation  of  more  than  1,475,000 
cubic  yards  of  material  and  difficult 


three  traffic  lanes  and  9.8  miles  of 
20-foot,  two-lane  pavement  from  the 
Benicia  Road  to  the  junction  of 
Route  8  west  of  Cordelia  has  been 
completed. 

The  project  provides  modern  stand- 
ards with  minimimi  radius  curves  of 
2500  feet,  and  6%  maximum  grades. 
The  grading,  drainage,  etc.,  on  this 
project  was  completed  during  1934 
at  a  cost  of  $507,376.  One  cut  on  the 
project,  about  2400  feet  long,  in- 
volved    the    excavation     of     650,000 


By  R.  E.  PIERCE 

District  Engineer 


vember  16,  1935,  a  contract  in  the 
sum  of  $434,429  was  awarded  to  the 
lowest  of  eight  bidders  for  applica- 
tion of  a  seal  coat,  placing  selected 
material  insulating  course  and  pav- 
ing with  Class  "B"  Portland  cement 
concrete.  Contingencies  and  supple- 
mental work  will  bring  the  estimated 
cost  of  the  paving  project  to  ap- 
proximately  $467,000. 

Extensive  work  marked  the  prep- 
aration of  the  roadway  for  paving, 
involving  the  placing  of  143,000  cubic 


r//  '  s     lllllll^^BiENICIA 

Map   of  realigned    State    Highway   through    American    Canyon,   saving  approximately  six  miles  between  Sacramento  and  San  Francisco. 


grading,  will  effect  a  saving  of  ap- 
proximately six  miles  between  Sacra- 
mento and  San  Francisco  and  will 
eliminate  five  railroad  grade  cross- 
ings on  the  present  state  highway 
route  via  Jameson  Canyon  to  the 
Napa  Wye  and  thence  along  nari-ow, 
congested  city  streets  of  Vallejo. 

Concrete  pavement  operations  are 
well  under  way.  Laying  of  a  Class 
"B"  Portland  cement  concrete  pave- 
ment, 30  feet  in  width,  from  a  point 
about  a  mile  east  of  the  Carquinez 
bridge  to  the  Benicia  Road,  a  distance 
of  approximately  1.4  miles,  providing 


cubic  j'ards  of  material  and  has  a 
maximum  depth  of  130  feet. 

The  major  fill  on  this  project  is 
approximately  2500  feet  in  length 
and  approximately  80  feet  high,  and 
involves  about  900,000  cubic  yards  of 
material.  This  fill  is  broken  in  the 
center  by  a  timber  trestle  on  concrete 
abutments. 

Sufticient  time  having  been  allowed 
for  consolidation  of  the  foundation 
material  on  the  heavy  fills,  the  De- 
partment of  Public  Works  called  for 
bids  on  November  13,  1935,  for  the 
paving  of  the  new  highway.    On  No- 


yards  of  selected  material,  which  was 
spread  on  subgrade  1  to  1.5  feet  thick 
for  the  entire  width  of  the  roadway. 
The  subgrade  previously  was  sealed 
with  one-fourth  gallon  per  square 
yard  of  SCL-A  liquid  asphalt  and 
three-eighths  gallon  per  square  yard 
of  E  grade  a.sphalt. 

Work  was  started  on  the  concrete 
pavement  last  July. 

Preparation  batching  and  delivery 
of  aggregate  to  the  mixers  on  the  job 
was  handled  by  the  subcontractor,  who 
established     a     permanent     batching 

(Continued   on   page   S) 


[Six! 


California  Highways  and  Public  Works 


Paving     scenes     on     the    American 

Canyon    cut-off    relocation    of    State 

Highway    No.  7    (U.   S.  40)    from    1    mil 

East    of   Carquinez    Bridge   to 

Cordelia.      The    several    views    show 

two    pavement    mixers    operating    side 

by   side    placing   a   20  foot  width 

of    Portland    cement    concrete 

pavement,    together    with    three 

mechanical  tampers  in  addition  to  the 

necessary  hand  tamping  and 

finishing    equipment.      A   vibrator    is 

being    used   from   each   side   of   the 

pavement   ahead   of  the  first 

finishing    machine.       Inset    shows 

subgrade    prepared    and    ready 

for    paving. 


California  Highivays  and  Public  Works 


[Seven] 


The  "Big   Fill"  of  the  American  Canyon  Cut-off  showing   paving  operations  under  way  placing  a  20-foot  concrete  surface. 

Paving  American  Canyon  Cut-off  With  Concrete  Mix 


(Continued  from  page  C) 

plant  on  the  outskirts  of  Vallejn.  Ag- 
<;reyate  was  delivered  by  railroad  car, 
discharged  into  a  track  feeder  and 
elevated  by  belt  conveyor  to  the  steel 
bunkers.  The  steel  bins  had  a  com- 
bined capacity  of  about  400  tons  of 
aggregate.  A  shuttle  belt  along  the 
tops  of  the  bins  provided  for  distrib- 
uting the  various  grades  of  aggregate 
into  the  separate  bins. 

Aggregates  were  batched  with 
weighing  e(iuipment  operated  auto- 
matically to  prejiare  a  1  cubic  yard 
batch.  This  entire  batching  sequence 
ojierates  by  one  lever  on  the  control 
board,  and  does  not  require  any 
attention  except  for  a  change  in  the 
mix.  Trucks  load  under  the  central 
l)atcliing  hopper. 

Under  the  paving  proceilure  fol- 
lowed by  the  contractor  on  this  job, 
A  fleet  "of  25  to  30  trucks  hauls  the 
combined  aggregate  to  the  mixers. 
Subgrade  preparation,  placing  of 
timber  headers,  and  other  work  pre- 
liminary to  paving,  follows  the  usual 
standard  practice. 

Two  mixers  operate  side  by  side  on 
the  20-foot  pavement,  while  on  the 
U)-fo(it  width,  the  two  mixers  oper- 
alcd  ill  tandem.  They  are  sup- 
plied by  the  aggregate  trucks  back- 
ing into  position  and  dumping 
directly  into  the  skips  of  the  mixers. 
Mixing  water  is  supplied  through  hose 
from  a  welded  steel  line  laid  along 
the  length  of  the  job.  Sacked  cement 
is  in  position  along  the  sides  of  the 

lEightl 


headers,  ready  to  be  emptied  into  the 
mixer  skips.  Between  the  mixers  and 
the  discharge  from  the  buckets,  the 
reinforcing  steel,  both  transverse  and 
longitudinal,  is  placed  by  a  special 
steel   crew. 

FINISHING    PROCEDURE 

Immediately  behind  the  mixers,  a 
fini.sher  with  double  screed  carries  out 
the  first  step  in  the  finishing  process. 
Mounted  on  the  forward  end  of  this 
machine  are  two  gas  driven  concrete 
vibrators  which  are  used  continually 
in  vibrating  the  concrete  mass  ahead 
of  the  first  screed.  Behind  this  first 
unit,  a  finisher  machine  operates  to 
provide  a  second  stage  of  the  finish- 
ing process. 

Some  distance  to  the  rear,  a  third 
finishing  machine,  with  single  screed, 
carries  a  small  wave  of  grout  for  the 
final  machine  finishing  operation. 
Behind  the  screed,  this  machine  car- 
ries a  groover  which  cuts  a  2-inch 
mark  along  the  longitudinal  center  line 
of  the  paving,  and  the  machine  oper- 
ator places  10-foot  lengths  of  steel 
reinforcing  bar  in  this  groove,  to  a 
depth  of  about  2  inches,  as  the 
iiiachiue  progresses.  Immediately 
beiiind  the  machine,  two  men  using 
heavy  transverse  markers  prepare  a 
groove  to  a  depth  of  somewhat  over 
2  inches,  into  which  is  inserted  the 
I  X  2  inch  steel  strips,  at  the  trans- 
verse weakened-plane  joints. 

The  next  finishing  operation  is  the 
longitudinal  tamping  float,  operated 
from  timber  bridges.     Following  this 


is  a  crew  of  men  operating  transverse 
(bull)  floats,  followed  by  the  fini.shers. 
In  this  last  step,  the  steel  at  the  weak- 
ened-plane joints  is  removed,  and  the 
reinforcing  bar  along  the  center  line  is 
also  taken  up,  leaving  a  weakened- 
plane  along  the  center  of  the  slab. 
Following  the  last  finishing  step,  the 
concrete  placed  during  the  day  is  kept 
sprinkled,  and  the  next  day  covered 
with  dirt,  and  wafer-cured  in  the 
usual  manner. 

EXPANSION   JOINTS 

On  this  project,  tf-ineh  expansion 
joints  were  provided  at  100-foot 
intervals  with  diunmy  joints  at  the 
intervening  20-foot  intervals.  The 
paving  design  provided  for  a  weak- 
ened plane  along  the  center  line 
with  4-foot  lengths  of  steel  rein- 
forcing tie-bars  or  tie-bolts  spaced 
at  4-foot  intervals  supported  on  steel 
chairs  on  the  subgrade.  The  pave- 
ment section  for  the  20-foot  slab  was 
0..'i.5  foot  thick  at  the  center,  in- 
creasing to  0.75  foot  at  the  edges  in 
a  distance  of  2  feet. 

Mr.  A.  N.  Lund  was  the  Resident 
Engineer  in  charge  of  the  work  for 
the  State. 


Am  old  flarky  was  sent  to  the  hospital,  and 
one  of  the  nurses  put  a  tliermometor  in  his 
mouth,  to  tal;e  his  temporatui-e.  Presently, 
when  the  doctor  made  his  rounds,  he 
asked  : 

"Well.  Mose,  have  .vou  had  any  nourish- 
ment?" 

"A  ladv  done  gimme  a  picre  of  glass  to 
snrl;  OIK  lioss,  hut  I'se  still  pow'ful 
hnnsr.v." 


California  Highways  and  Public  Works 


400  PROJECTS  IMPROVE  TRAFFIC  SERVICE 


(<*on tinned  from  page  1) 

A  third  project  covers  placing  a 
one-foot  strip  of  plant  mix  material 
along-  pavement  edges  at  various  loca- 
tions over  a  distance  of  79  miles  on 
route  2,  the  Coast  Highway,  in  Santa 
Barbara  and  San  Luis  Obispo  coun- 
ties. 

Some  fifty  of  the  projects  are  fair 
sized  contracts,  but  most  of  them 
range  from  a  few  himdred  dollars  \ip 
to  about  $20,000.  Funds  are  allo- 
cated north  and  south  to  primary 
and  secondary  routes  in  accordance 
with  legal  requirements. 

BRIDGE   STRUCTURES   STRENGTHENED 

The  work  outlined  is  not  neces- 
sarily continuous  for  a  given  project. 
The  widening  work,  for  example,  may 
consist  simply  of  power  .shovel  work 
at  locations  where  the  road  width  is 
restricted,  sight  distance  too  short  or 
drainage  poor.  The  excavated  mate- 
rial is  used  to  widen  out  embank- 
ments, etc.,  or  the  work  may  be  done 
entirely  with  tractors,  scarifiers  and 
graders,  or  by  importing  material. 

The  drainage  improvement  may 
provide  needed  culvert  ]iipe  for  cross 
drains  or  for  the  extension  or  deepen- 
ing of  the  drainage  ditches,  cleaning 
of  .stream  channels,  etc. 

There  are  some  250  bridges  on  the 
State  system  which  are  posted  for  a 
restricted  load  limit.  Excspt  for  the 
work  done  through  this  improve- 
ment fund,  many  more  structures 
would  have  a  similar  restriction. 
The  replacement  of  bridges  is  ex- 
pensive, and  the  tvue  of  improve- 
ment covered  by  this  program  can 
only  care  for  relatively  small  widen- 
ing, strengthening  or  replacement 
work. 

Each  project,  however,  increases 
the  service  value  of  the  road  to 
that  particular  community  and  fre- 
quently safeguards  against  a  very 
real  hazard. 

ROAD    SURFACING    RESTORED 

The  surface  treatments  on  both 
ti'Mvcled  way  and  shoulders  are  on 
sections  where  the  existing  surface 
has  reached  the  end  of  its  economic 
life.  TTsually  it  was  inadeciuate  when 
originally  constructed  and  to  rejilace 
it  in  kind  would  be  expensive  and  of 
short  benefit. 

With  the  opportunity  to  widen  the 
section,  rework  the  surface  and  place 
additional    material    or    change    the 


type,  a  distinct  imiirovement  can 
frequently  be  secured  at  compara- 
tively small  cost  which  will  materially 
reduce  tlie  annual  expenditure  and 
provide  an  adequate  service  for  a 
number  of  years. 

At  the  end  of  the  service  life,  if 
funds  are  not  available  for  recon- 
struction, the  surface  can  then  be 
properly  renewed  in  kind  as  an  up- 
keep charge. 

TRAFFIC    SHOWS    INCREASE 

Traffic  counts  taken  during  1935 
and  1936  indicate  that  the  slacken- 
ing of  traffic  volume  during  the 
depression  years  has  been  fully  over- 
come. The  volume  of  traffic  on  the 
roads  today  is  practically  the  same 
as  would  have  been  the  case  if  the 
normal  estimated  six  per  cent  in- 
crease per  year  had  continued  from 
1929  to  date. 

Work  of  the  kind  described  above 
is  essential  to  fill  the  need  on  a  large 
number  of  roads  until  major  con- 
struction or  reconsti'uetion  can  be 
financed. 

The  work  is  particularly  adaptable 
to  the  maintenance  organization.  For 
.small  projects  experienced  men  and 
the  necessary  equipment  are  on  the 
ground  and  there  is  practically  no 
expenditure  required  for  moving  to 
or  from  the  job,  nor  slack  to  take  up 
in  organizing  a  crew. 

On  projects  of  sufficient  size  to 
justify  preparation  for  and  handling 
by  contract,  the  intimate  knowledge 
possessed  by  the  maintenance  forces 
of  sections  where  failures  require  ex- 
cessive maintenance  of  the  soil  and 
local  material  situation,  is  applied  to 
good  advantage. 

TIME  ELEMENT  FIGURES 

It  is  the  general  policy  of  the  Divi- 
sion to  advertise  for  contract  all 
work  which  can  be  so  handled  to 
advantage  and  particularly  work  re- 
(|uiring  special  or  heavy  equipment. 
Naturally,  the  time  element  has  a 
bearing  on  such  decisions  as  at  least 
one  months'  extra  time  a.s  comjjared 
to  day  labor,  is  required  to  get  work 
under  way  by  conti-act  due  to  detail 
and  legal  restrictions.  Even  wlien 
the  work  is  handled  by  day  labor  the 
contractors  are  benefited  througli  the 
opportunities  off'ered  in  rcntnl  of 
their  idle  equipment. 

Under  existing  conditions  it  ap- 
]iears  that  continuation   of  improve- 


ment work  of  the  character  now 
under  way  will  be  an  essential  part 
of  the  highway  program  for  some 
time  to  come. 


SAVED  ACCIDENT  VICTIMS 

Superiiiteiulent  T.  W.  Martin,  Dis- 
trict VII,  tells  of  an  automobile  acci- 
dent which  might  have  resulted  in 
fatalities  had  it  not  been  for  prompt 
work  on  the  part  of  Foreman  C.  J. 
Ward  and  members  of  his  mainte- 
nance crew. 

' '  Ward,  with  several  men,  was  patch- 
ing the  pavement  on  LA-62-B  when  he 
noticed  rising  dust  on  the  slope  of 
the  road  high  above  him.  AVhen  the 
dust  settled  he  saw  an  overturned  car 
on  the  slope.  He  sped  to  the  scene 
with  two  of  his  men  and  found  two 
seriously  injured  women  imprisoned 
in  the  wreck  of  their  machine,  which 
had  gone  over  the  grade.  Using  a 
cushion  of  the  auto.  Ward  and  his 
helpers  carried  the  victims  up  to  the 
road,  a  very  difficult  task.  The  wo- 
men were  rushed  to  a  doctor.  Both 
had  suffered  numerous  bone  fractures 
and  other  injuries  and  doiibtless 
would  have  succumbed  but  for  the 
quick  work  of  Foreman  Ward." 


Village  Prefers  Bad  Road 

Flint  Hill,  little  village  in  Rappa- 
hannock county.  Virginia,  wants  bad 
roads,  says  a  news  dispatch.  A  dele- 
gation from  the  village  visited  Kich- 
moud  to  protest  plans  to  route  a  mod- 
ern highway  through  the  town. 

"A  good  road  would  menace  our 
school  children."  the  delegation  told 
Governor  George  C.  Peery.  "Can't 
you  arrange  to  run  the  road  west  of 
Flint  Hill?" 


•That  means  fight  where  I  come  from  !" 
■yVeW,  why  don't  .voii  fight   then?" 
•'Cause  I  ain't  where  I  come  from." 

— WiUiams  Purple  Cow. 


Sandy  joined  a  golf  club  and  was  told  by 
the  iirofessional  that  if  his  name  was  on 
his  golf  balls  and  they  were  lost,  they  would 
be  returned  to  liim  when  found. 

"Goml,"  said  the  Sent,  •■put  my  name  on 
this  hall." 

Tlie   pro   did   so. 

'•Wonhl  yon  also  put  M.L).  after  it?"  said 
the  new   member.     "I'm   a   doctor." 

The  pro  obeyed. 

"There's  just  one  more  thing."  went  on 
the  Scot.  "Can  ye  squei^ze  'Hours  10  to  3' 
on  as  well?" 


California  Highivays  and  Public  Works 


[Nine] 


Two   bridges  and   a   system   of  four  spacious   ramp  connections  feature  the  extensive  construction  project  separating  the  grades  of  the  prirr 
shows  grading  for  the  east  ramp  to  the  3150  foot  overhead  alignment,  and   the   new  bridges  over  Coast   Highway  and    Newport  Channel. 


NEWPORT  GRADE  SEPARATION  TO  ELIMINATE 


By   L  R.  McNEELY,  Resident  Engineer 


ONE  of  the  most  important  and, 
from  an  engineering  stand- 
point, one  of  the  most  inter- 
esting, grade  separation  projects 
undertaken  by  tlie  Division  of  High- 
ways is  nearing  completion  at  New- 
port Beach. 

No  railroad  crossing  is  involved. 
The  separation  is  for  highway  traffic 
only.  It  is  between  the  Newport- 
Santa  Ana  Road  and  the  Coast  High- 
way, State  Route  60,  and  is  designed 
to  relieve  traffic  congestion  that  in 
recent  years  has  become  increasingly 
heavy  and  hazardous. 

The  Newport-Santa  Ana  Road  is 
the  main  highway  to  the  beach  com- 
munities of  Newport  and  Balboa. 
During  the  summer  season  week-end 
traffic  has  been  congested  at  the  inter- 
section of  the  Newport-Santa  Ana 
Road  and  the  Coast  Highway  to  such 
an  extent  that  automobiles  frequently 
have  been  held  up  for  an  hour  or 
more  in  negotiating  the  intersection. 

RAILROAD  LINE  ABANDONED 

Work  on  the  project  was  .started  on 
November  12,  19:^5.  For  tliirteen 
years  prior  to  this  time  the  Coast 
Highway  passed  under  the  Southern 
Pacific  railroad  line  at  Newport 
Beach.  Eight  years  ago  it  was  pro- 
posed lliat  the  Newport-Santa  Ana 
Road,  then  a  county  highway,  inter- 
secting the  Coast  IHghway  at  New- 
port Beach,  be  lifted  up  to  the  level 
of  the  railroad  viaduct  and  carried 
ovei-  the  State  highway. 


This  proposal  was  presented  to  the 
Southern  Pacific  Company  and  it  de- 
veloped that  the  corporation  desired 
to  abandon  its  Newport  Beach  line, 
some  eight  miles  of  trackage.  After 
many,  many  months  of  negotiations, 
during  which  the  Newport-Santa  Ana 
Road  was  taken  into  the  state  high- 
way system,  the  Division  of  Highways 
acquired  for  the  State  of  California 
the  abandoned  Southern  Pacific  right 
of  way  and  the  realigned  Newport- 
Santa  Ana  Road  now  occupies  the  old 
railroad  right  of  way  which  carries  it 
over  the  Coast  Highway. 

NEW  VIADUCT  BUILT 

The  original  railroad  bridge  over 
the  Coast  Highway  was  removed  and 
replaced  by  a  viaduct  Mdiich  provides 
an  underpass  for  the  .state  highway 
and  an  overhead  crossing  for  the  New- 
port-Santa Ana  Road. 

The  new  overhead  alignment  is 
3150  feet  in  length  and  is  connected 
with  the  Coast  Highway  by  four 
ramps,  three  of  which  are  new  con- 
struction and  one  of  which  is  the  ex- 
isting Newport-Santa  Ana  Road.  The 
connecting  ramjis  will  carry  two-way 
traffic  with  right  turns  only  into  the 
main  line  traffic. 

Overhead  construction  will  be  sur- 
faced with  40  feet  of  Portland  cement 
])avement,  with  connections  to  exist- 
ing pavements  surfaced  with  asphaltic 
concrete.  The  ramps  will  be  surfaced 
with  Portland  cement  concrete  pave- 
ment from  20  to  24  feet  in  width. 


Grading  of  the  overhead  has  been 
completed. 

Two  bridges  are  being  constructed, 
one  carrying  the  Newport-Santa  Ana 
Road  over  the  present  Newport  chan- 
nel consisting  of  5  spans  and  200 
feet  in  length,  and  one  over  the  Coast 
Highway  consisting  of  3  spans  and 
158  feet  in  length. 

The  Newport  channel  bridge  has 
one  removable  span  to  comply  with 
federal  regulations  governing  navi- 
gable streams.  Clear  distance  be- 
tween curbs  on  the  Coa.st  Highway 
^ri\l  be  64  feet.  The  bridge  widths  on 
the  overhead  are  44  feet  between  curbs. 

A  system  of  side  road  ramp  connec- 
tions will  permit  of  a  free  flow  of 
traffic  in  all  directions  whatever  the 
destination  may  be  of  vehicles  coming 
into  the  grade  sejiaration. 

OLD    UNDERPASS   FLOODED 

Work  on  the  Coast  High-way  in- 
cludes bringing  the  existing  under- 
pass to  grade.  The  old  underpass  was 
drained  by  gravity  into  the  Newport 
channel.  The  gravity  drain  was  sup- 
plemented with  a  two-inch  centrifugal 
pump.  Storms  sometimes  occurred 
during  high  tide  when  there  was  some 
difficulty  in  keeping  the  sump  clear 
for  traffic. 

The  roadway  will  be  surfaced  with 
asphaltic  concrete  40  feet  in  width. 

A  lighting  system  consisting  of  32 
standards  will  be  included  in  the  proj- 
ect, six  lights  being  installed  on  each 
bridge. 


[Ten! 


California  Highways  and  Public  Works 


WmhSJCT-t! 


-.srr:: 


Highway  and  the  secondary  Santa  Ana-Newport  Highway  at  Newport  Beach,  a  badly  congested   intersection.     This  construction  scene 
arrow  marks  location  of  latter  bridge  which  is  200  feet  long  and    has   a    movable   span   to  comply   with    Federal    navigation    regulations. 

TRAFFIC  I  BOTTLENECK   ON   COAST   HIGHWAY 


^  AtfKp4>r/  A-a^ 


The  slopes  of  the  cuts 
and  till  sections  will  be 
planted  immediately  after 
completion. 

It  is  expected  the  entire 
project  will  be  completed 
by  the  end  of  October. 
The  estimated  cost,  in- 
eluding  the  highway 
overhead  b  r  id  g  e,  the 
channel  bridge,  all  ramp 
connections  and  i  n  c  i- 
dental  work,  is  approxi- 
mately $170,000. 

While  this  grade  sepa- 
ration undertaking  is  not 
a  costly  one,  it  is  considered  important 
because  of  the  large  volume  of  traffic 
it  will  facilitate.  Congestion  of  cars 
at  the  intersection  has  proved  nerve- 
racking  to  motorists  meeting  there. 
Accidents  have  been  frequent  and 
numerous. 

During  the  long  delay  in  the  start 
of  construction  pending  negotiations 
with  the  Southern  Pacific  Company, 
Division  of  Highways  engineers  and 
other  authorities  on  road  building  de- 
voted themselves  to  exhaustive  studies 
of  the  most  modern  methods  of  han- 
dling the  problem  presented.  The 
result  is  that  this  grade  crossing  for 
higlnvay  traffic  only  is  being  con- 
structed along  the  most  up-to-date 
engineering  lines,  based  upon  study 
which  would  not  have  been  possible 
had  it  been  necessary  to  ru.sh  the 
project  to  completion. 


/\/ewporf   B^ 


Sketch   showing   ramp  and  overhead   structure  features  of  grade  separation    project  on   Coast   High- 
way at  Newport    Beach. 


Plans  for  State  Highway  Officials'  Convention 


ANNOUNCEMENT  has  been  made 
by  W.  C.  Markham,  executive  sec- 
retary of  the  American  Association 
of  State  Highway  Officials,  of  the 
appointment  of  Frank  C.  Balfour, 
Supervising  Right  of  Way  Agent  of 
the  State  Division  of  Highways  in 
Los  Angeles,  as  director  of  enrollment 
and  entertainment  for  the  twenty- 
second  annual  convention  of  the  asso- 
ciation to  be  held  in  San  Francisco 
December  7th-9th. 

All  members  of  the  a.ssociation  are 
requested  to  expedite  the  opening  of 
the  convention  by  pre-enrolling  with 
Mr.  Balfour,  who  will  make  his  head- 
quarters at  500  Sansome  street,  San 
Franci.sco.  All  who  plan  to  attend 
the  December  sessions  of  the  associa- 


tion are  urged  to  forward  their  names 
to  i\lr.  Balfour  together  with  the 
names  of  the  women  and  children  who 
will  accompany  them. 

The  complete  program  for  the  con- 
vention will  be  published  in  the 
November  issue  of  California  High- 
ways AND  Public  Works. 

A  feature  of  the  program  for  Tues- 
day, December  8th,  will  be  an  illus- 
trated address  concerning  the  con- 
struction of  the  $77,000,000  San  Fran- 
cisco-Oakland Bay  Bridge  by  State 
Highway  Engineer  C.  H.  Purcell,  who 
has  directed  the  building  of  this  mon- 
umental structure  for  the  Department 
of  Public  Works.  Mr.  Purcell  will 
describe  in  detail  tlie  work  of  con- 
structing the  bridge. 


California  Hightvays  and  Public  Works 


r  Eleven! 


REFLECTORIZED  PAVEMENT  BUTTONS 
AN  AID  TO  NIGHT  DRIVING 

By  F.  M.  CARTER,  Assistant  Maintenance  Engineer 


EXPERIMENTAL  iustallations 
of  reflectorized  pavement  but- 
tons have  recently  been  in- 
stalled by  the  Maintenance  Depart- 
ment of  the  Division  of  Highways, 
marking  the  center  line  at  dangerous 
locations  on  our  highways,  as  an  aid 
to  safe  night  driving. 

To  determine  whether  these  mark- 
ers are  efficient,  economical,  and  a 
]ireventive  of  accidents,  is  a  problem 
that  is  now  being  worked  out. 

Fii-st  of  all,  we  assume  that  if  these 
markers  do  tend  to  reduce  accidents, 
their  use  should  be  consistent.  They 
should  be  positioned  only  on  danger- 
ous curves  and  locations  where  a 
known  hazard  exists. 

RESTRICTED  USE  DESIRABLE 

Experience  with  our  traflac  signs 
proves  that  the  motoring'  public  dis- 
regards such  installations  if  used 
promiscuously  and  without  definite 
necessity.  An  indiscriminate  use  of 
reflectorized  pavement  markers 
placed  on  straight  stretches  of  high- 
ways will  destroy  their  usefulness. 

If  these  markers  are  positioned  on 
straight  stretches  of  streets  or  high- 
ways, it  is  evident  that  they  will  not 
return  the  same  impression  to  the 
approaching  motorist  at  hazardous 
curves. 

UNIFORM  SIGN  POLICY 

Our  motoring  public  of  today  is 
not  to  be  fooled  or  bluffed.  In  our 
new  policy  of  signing,  we  have  a 
definite  position  for  each  sign  to  give 
the  same  meaning  wherever  placed. 
Being  uniform  in  position,  shape,  and 
color  the  motorist  is  learning  that 
these  signs  mean  what  they  say.  We 
do  not  permit  positioning  of  signs  to 
bluff  or  fool  the  traffic.  This  policy 
should  also  be  a])plied  to  reflectorized 
l)av('iiii'iit  markers,  otherwise  the 
bciiclit  derived  from  their  use  is  min- 
imized. 

Before  installing  these  reflectorized 
pavement  markers,  this  department 
conducted  tests  to  determine  how 
such  markers  should  be  placed,  at 
wliat    locations,    how    far    ajjart,    et 


cetera.      These    tests    were    made    on 
plans   in  the   office  and   then   in   the 


Governor  Merriam 
Urges  More  "Road 
Eyes"  for  Safety 

August  20,  1936. 

Hon.  Earl  Lee  Kelly, 
Director  of  Public  Works, 
Sacramento,  California. 

Dear  Director  Kelly: 

In  driving  over  the  California 
highways,  I  have  noticed  re- 
cently that  the  center  of  the 
road  on  many  curves  and  tun- 
nels is  marked  with  what  ap- 
pears to  be  an  illuminated 
button  or  "eye."  I  am  so  great- 
ly impressed  with  this  device 
and  its  value  in  outlining  the 
center  of  the  highway  for  mo- 
torists, that  I  want  to  indorse 
its  installation,  and  compliment 
the  Public  Works  Department 
upon  its  good  judgment  in 
equipping  the  highways  on 
curves  with  this  reflector  de- 
vice. 

The  State  should  furnish 
every  safety  against  reckless 
driving,  and  make  the  high- 
ways safe  for  motorists.  Defi- 
nitely marking  the  middle  of 
the  road  with  the  white  lines, 
and  hazardous  places  with  these 
"eyes,"  which  stare  at  the 
driver,  afford  the  greatest  de- 
gree of  warning  yet  devised. 
Speed  the  day  when  all  parts  of 
the  highway,  old  and  new  con- 
struction, shall  be  so  equipped. 

It  seems  to  me  these  installa- 
tions are  fully  justified  in  the 
interest  of  safety,  and  in  an  ef- 
fort to  reduce  automobile  acci- 
dents. 

Cordially  yours, 
(Signed) 
FRANK  F.   MERRIAM, 
Governor  of  California. 


field  at  night  by  placing  buttons  on 
the  pavement  and  observing  their 
effect. 

The  results  of  these  tests  proved 
that  when  placed  on  sharp  curves  at 
certain  locations  these  markers  do 
assist  the  night  driver. 

MANY    FAVORABLE    REPORTS 

Why  are  these  markers  receiving 
such  favorable  efficiency  repoi-ts? 

Most  of  you  remember  when  the 
white  center  .stripe  was  painted  on 
the  pavement,  all  motorists  enthused 
over  the  assistance  given  them  by 
such  striping,  they  zealously  remained 
on  their  side  of  the  center  stripe  on 
tangents  and  around  curves.  This 
respect  for  the  white  striping  is  still 
the  same.  It  has  carried  through  be- 
cause of  its  efficiencj^  and  consistent 
positioning 

For  daylight  u.se  there  is  no  com- 
parison between  the  value  of  this 
white  line  and  reflectorized  pavement 
markers  because  the  markers  are  not 
as  visible  even  if  made  of  polished 
metals. 

At  night  when  new  or  when  they 
are  maintained  properly,  the  reflector 
buttons  do  return  a  warning  mes- 
sage in  advance  of  the  curve. 

Most  of  us  remember  when  the 
curve  signs,  placed  in  advance  of  the 
sharper  curves,  were  reflectorized. 
The  same  enthusiastic  comments  and 
reports  were  received.  Do  the  motor- 
ing i)ublic  see  and  respect  these  re- 
flectorized curve  signs  today!  This 
department  thinks  they  do.  These 
signs  are  now  always  the  .same — their 
]iosition  in  advance  of  the  curve, 
their  shape,  and  appearance, 

CONSISTENT   CURVE   WARNING 

When  you  see  a  reflectorized  cuiwe 
sign  on  the  highway  you  know  you 
are  approaching  a  curve  that  from 
its  design  requires  a  slower  speed. 
With  this  information  correctl.v  and 
consistently  given,  the  wise  motoiust 
slows  down  and  follows  the  white 
traffic  striiie  ai-ound  the  curve. 

( ( 'iintiTiiit'd   on   page   24) 


[Twelve] 


California  Hightvays  and  Public  Works 


This  night  photograph   illustrates  how  the  line  of  reflectorized  buttons  or  "road  eyes"  guides  the  motorist  safely  through  an   illur 
underpass   in   the  center  of  an  "S"  curve  that  suddenly   looms  through  the  darkness  as  a  brilliant  patch  of  light. 


Day  photograph  of  the  underpass  pictured  above  shows  a  wealth  of  shrubbery  and  trees  o 
pleasing  arboreal  setting  as  a  result  of  the  landscaping  of  the  curved  highway  approaches  over 
white   line. 


the    side    slopes    presenting    a    most 
vhich   traffic   is  guided   by  the  center 


Types  of   reflectorized   road   buttons   with   which   the   Division   of    Highways   is  experimenting   to  test  durability,  visibility   and 
tenance  cost.      Replacement   of   buttons   smashed   or   dislodged   by   heavy    traffic    and    necessity    for    frequent    removal    of    dust    and 
accumulations   are   factors. 


California  Hightvays  and  Public  Works 


f  Thirteen! 


Laboratory  Develops  An 
Improved  Joint  Filler 


By 

THOS.  E.  STANTON,  Jr. 

Materials  and  Research 
Engineer 


JUST  as  the  mightiest  mountains 
are  gradually  leveled  to  the 
plains,  all  the  works  of  man  are 
doomed  to  eventual  disintegration  if 
not  protected  from  the  elements. 
Man  is  therefore  constantly  battling 
with  nature  to  preserve  what  he  has 
built.  It  may  be  a  battle  against 
chemical  disintegration  from  rain  or 
from  running  water  containing  al- 
kalis or  acids,  or  a  fight  against 
ph.ysical  disintegration  through  the 
same  elements  or  through  alternations 
of  heat  and  cold,  or  the  impact  of 
forces. 

Structures  expand  with  heat  and 
contract  with  cold,  swell  when  wet 
and  shrink  when  dry.  These  alterna- 
tions of  temperature  and  moisture 
ultimately  spell  failure  when  the 
structiire  is  under  restraint  against 
movement.  Hence,  we  have  bursting 
water  pipes  in  freezing  weather  and 
the  gradual  disintegration  of  rock 
mountains  with  the  alternate  freezing 
and  thawing  of  the  moisture  in  cracks 
and  bedding  planes. 

JOINTS  TAKE  UP  STRESSES 

So  a  pavement  or  bridge  expands 
when  hot  or  moist  and  contracts  when 
cold  or  dry.  Stresses  resulting  from 
these  forces  ultimately  rupture  the 
structure  unless  relieved  in  some  way. 
For  this  reason  all  structures  of  any 
magnitude  must  be  provided  with 
joints  permitting  contraction  and 
expansion.  Concrete  pavement  slabs 
are  no  exception  to  the  general  rule 
and  it  is  therefore  customary  to  pro- 
vide planes  of  weakness  across  the 
pavement  at  regular  intervals,  rang- 
ing from  20  to  30  feet,  to  insure  the 
formation  of  shrinkage  cracks  in  a 
miiform  rather  than  haphazard  and 
irregular  manner.  In  addition  to 
providing  for  shrinkage,  openings 
from  }  inch  to  5  inch  wide  are  left 
across  the  slabs  at  intervals  of  60  to 
100  feet  to  permit  expansion. 

Failure  to  provide  such  expansion 
.ioints  or  an  iusuffi  'lent  number  some- 
times causes  ])]ow-ups  such  as  are  fre- 
quently experienced  following  an 
extremely  hot  spell.  ])artii'ubirly  when 
the  hot  spell  is  immediately  pi'eceded 
bv  rains   wliich   have   caused    a    swell- 


ing or  expansion  of  the  concrete  from 
moisture. 

LEAKAGE  SATURATES  SUBGRADE 

Unfortunately,  however,  the  only 
cheap  and  practicable  step  to  avoid 
destruction  by  relieving  expansion 
and  contraction  stresses  carries  with 
it  new  elements  of  destruction.  Con- 
crete without  cracks  is  practicall.v  im- 
pervious to  moisture.  However,  as 
soon  as  cracks  form,  whether  natural 
or  artificial,  a  channel  is  provided  for 
ready  leakage  of  water  through  the 
pavement  and  into  the  subgrade. 

Most  soils  when  wet  expand  and 
then  .shrink  on  drying.  While  it  is 
true  that  a  partial  solution  of  this 
difficulty  lies  in  the  use  of  subgrade 
soils  with  little  or  no  swell,  never- 
theless, it  is  impracticable  to  entirely 
avoid  this  difficulty.  Leakage  satu- 
rates the  subgrade  adjacent  to  the 
crack  thereby  either  causing  the 
foundation  to  swell,  or  weakening  its 
bearing  power  to  such  an  extent  that 
destruction  frequently  results  under 
heavy  traffic. 

MoistiTre  on  the  under  side  of  the 
slab  causes  an  expansion  of  that  side 
greater  than  of  the  surface  exposed  to 
the  atmosphere,  parti'nilarly  when 
dry  on  a  cold  day.  This  results  in  a 
warping  of  the  slab  and  a  roughness 
in  riding  qualities  usually  increasing 
with  age.  Whether  this  warping  of 
the  slab  is  the  result  of  swell  of  the 
subgrade  or  unequal  expansion  of  the 
top  and  bottom  of  the  slab  or  any 
other  cause,  the  results  are  decidedly 
objectionable  as  regards  riding  qual- 
ities and  Tiltimately  destructive  of  the 
]iavement. 

QUALIFICATIONS    NECESSARY 

To  overcome  these  difficulties,  high- 
way engineers  have  for  years  l)een 
endeavoring  to  develop  a  crack  filler 
which  will  effectively  seal  cracks 
against  leakage.  To  prevent  leakaoe, 
the  filler  must  be  impervious  and 
must  at  the  same  time  stick  tight  to 
the  sides  of  the  concrete.  Tt  must 
be  elastic  enough  not  to  break  away 
and  o])en  up  cracks  when  the  concrete 
slii'inks. 

Ordiiiai'v    as]ihaltic    cements    have 


been  used  extensively  for  the  purpose 
with  indifferent  success.  If  the  as- 
phalt is  hard  enough  not  to  flow  out 
of  the  joint  in  hot  weather,  it  is  gen- 
erally so  brittle  in  cold  weather,  when 
shrinkage  is  usually  the  greatest,  as 
to  possess  no  resilience  so  that  the 
joint  filler  breaks  away  from  the  sides 
of  the  concrete  and  cracks  open  up 
which  readily  admit  rain  water.  If 
the  bitumen  is  soft  enough  to  remain 
resilient  and  ductile  in  cold  weather, 
it  becomes  so  fluid  as  to  run  out  of 
the  cracks  in  hot  weather. 

Studies  on  the  subject  therefore 
have  largely  centered  aroiind  the  de- 
velopment of  a  product  which  would 
be  ductile  at  low  temperatures  and 
still  sufficiently  hard  but  .sticky  at 
high  temperatures  to  retain  a  bond  to 
the  concrete  throughout  the  entire 
range  of  climatic  conditions  and  over 
a  period  of  years,  if  not  permanently. 

BITUMIN-RUBBER   COMBINATION 

Within  the  last  six  months  a  prod- 
uct has  been  developed  by  the  engi- 
neer? of  this  department  which 
appears  superior  to  any  product  de- 
veloped in  the  past.  This  product  is 
a  combination  of  bitumen  and  com- 
mercial rubber  latex. 

Unadulterated  specially  processed 
rubber  products  have  been  used  with 
considerable  success  in  recent  years  in 
one  form  or  another  but  have  the 
disadvantage  of  being  quite  expen- 
sive, which  factor  mitigates  against 
th°ir  general  use  unless  no  equal  or 
superior,  and  at  the  same  time  more 
economical,  substitute  is  available. 

The  correct  proportions  of  bitu- 
men to  rubber  latex,  determination 
of  the  proper  grade  of  bitumen,  and 
method  of  manufacture  and  placing 
described  herein  is  the  result  of 
original  research,  and  the  purpose  of 
this  article  is  to  outline  the  general 
nroblem,  the  method  of  attack,  and 
the  results  to  date. 

Essential  characteristics  are  sticki- 
ness combined  with  low  flowability  at 
high  temperatures  and  high  ductility 
at  low  temperatures.  This  quality  in 
the  finished  product  is  determined  by 
the    graih^    of   bitumen,    the    ratio    of 


[Fourteen! 


California  Hightvays  and  Public  Works 


rubber  latex  to  bitumen,  and  method 
of  manufacture. 

The  product  must  be  fluid  enough 
to  be  readily  placeable  under  ordinary 
construction  methods  and  yet  not  so 
fluid  as  to  run  out  of  the  crack  or 
joint  either  at  the  time  of  construction 
or  during  subsequent  warm  weather. 

BEST  MIXTURE  PERCENTAGES 

It  was  early  determined  that  the 
best  results  are  secured  with  a  mix- 
ture of  approximately  70%  bitumen 
of  the  type  used  and  30%  rubber 
latex,  the  quality  of  the  rubber  latex 
being  fixed  by  the  grade  of  material 
commercially  available. 

Though  the  bitumen  is  heated  to 
between  150°  F.  and  200^  F.  at  the 
time  of  mixing  with  the  latex  and  the 
joints  poured  while  still  warm,  it  was 
found  that  if  anything  harder  than  a 
comparatively  soft  grade  of  asplialt 
road  oil,  such  as  SC4,  was  used,  the 
mixture  stiffened  during  mixing  to 
such  an  extent  that  it  was  not  readily 
workable  witli  ordinary  hand  placing 
metliods. 

The  mix  adopted  as  a  tentative 
standard  therefore,  consists  of  70% 
SC4  oil  and  307c  rubber  latex, 
although  further  studies  are  being 
made  with  cutback  90-95  road  oil  and 
E  Grade  asphalts.  Mixing  tempera- 
tures must  be  maintained  at  200°  F. 
or  less  in  order  to  avoid  foaming  of 
the  rubber  latex  which  is  an  emulsion 
of  water  and  rubber. 

CAN'    XOT  BE  REHEATED 

If  the  joint  is  to  be  placed  by  hand, 
the  mixing  must  be  done  on  the  job 
and  the  joints  poured  while  the  mix- 
ture is  still  warm  and  of  a  workable 
consistency.  It  is  impossible  to  sub- 
sequently soften  by  reheating  a  mix- 
ture which  has  been  allowed  to  cool 
and  harden  before  use. 

The  development  of  air  pressure 
methods  of  placement  may  obviate 
this  difficulty  and  permit  the  use  of 
a  tougher  and  stifl'er  hot  or  cold 
product. 

This,  however,  is  considered  a  re- 
finement and  improvement  rather 
than  a  necessity,  as  success  has  been 
had  with  the  product  and  metliod 
of  placing  developed  to  date. 

Several  grades  of  804  oil  were  tried 
and  it  was  found  that  the  grade, 
source  of  supply  or  method  of  refine- 
ment plays  quite  an  important  part. 
The  first  oil  used  gave  excellent  re- 
sults. The  product  was  sticky  and 
ductile  and  yet  showed  little  or  no 
tendency  to  flow  after  placing.  The 
next  batch  manufactured  with  oil  of 
exactlv   the   same   jrrade  but    from   a 


SHOW"  ■■■■'■ 

0lL5   Al    ZLRl 


EJ 


'B' 


Ductility  at  Ziro  Dec.  F. 
'A'       70To  SC4  (')  0/L^30%  Latcx     /OO^  cm. 
'&'      70  7o  SC4  (ilO/Li- 30%  Latex       2.5cm. 

Duc^ilif-y  of  'A'  .some what  m  excess  of  /OO  cm. 
(  The  capacity  of  fhe  machine.)     Returned  fo 
10  cm.  length  on  re /esse  from  c/ips 


'C 


'D' 


■  EQO    DEG.  F. 

■>T£.'x      78.5  cm. 
"  -^L  X         0. 0   cm. 


Photographs  showing  results  of  comparative  ductility  tests  of  different  crack  filler 

materials. 


different  source  flowed  to  an  undesir- 
able extent  when  placed  at  a  workable 
consistency.  A  study  of  the  two 
grades  of  oil  developed  the  fact  that 
the  oil  which  gave  success  was  quite 
sticky  and  ductile  at  low  temperatures 
and  at  the  same  time  did  not  develop 
objectionable  fluidity  at  high  temper- 
atures, whereas  the  oil  from  the 
second  source  was  much  less  ductile 
at  low  temparatures. 

As  the  sixperior  oil  is  readily  ob- 
tainable, specifications  have  been  built 
around  this  particular  grade  of  oil 
which  it  is  believed  is  the  result  of 
manufacturing  processes  rather  than 
confined  to  a  crude  from  any  one  field, 
although  this  phase  is  also  under  in- 
vestigation. 


A  perfect  bond  and  seal  is  attained 
at  the  time  of  installation  and  this 
bond  has  been  maintained  on  all 
joints  constructed  to  date,  the  oldest 
being  five  months  old. 

It  is  true  that  no  cold  or  winter 
weather  has  been  experienced  since 
the  first  joint  was  poured  and  that 
the  situation  may  be  quite  different 
after  the  first  or  subsequent  winters. 
Therefore,  it  would  be  premature  to 
claim  that  the  problem  has  been  100% 
.solved.  It  is  evident,  however,  that 
we  have  a  joint  filler  which  appears 
to  be  superior  to  any  so  far  developed 
and  that  if  nothing  better  offers,  a  de- 
cided advance  has  been  made. 

The  material  M-as  first  tried  on  two 
old  sections  of  pavement  on  the  out- 


California  Hightvays  and  Public  Works 


[Fifteen! 


skirts  of  Sacramento  where  the 
straight  asphalt  poured  seals  had 
failed.  The  expanision  joints  were 
cleaned  to  a  depth  of  two  inches  and 
the  new  joint  filler  poured  with  such 
success  that  arrangements  were  made 
to  pour  a  few  joints  on  two  new  con- 
crete pavement  projects,  one  the 
Tejon  Pass  in  District  VI,  and  the 
other  the  American  Canyon  in  Dis- 
trict X,  District  Engineers  Gillis  and 
Pierce  cooperating  in  the  test. 

FIRST  PROCEDURE  MODIFIED 

The  concrete  on  both  jobs  was  cured 
with  earth  and  water.  It  was  there- 
fore nece-ssary  to  place  tlie  joint  filler 
shortly  after  the  concrete  was  poured 
and  before  the  earth  cover  was  placed. 
This  condition  caused  certain  diffi- 
culties on  the  Tejon  Pass  Project 
which  necessitated  a  retrial  using  a 
modified  procedure.  On  the  first  trial 
water  in  the  cracks  remaining  from 
construction  atfected  the  stability  of 
the  fi'csh  joint  material  and  subse- 
quently the  earth  covering,  spread  be- 
fore the  filler  liad  a  chance  to  stiffen, 
caused  a  partial  displacement,  thereby 
necessitating  patching. 

On  a  retest  excess  water  was  re- 
moved from  the  joints  before  pouring 
and  the  fresh  poured  seal  was  covered 
with  paper  strips  to  prevent  displace- 
ment while  green.  This  precaution  is 
unnecessary  on  old  projects  or  new 
work  not  covered  with  earth  for  cur- 
ing, such  as  where  the  impervious 
membrane  type  cure  is  used.  While 
the  crack  filler  when  green  does  not 
pick  up  readily  under  traffic,  never- 
theless, a  light  surface  sprinkling  with 
ground  cork  may  be  advisable. 

COST   OF    MATERIAL 

At  $180  per  ton  for  rubber  latex 
(when  purchased  in  quantity)  and 
approximately  $10  per  ton  for  the 


Placing    improved    filler    by    hand    method    at    combined    cost   for    labor    and 
of  65  cents   per  joint. 

asphalt,  the  cost  of  material  per  ton 
of  mix  is  as  follows: 

70%    Bitumen    by   weight   at  $10   per 

ton     $7.00 

30%    Rubber  latex  by  weight  at  $180 

per    ton    54.00 


$61.00 


This  is  the  cost  per  ton  of  crack 
filler  or  approximately  24.4  cents  per 
gallon. 

If  the  seal  in  the  expansion  joints  is 
poured  1o  a  depth  of  1|  to  2  inches, 
approximately  a  gallon  of  material 
will  be  required  for  each  joint  in  a 
20-foot -wide  pavement  at  a  cost  of  less 
than  twenty-five  cents  per  joint  for 
the  material  alone. 

In  from  four  to  six  hours  one  man 
can  readily  mix  and  pour  all  joints  in 


Table  Showing  Comparative  Ductility 

of 

Different  Grades  of  Joint  Filler  at  Low  Temperatures 

at 
Material                                                               0"   F.                                    Remarks 

70%  SC4  (No.  1)   +  30%  Latex      *100  +  cm.  Returned  90  cm.  on  re- 
lease of  clip. 
70%  SC4  (No.  2)   -f  30%  Latex           2.5      cm.  No  appreciable  return 

on  breaking. 
100%  SC4  (No.  1)   without  Latex        78.5      cm.  No  appreciable  return 

on  breaking. 
100%  SC4  (No.  2)   without  Latex          0.0      cm.  No  appreciable  return 

on  breaking. 

•  100  cm.  maximum  capacity  ot  ductility 
In  excess  of  100  cm. 

machino.      Maximum  ductility  cniisidc-rably 

Close-up   of   one-man    pavement   joint   fill- 
ing  apparatus. 

a  day's  placement  run  of  twenty-foot 
pavement  at  a  total  average  cost  of  not 
over  forty  cents  per  joint  depending, 
of  course,  on  the  jirogress  of  the  pav- 
ing. At  a  combined  cost  of  sixty-five 
cents  per  joint  for  labor  and  material, 
the  cost  per  mile  for  expansion  joints 
spaced  100  feet  ajiai't  would  be  $34.32. 
The  preceding  analysis  of  methods 
of  procedure  and  cost  ai)])ly  to  expan- 
sion joints  alcmc.  which  are  usually 
from    .',    inc'li   to   'f    inch   wide  and  re- 


[  Sixteen! 


California  Hightvays  and  Public  Works 


quire  a  different  treatment  than  or- 
dinary shrinkage  cracks.  In  order 
that  the  asphalt  rubber  latex  crack 
filler  may  flow  readily  into  shrinkage 
cracks,  it  has  been  found  necessary 
to  thin  the  filler  with  gasoline  or  other 
suitable  solvent.  No  difficulty  has 
been  experienced  in  securing  good 
penetration  and  thorough  sealing  of 
the  cracks  with  this  fluid  material 
which  stiffens  as  soon  as  the  volatile 
constituents  have  evaporated  or  been 
absorbed  by  the  concrete. 

For  crack  filler  the  following  conibi- 
nntion  is  used  : 

70%  SC4  cutback  with  gasoline  or  other 
suitable  solvent  to  consistency  de- 
sired, the  desired  consistency  de- 
pending   on   the   width   of   the   cracks. 

30%    Commercial    rubber   latex_ 

In  conclusion,  it  may  be  stated  that 
a  definitely  improved  crack  filler  has 
been  developed  but  time  alone  will 
afford  the  answer  relative  to  its  dura- 
bility and  continued  serviceability 
with  age. 

While  cost  is  an  important  item, 
it  is  relatively  unimportant  if  suf- 
ficient service  beyond  past  }uethods 
can  be  secured  to  justify  any  added 
cost  and  difficulties  of  installation. 

All  of  the  development  work  on 
the  material  described  herein  was 
done  by  Mr.  Harry  S.  Bennett,  .4.s- 
phalt  Testing  Engineer,  and  Mr. 
Robert  GiUis,  Chemical  Testing 
Engineer,  both  with  the  Materials 
and  Research  Department. 


SALINAS  UNDERPASS  OPENED 
TO  TRAFFIC  BY  GOV.  MERRIAM 


CORPSE  TAKES  A  WALK 

AVhile  a  lover  of  dogs.  Foreman 
F.  V.  Phillips  of  District  VII  would 
like  to  get  his  hands  on  a  certain  uu- 
identified  canine  that  recently  caused 
him  considerable  inconvenience.  Phil- 
lips was  enjoying  restful  slumber  after 
a  hard  day  when  the  sheriff's  office 
telephoned  him  that  there  w-as  a  dead 
dog  on  the  highway,  that  traffic  was 
dodging  the  animal's  body  and  as  a 
result  there  had  been  several  ueav 
accidents.  He  tumbled  out  of  bed 
immediately  and  drove  to  the  desig- 
nated spot  on  the  highway.  Aftei 
placing  red  lanterns  on  both  the  front 
and  rear  of  his  car.  he  placed  the 
machine  in  position  to  load  the  car- 
cass. As  Phillips  reached  down  to 
grab  a  leg  of  the  dog  the  animal 
sprang  up  and  ran  off  across  a  field. 


(Continued  from  page  2) 


HIGHWAY    RESEARCH    BOARD  TO 
MEET 

The  Sixteenth  Annual  Meeting  of  the 
Highway  Research  Board  of  the  National 
Research  Conneil  will  be  held  in  Washing- 
ton, D.  C,  on  Nnvemlior  1S^20. 


Lake  Street,  the  fir.st  intersecting 
street  north  of  and  parallel  to  the 
railroad  tracks  intersected  the  subway 
at  right  angles  in  the  depressed  por- 
tion before  the  subway  grade  reached 
Ihe  normal  street  level.  It  was  neces- 
sary to  abandon  this  street  and  relo- 
cate it  a  considerable  distance  north 
of  its  former  location  in  order  that  a 
connection  could  be  made  from  Lake 
Street  to  the  subway. 

PARK  SUPPLANTS  BUILDINGS 

The  triangular  block  formed  by  the 
intersection  of  North  Main  Sti-eet, 
Monterey  Street  and  Sausal  Street 
was  formerly  occupied  by  buildings 
and  service  stations.  It  was  necessary 
to  raze  the  buildings  in  this  triangular 
area  because  in  depressing  both  streets 
to  carry  them  under  the  railroad 
tracks,  all  access  to  such  buildings 
would  be  severed. 

This  area  was  transformed  into  a 
park  which  adds  greatly  to  the  visi- 
bility of  motorists  meeting  at  the 
intersection  of  the  two  streets,  in- 
creases the  safety  of  the  subway  and 
adds  to  the  aesthetic  features  of  the 
project. 

The  structure  provides  for  three 
tracks  of  the  railroad  and  has  a  mini- 
mum roadway  width  for  highway 
vehicles  of  44  feet  between  curbs.  A 
five-foot  sidewalk  is  provided  on  each 
side.  The  abutments  of  that  portion 
of  the  structure  supporting  the  rail- 
road tracks  are  founded  on  160 
treated  Douglas  fir  piles,  each  approx- 
imately rSO  feet  long. 

Two  automatic  electric  pumps  each 
capable  of  discharging  750  gallons 
per  minute  have  been  installed  to 
take  care  of  all  surface  drainage 
water  which  flows  into  the  subway. 

PARK  NICELY  LANDSCAPED 

Landscaping  the  park  area  at  the 
southeast  corner  of  North  Main  and 
East  Lake  Street  and  the  triangular 
area  bounded  by  Monterey,  Sausal, 
and  North  Main  streets  was  done  as 
a  part  of  the  project.  This  beautifica- 
tion  work  consisted  of  importing  top 
soil  and  placing  same  in  the  planting 
areas  and  planting  lawn,  trees  and 
shrubs.  A  comjdete  water  supply  and 
automatic  sprinkler  system  Avas  also 
installed. 


Previous  to  starting  the  design  of 
this  structure  a  complete  model  was 
made  by  the  State  Bridge  Department 
showing  the  exact  details  of  the  sub- 
way and  surrounding  area  as  it  would 
look  when  completed.  This  model  was 
placed  on  display  in  Salinas  for  the 
purpose  of  acquainting  all  the  local 
citizens  of  the  extent  and  character  of 
the  proposed  improvement. 

The  city  of  Salinas  cooperated  by 
purchasing  all  necessary  right  of 
way  and  assuming  the  cost  of  all 
property  damage.  This  was  financed 
by  a  $140,000  bond  issue  which  was 
voted  by  the  citizens  of  Salinas  on 
May  5,  1935. 

The  project  provided  employment 
for  an  average  of  70  men  for  a  period 
of  8  months  or  a  total  of  43,700  man- 
hours.  The  indirect  employment  for 
which  the  project  provided  work  in 
the  various  mills  and  manufacturing 
plants  can  be  visualized  from  the  fol- 
lowing quantities  of  some  of  the 
classes  of  materials  used  in  the  con- 
struction of  the  project : 

Forty-five  thousand  sacks  of  Port- 
land cement  were  used;  20,000  gal- 
lons of  asphaltic  cement,  2400  gallons 
of  road  oils,  7500  cubic  yards  of 
crushed  stone,  4300  cubic  yards  of 
sand,  674,400  pounds  of  structural 
steel,  142,700  pounds  of  reinforcing 
steel,  135,000  board  feet  of  lumber, 
4350  lineal  feet  of  piling,  1100  lineal 
feet  of  metal  culvert  pipe,  5300 
pounds  of  cast  steel,  1700  lineal  feet 
of  cast  iron  pipe,  1500  lineal  feet  of 
vitrified  clay  pipe,  5500  pounds  of 
copper  strips  and  3600  lineal  feet  of 
galvanized  pipe. 

Funds  for  this  project  were  made 
available  by  the  Emergency  Relief  Ap- 
jirojn-iation  Act  of  19.35,  United  States 
Works  Program  Grade  Crossing 
Projects.  The  total  construction  cost 
was  $290,000. 

The  project  was  completed  four 
months  ahead  of  schedule. 


FARMERS  OWN   5,000,000  CARS 

According  to  tlie  nin^it  recent  compilations 
made  b.v  the  U.  S.  Bureau  of  the  Census, 
farmers  own  more  than  one-fourth  of  all 
the  motor  vehicles  in  the  United  .States. 

The  total  number  of  motor  vehicles  owned 
by  farmers  exceeds  .'5,000,00(1. 


California  Highways  and  Public  Works 


[Seventeen] 


Gratified  by  Many 
Going   Contracts 
on  Coast  Route 

IN  THE  NEWSLETTER  for 
August  published  by  the  Cali- 
fornia Mission  Trails  Association, 
Ltd,  General  Manager  C.  M.  C.  Ray- 
mond writes : 

"It  is  gratifying  to  see  so  many 
going  contracts  of  highway  improve- 
ment on  the  Coast  Route  in  the  Mis- 
sion Trails  territory.  $1,755,115  is 
the  cost  involved  on  seven  of  these. 
They  are : 

Approxi- 
mate       Approxi- 
Length      comple-         mate 
Location  miles       tion  date         cost 

Salinas  Under- 
pass     0.181       7-28-36     $265,000 

Soledad  Under- 
pass     0.525       9-    1-36       165,000 

Soledad  to  Gon- 
zales      8.264     10-15-36        146,163 

Bradley    to    San 

Ardo 6.8  11-    1-36       343,534 

No.  and  So.  of 
Santa  Maria  __  2.377       8-15-36         73,544 

Tajiguas  to  Ar- 
royo   Hondo   --  3.126     11-15-36       226,874 

Conejo    Grade    __    12-31-36       535,000 

For  several  years,  the  existing 
Cuesta  Grade,  just  north  of  San  Luis 
Obispo  on  the  Coast  Highway,  has 
presented  an  unwelcome  interruption 
to  the  motorist.  Now,  the  California 
Highway  Commission  has  appropri- 
ated $655,000  to  cover  the  cost  of  re- 
building this  winding  highway  over 
tlie  Santa  Lucia  Mountains.  For  more 
than  six  years  this  Association  has 
been  one  of  the  vital  factors  in  eham- 
jiioning  and  urging  the  reconstruction 
of  this  tremendously  important  piece 
of  scenic  highway,  which  will  abolish 
sixty-three  curves  and  provide  safe 
and  delightful  traffic  facilities  for 
manv  vears  to  come." 


MANY  JOBS  ON  U.  S.  ROADS 

Full-time  direct  employment  on  Federal 
highw.av  work  during  the  fiscal  year  ended 
June  30,  1935,  furnished  182,605  men  with 
jobs,  according  to  Thomas  H.  McDonald, 
Chief,  IT.  S.  Bureau  of  Public  Roads. 

Government  highway  activities  for  that 
period  accounted  for  more  than  5,000,000 
man-months  of  direct  and  indirect  employ- 
ment, Mr.  McDonald  reports. 


Realigned  Road 
Saves  Motorists 
$23,000  Gas  Bill 

It  is  getting'  figures  down  to 
a  fine  point  when  state  engi- 
neers calculate  the  amount  of 
saving  to  thousands  of  motor- 
ists in  the  elimination  of  a  half- 
mile  or  so  of  curves.  In 
relocation  of  a  portion  of  the 
Redlands-Colton  highway.  Dis- 
trict Engineer  E.  Q.  Sullivan 
has  it  all  worked  out  on  paper 
that  operators  of  something  like 
700  trucks  and  3000  cars  that 
travel  this  route  daily  will  save 
not  less  than  $23,000  in  gaso- 
line, oil,  tires  and,  we  suppose, 
patience.  The  new  third  lane 
has  been  opened  to  the  public 
as  far  as  the  Santa  Ana  River 
bridge,  greatly  relieving  traffic 
that  was  often  blockaded  with- 
out the  middle  passing  lane. 
Next  job  will  be  to  construct 
the  liiik  between  this  point  and 
Colton,  one  of  the  most  expen- 
sive jobs  of  the  entire  project 
between  Los  Angeles  and  Red- 
lands.  Already  traffic  has  been 
speeded  up  enormously  by  im- 
provements done  within  the  last 
two  months. 

Redlands  Facts. 


"You  look  all-in  today.  Bill.  What's  the 
trouble?" 

Bill:  "Well,  I  didn't  get  home  until 
after  daylight,  and  I  was  just  undressing, 
when  my  wife  woke  up  and  said :  'Aren't 
you  getting  up  pretty  early,  Jim?'  In  order 
to  save  an  argument,  I  put  on  my  clothes 
and  came  down  to  the  office." 


CITY  WAS  OFFENDER 

Frequently  calls  come  to  District 
ilaintenance  Offices  that  a  truck  is 
broken  down  on  some  bad  curve  or 
grade.  A  member  of  the  maintenance 
crew  at  once  rushes  to  the  spot  to  flag 
traffic  or  place  red  lanterns.  Recently 
Foreman  H.  E.  Garris,  down  in  Dis- 
trict VII.  late  at  night  received  a  call 
from  the  police  department  of  the  city 
of  Orange  to  the  effect  that  a  tractor 
and  grader  had  been  left  at  the  pave- 
ment edge  and  was  a  menace  to  traffic. 
Garris  investigated.  He  found  that 
the  offending  tractor  and  grader  were 
the  property  of  the  city  of  Orange  and 
were  parked  on  a  portion  of  a  State 
highway  route  maintained  by  the  city. 
He  placed  red  lanterns  and  then  noti- 
fied the  police  department  that  it  had 
complained  against  equipment  that 
belonged  to  its  own  city. 


If  all  the  automobiles  in  the  world  were 
placed  end  to  end,  98  per  cent  of  the  drivers 
would  start  .sounding  their  horns. — From 
lirtter  Roads. 


Bay  Bridge  Plaza 
to  be  Made  Into 
Real  Garden  Spot 

A  CITY  LOCALITY  formerly 
very  much  "down  at  the  heel" 
will  soon  be  transformed  into  a 
true  garden  spot,  thanks  to  the  San 
Francisco-Oakland  Bay  Bridge. 

This  is  the  block  at  Fifth  Street  be- 
tween Bryant  and  Plarrison  streets, 
the  terminus  of  the  main  San  Fran- 
cisco approach  to  the  bridge. 

Under  the  direction  of  Chief  Engi- 
neer C.  H.  Purcell  and  District  Engi- 
neer Col.  Jno.  H.  Skeggs,  transforma- 
tion of  this  block  is  now  under  way. 

A  total  of  121,000  square  feet  will 
be  planted  with  grass,  trees,  shrubs 
and  flowers  at  an  approximate  ex- 
penditure of  $19,000. 

IN  "mood"  of  bridge 

Motorists  approaching  the  bridge 
will  be  brought  into  the  "mood"  of 
the  great  structure,  for  State  Arbori- 
culturist H.  D.  Bowers,  who  has  de- 
signed the  landscaping  scheme,  has 
carried  out  the  feeling  of  the  bi-idge 
in  the  types  of  plants  he  has  desig- 
nated. 

Of  the  121,000  square  feet  to  be 
cultivated.  64,000  square  feet  will  be 
planted  in  lawn  of  seaside  bent.  The 
remaining  57,000  square  feet  will 
be  devoted  to  coniferous  plants  and 
flowers. 

Two  sturdy  oak  trees  will  carry  out 
the  motif  of  the  bridge's  great 
strength.  The  bi-anches  of  eighteen 
redwood  trees,  grouped  at  either  side 
of  the  approach,  will  continue  in  ef- 
fect the  design  of  the  arching  cables 
of  the  suspension  spans  which  can  be 
glimpsed  as  the  autoist  ascends  the 
ramp. 

SHABBY  BUILDINGS  SCREENED 

Then  there  will  be  52  trees  of  the 
Lawsou  cypress  variety  to  be  planted 
as  a  background  and  serve  as  a  screen 
for  the  shabby  buildings  of  the  sur- 
rounding streets  as  the  motorist  fii"st 
enters  San  Francisco  from  the  bridge. 

Incense  cedars  (forty  of  them)  will 
serve  as  the  accent  points  and  give  a 
silhouette  effect,  while  eighteen  slen- 
der Irish  yews  will  lend  a  more  formal 
air  to  the  landscape.  English  holly 
will  provide  color  and  highlight  the 
scene,  while  a  Japanese  boxwood 
hedge  will  border  the  area. 

In  all  there  will  be  26  coniferous  , 
varieties  totaling  900  plants. 


[Eighteen] 


California  Hightvays  and  Public  Works 


The  Fifth  Street  Plaza  terminal  of  the  main  San  Francisco  approach  to  the  San  Francisco-Oakland  Bay  bridge  as  it  is  now 
and  as  it  will  look  when  completed  and  opened  to  traffic,  on  November  12th  next  is  shown  in  the  two  pictures  presented  on  this  page. 
The  above  photograph  was  taken  looking  toward  the  bridge  approach  across  the  eastern  point  of  the  Plaza  triangle  for  which  an 
attractive  landscaping  design  has  been  prepared  as  illustrated  below. 


-M 


^^ 


>v 


%^.> 


0^'"^ 


(■ign- 


The  Plaza  landscaping  plan  provides  for  planting  121,000  square  feet  on  a  scale  that  will  make  a  gari 
downtown  San  Francisco.  Of  this  footage  65,000  square  feet  will  be  put  in  lawn  and  57,000  square  feet  wil 
flowers  and  trees.  The  latter  will  include  sturdy  oaks,  redwoods,  cypress,  cedars  and  Irish  yews.  The  are 
English    holly   and   Japanese   boxwood.     The    plantings   will    include   52  trees  and  900  plants. 

California  Hightvays  and  Public  Works 


den   spot   In   the   heart  of 

II  be  covered  with  plants, 

area    will    be    bordered    with 


[Nineteen! 


Highway  Bids  and  Awards  for  August,  1936 


AMADOR  COUNTY— Construction  of 
fence  at  lone  ilaintenance  Station,  District 
X,  Route  97,  Section  A.  Standard  Fence 
Co.,  Oakland,  $1,341  :  Pacific  Fence  Co.,  Jms 
Angeles,  $1.757 ;  Kanilan  Fence  Co.,  San 
Francisco,  $1,823.  Contract  awarded  to  An- 
chor Post  Fence  Co.,  San  Francisco, 
$1,294.28. 

BUTTE  COUNTY — Between  Sacramento 
Uiver  and  Chico.  about  3.1  miles  to  be  sur- 
faced with  gravel  and  seal  coat  applied. 
District  III,  Route  47,  Section  A.  A.  Tei- 
chert  &  Son,  Inc..  Sacramento,  $22,457; 
Reuben  R.  Carlson,  Stockton,  .$42,758.  Con- 
tract awarded  Claude  C.  Wood,  Stockton, 
$19,855.00. 

CONTRA  COSTA  COUNTY— Between 
3.5  miles  west  of  Pittsburg  and  5.5  miles 
north  of  Concord,  about  3  miles  to  be  sur- 
faced with  plant  mix  surfacing  and  shoulders 
to  be  constructed.  District  IV,  Route  75, 
Section  B,  C.  Pacific  States  Construction 
Co.,  San  Francisco,  $23,799.  Contract 
awarded  to  Jones  &  King,  Hayward,  $23,- 
202.50. 

CONTRA  COSTA  COUNTY — Between 
Route  100  and  Antioch.  about  4.8  miles  to 
be  surf,  with  pi.  mix.  surf.  District  IV. 
Route  75.  Section  C.  E.  A.  Forde.  San  An- 
selmo.  .540.233  :  Chas.  L.  Harney,  San  Fran- 
ci.sii..  $-l'.l.."iS3  ;  Independent  Const.  Co.,  Ltd., 
O.'ikl.-ind.  ."^41.010.  Contract  awarded  to  Pa- 
cific States  Const.  Co.,  San  Francisco, 
$39,731. 

COLUSA  COUNTY—Between  Williams 
and  2.7  miles  east  of  Williams  about  2.7 
miles  road  bed  to  be  widened  and  surfaced 
with  gravel  surface.  District  III,  Route  15, 
Section  A.  Haurahan  Co..  San  Francisco, 
!?22.301;  C.  C.  AVood,  Stockton,  $24,580. 
Contract  awarded  to  Clausen  Embleton  Co., 
Albany,  $21,161.50. 

DEL  NORTE  COUNTY—Between  Win- 
ton  Corners  and  Oregon  State  line,  about 
5.7  miles  to  be  gr.  surf,  with  scr.  grav.  on 
grav.  base  and  tim.  brs.  to  he  constructed. 
District  I,  Route  71,  Section  B.  N.  M. 
Ball  Sons,  Berki'lcy,  $i:'.5,S70.  Contract 
awarded  to  D.  McDonald,  Sacramento,  .$131,- 
143.10. 

GLENN  COUNTY— Bdry.  About  2.8 
miles  to  be  graded  surfaced  with  crusher 
run  base  and  pi.  mix.  surf,  and  a  reinf.  cone, 
gird.  br.  constr.  Dist.  Ill,  Route  7,  Section 
C.  Union  Paving  Co.,  San  Francisco,  $105,- 
429;  Ilanrahan  Co.,  San  Francisco,  $114,- 
206.  Contract  awarded  to  N.  M.  Ball  Sons 
&  Larsen  Bros.,  Berkeley,  $103,870.50. 

HUMBOLDT  COUNTY'— 0.07  miles  be- 
tween E  and  G  Streets  in  city  of  Eureka, 
on  Fourth  Street.  Surf,  with  bit.  treated 
cr.  gravel  or  stone.  District  I.  Route  1, 
Section  G,  Eur.  Contract  awarded  to  Mer- 
cer Eraser  Co.,  Eureka,  $3,057.60. 

HUMBOLDT  COUNTY— Clean  and  ))aint 
shop  and  maintain  buildings  at  Eureka,  Cali- 
fornia, I>istrict  I.  Route  1,  Section  G,  Eur. 
Contract  awarded  to  A.  Camilli,  Eureka, 
$1,392.25. 

HUMBOLDT  AND  TRINITY  COUN- 
TIES— Between  3.15  mile  and  5.25  miles 
east  of  Blue  Lake  and  at  Gray  Creek. 
About  0.7  miles  to  be  graded  and  exist,  tiiii. 
brs.  rem.  District  I,  Route  20,  Sections 
B,  C.  A.  T.  Howe  &  Son,  Santa  Rosa, 
.S22.r,44:  A.  Soda  &  Son.  Oakland,  .$26,971. 
Colli  ract  awarded  to  Ilelwin  Const.  Co., 
Sebast d,  $22,150. 

IHTMBOLDT-TRINITY  COUNTIES  — 
Between  1.3  mile  and  33.1  miles  east  of 
Bridgeville  and  at  Clear  Creek  about  0.0 
mile  to  111'  graded  and  3  timb.  brs.  <Mins(. 
Dislriil     I,     Route    35,     Section     C,    D.    A. 


Mercer,  Eraser  Co.,  Eureka,  $57,283;  Chas. 
Harlowe,  Jr.,  OakIan<l.  $l'i."i.775:  Heafey- 
Moore  Co.,  Oakland,  .S(i9.4(i!l ;  A.  Soda  & 
Son,  Oakland,  $67,S5'.l ;  1!.  A.  Howkins  & 
Co.,  San  Francisco,  $58,232.  Contract 
awarded  to  A.  T.  Howe  &  Son,  Santa  Rosa, 
$54,339.25. 

IMPERIAL  COUNTY—Between  Meyers 
Creek  and  Dixieland,  li(|Uoi-  asphalt  to  be 
applied  to  17.5  miles.  District  XI.  Route 
12,  Section  A,  B.  Paulsen  &  March,  Los 
Angeles,  $2,701 ;  Lamb's  Trans.  Co.,  Long 
Beach,  $2,813;  Morgan  Bros..  $2,015; 
Square  Oil  Co.,  $3,120.  Contract  awarded 
to  Regal  Oil  Co.,  Long  Beach,  $2,314. 

INYO  COUNTY— 8  miles  to  10  miles 
south  of  Keeler,  liquid  asphalt  to  be  applied 
for  a  distance  of  1.8  miles.  Regal  Oil  Co., 
Long  Beach,  $2,701 ;  Paulsen  &  March.  Los 
Angeles,  $3,C©5 ;  Lambs  Transfer.  Long 
Beach,  $3,148 ;  Gilmore  Oil  Co.,  Los  Angeles, 
$3,287.  Contract  awarded  to  Square  Oil 
Co.,  Los  Angeles,  $2,513.40. 

INYO  AND  MONO  CitUNTIES— Fur- 
nish and  apply  li(|uid  .isplialt.  SC-2,  to 
approximately  20.8  mibs  of  existing  roadbed, 
District  IX,  Route  03,  Section  B.  C.  A. 
Lambs  Transfer  Co.,  Long  Beach.  $4.284 ; 
Oilfields  Trucking  Co.,  Bakersfield.  .');4,749 ; 
Paulsen  &  March,  Los  Angeles,  .$5,370 ; 
Square  Oil  Co.,  Los  Angeles,  $4,500.  Con- 
tract awarded  to  Regal  Oil  Co.,  Long  Beach, 
$3,897. 

KERN  COUNTY— Kern  River  overflow 
channel  and  Calloway  Canal,  about  0.3  mile 
to  be  graded,  road  mix  surf,  treatment 
applied  and  two  timber  bridges  with  concrete 
decks  to  be  constructed.  District  VI,  Route 
141,  Section  A.  Contract  awarded  to  Rex- 
roth  &  Rexroth,  Bakersfield,  $20,191.30. 

KERN  COUNTY— San  Bernardino  Coun- 
ty line  to  Route  23,  Applying  Class  "A" 
seal  coat  for  approximately  35.2  miles.  Dis- 
trict IX,  Route  145,  Section  A,  B,  C. 
Basich  Bros.,  Torrance,  $14,504;  Geo.  Herz 
&  Co.,  San  Bernardino,  $15,537 ;  A.  S.  Vin- 
nell  Co.,  Los  Angeles,  $13,334.  Contract 
awarded  to  Square  Oil  Co.,  Los  Angeles, 
$13,000. 

LAKE  COUNTY—Between  Middle  Creek 
and  Rassmussen's  Ranch,  about  1.3  mile 
to  be  graded  and  surfaced  with  screen  grav. 
on  grav.  base  and  const.  3  timber  bridges. 
District  I,  Route  15,  Section  A-B.  N.  M. 
Ball  Sons  &  Larsen  Brothers,  Berkeley, 
$78,828;  Charles  Ku|iiiinger,  Lakcport,  $S4.- 
123;    Heafev-Monre    Co.,    Oakland    .-^ll!!,.-,!;:'. : 

A.  T.  Howe  ^:  Son.  Santa  Uusa,  $72,;i'.l.-;. 
Contract  awarded  to  Harold  Smith,  St. 
Helena,  $69,545. 

LASSEN  COUNTY—Between  2.5  miles 
.south  of  Viewland  and  Secret  Valley,  about 
13.8  miles  to  be  graded  and  penetrate.  Oil 
trmt.   appl.      District    II,   Route  73,    Section 

B.  Heafev-Moore  Co.,  Oakland,  $163,3(!5 ; 
Isbell  Cniisl.  Co.  Reno,  $114,589;  Frederick- 
son  &  Wcstlirook,  Lower  Lake,  $110,168; 
A.  TiiM-herl  >S;  Son.  Inc.,  Sacramento,  $118.- 
I.'JS.  Ciiiitract  awarded  to  Harms  Bros., 
Doyle.  .•<!)4.:;iO..-,0. 

LASSKN  COUNTY—Between  Westwood 
anil  Coppervale,  about  6.6  miles  to  be  graded 
anil  surfaced  with  crusher  run  base  and 
plant  mix  surfacing.  District  II,  Route  29, 
Section  A.  Isbell  Construction  Co.,  Reno, 
Nevada,  .$110,515;  A.  Teichert  &  Son.  Inc., 
Sacramento,  $114,327;  Frederickson  &  West- 
brook.  Lower  Lake.  $120.S<;i  ;  Geo.  Pollock 
Co.,  Sacramento,  $127,166;  Heafey-Moore 
Co.,  Oakland,  $133,.557.  Contract  awarded 
to  T'nion  Paving  Co.,  San  Francisco, 
$102,635. 

LOS       ANGELES       COUNTY— Cerritos 


Avenue  between  Firestone  Boulevard  and 
Telegraph  Road,  about  1.8  mile  to  be  graded 
and  paved  with  A.  C.  District  VII,  Route 
168.  Section  B.  United  Cone.  Pipe  Corp.. 
Los  Angeles,  $91,.509 ;  So.  Cal.  Roads  Co., 
Los  Angeles,  $.85,727;  Griffith  Co.,  Los 
Angeles,  $85,394.  Oswald  Bros.,  Los  An- 
geles, $83,191.  Contract  awarded  to  Geo.  R. 
Curtis  Paving  Co.,  Los  Angeles,  $74,467.60. 

LOS  ANGELES— Between  Norwalk  and 
Jliraflores,  about  12  miles  to  be  graded  and 
paved  with  A.  C.  P.  C.  C.  and  plant  mix 
surf.  District  VII,  Route  174,  178,  Section 
B.  A.  and  Ana.  (ieo.  R.  Curtis  Paving 
Co.,  Los  Angeles,  $233.770 ;  Griffith  Co.,  Los 
Angeles,  $233,410;  Sander  Pearson,  Santa 
Monica,  $22'!. 173;  fnitcd  Cone.  Pipe  Corp.. 
Los  Angeles.  .S247.T55  ;  (iogo  &  Rados,  Los 
Angeles.  $221,225;  Oswald  Bros.,  Los  An- 
geles. ,$221,267.  Contract  awarded  to  C.  O. 
Sparks  and  Mundo  Eng.  Co.,  Los  Angeles, 
$209,322. 

LOS  ANGELES  COUNTY— In  Pasadena 
between  Club  Road  and  El  Circulo,  about 
0.4  mile  to  be  graded  and  paved  with 
P.  C.  C.  and  a  reinf.  cone,  subway  str.  con- 
structed. District  VII,  Route  161,  Section 
Pas.  Contract  awarded  to  J.  E.  Haddock, 
Ltd.,  Pasailena,  .'(;S!t,449.80. 

MKXDOCINO  COU.XTY— Between  Out- 
let Creek  and  Reeves  ('reek,  about  4.5  miles 
to  be  graded  and  surf,  with  grav.  base  and 
.scr.  gravel.  District  I,  Route  1,  Section  F. 
Peninsula  Paving  Co.,  San  Francisco,  $213,- 

632;   G ge  Polbick  Company,   Sacramento, 

.$244,055;  Frederi.ksoii  &  Westbrook.  L.nver 
Lake,  $19!l,!l47;  Isliell  Construction  Co., 
Reno,  Nevada,  .$223, 27S  ;  Union  I'aving  Co., 
San  Francisco,  .$209,325 ;  N.  M.  Ball  Sons 
&  Lar.son  Bros.,  Berkeley,  $190,853;  D.  Mc- 
Donald, Sacramento,  $231,462.  Contract 
awarded  to  Hemstreet  &  Bell,  Marysville. 
$180,546.20. 

MODOC  COUNTY—Between  Thomas 
Creek  and  2.5  miles  west  of  Cedarville.  7.1 
miles  road-mix  surfacing.  District  II,  Route 
28,  Section  C.  Contract  awarded  to  Fred- 
ericksc-n  &  Westbrook,  Lower  Lake,  $14,300. 

MONtI  COUNTY— Furnish  and  apply 
liquid  asphalt,  SC-2,  to  approx.  5.1  miles  of 
existing  roadbed.  District  IX,  Route  40. 
Section  A.  Square  Oil  Co.,  Los  Angeles, 
$2,0,80;  Lambs  Transfer  Co.,  Long  Beach, 
$2,320;  P.'iulsen  i^-  March,  Los  Angeles, 
$2,(;l'i;,     C.nii-Kt   awarded  to  Regal  Oil  Co., 

l.uli;;      l;,..l,  h.     .■sl.SSL'.lO. 

MONO  COUNTY  -Between  Conway  sum- 
mit and  1  mile  north  of  Bodie  Road,  about 
7.0  miles  to  be  graded  and  surfared  with 
bit.  tr.  sel.  matl.  District  IX,  Route  23,  Sec- 
tion H.  I.  Morrison.  Knudson  Co.,  Inc.,  lios 
Angeles,  $248,673.  Contract  awarded  to 
Isbell  Constr.  Co.,  Reno,  Nevada,  ,$221,- 
855.60. 

MONTEREY  COUNTY—Between  Seaside 
Road  and  Salinas  River,  about  7.3  miles  of 
rd.  mix  surf,  treatment  and  seal  coat  to 
be  applied.  District  V,  Route  56,  Section 
I.  L.  A.  Brisco,  Arroyo  Grande,  (^alif.. 
,$36.871 ;  Earl  W.  Heple,  San  Jose,  $31,20<k 
Contract  awarde<l  to  Granite  Construction 
Co.,  Ltd.,  AVatsonville,  $23,556. 

NEVADA  COUNTY — Between  D  o  n  n  e  r 
Lake  and  Truckee,  about  2.4  miles  to  be  gr. 
and  surf,  with  cr.  run  base  and  pi.  mix.  surf. 
District  III.  Route  .■)7.  Section  D.  A. 
Teichert  &  Son.  Inc..  Sacramento,  $72,958. 
Contract  awarded  to  Pacific  States  Const. 
Co..  San  Francisco.  $56,0.59.45. 

NEVADA  COUNTY—Between  Grass  Val- 
ley and  Nevada  City,  about  2.9  miles  to  be 


[T-wenty] 


California  Hightvays  and  Public  Works 


■fiiceil  with  plant  mix  sui-£acing.     District 
II,    Route   17,    Section   B.      Pacific    States 
'onstruction    Co.,    San    Francisco,    .$.39,162. 
!ontract  awarded  to  Independent  Construc- 
ioii  Co.,  Ltd.,   Oaliland,   $30,250. 

ORANGE  COUNTY—Road  mix  .surf,  to 
e  applied  to  shoulders  Los  Angeles  County 
ine  to  Santa  Ana  River.  12.2  miles.  Di-*- 
riet  VII.  Route  17!l,  Seniou  A.  A.  S. 
'innell  Co.,  Los  Angeles.  .>i;l2,14(>:  C.  R. 
iutterfield,  Sau  Pedro,  $10,9lt0.  Contract 
warded  to  So.  California  Roads  Co..  Los 
Uiseles.  .$10,732.50. 

RIVERSIDE  COTTXTY— Between  Hemet 
nd  Moreiiii  and  between  Perris  and  Na- 
ional  Forest  boundary  east  of  Hemet — 
t  .".11.2  miles.  Apply  road  mix  surf. 
.  to  slh.uldi'rs.  District  VIII.  Routes 
1114.  S.'cticin  K,  L.  C.  C.  W.  Wood, 
■Stui-kton.  .S."i:!.7(«»;  Oilfields  Trucking  Co., 
^akersfielil.  .$41),(i23  ;  Basich  Bros.  Torrance, 
OSO ;  A.  S.  \'innell  Co.,  Los  Angeles, 
;50,29!l.  Ccintract  awarded  to  Sou.  Calif, 
ttoads  Co..  Los  Angeles,  $47,555.25. 

RIVERSIDE  COUNTY  —  Between  2i 
niles  west  of  Beaumont  and  Beaumont, 
ibout  2,4  miles  to  be  gr.  and  surf,  with  pi. 
uix  surf,  and  a  reinf.  cone.  br.  to  be  const. 
Uistrict  VIII  Route  19.  Section  D.  Gib- 
jons  &  Reed  Co..  I'.uibauk,  .S10.").505;  Matioh 
Bros.  Elsinore.  .'<99,ii:;i  ;  Dinimitt  &  Taylor, 
Cjos  Angeles.  .s9N..S(;i»:  Crittitb  (.'o.,  Los  An- 
elcs,  .$101,814;  C.  O.  Sparks  &  Mundo 
Engr.  Co.,  Los  Angeles,  .$104,608.  Contract 
iwarded  to  Oswald.,  Los  Angeles,  $84,781.70. 
SAN  BERNARDINO  COUNTY— Be- 
tween Amboy  and  17  miles  easterly.  About 
D.4  mile,  construct  two  timber  trestles,  con- 
truct  and  surface  approarlo's  with  salvaged 
surface  material  ami  applv  el.  "1!"  seal  coat. 
District  \'II.  Route  .",s.  Se.ii..ns  J  and  K. 
Contract  awarded  to  Basicb  Bros.,  Torrance 
22.."'i69.70. 

SAN      BERNARDINO      COUNTY— Be- 

ween  Mountain  Pass  and  Nevada  state  line. 
About  15.4  miles  to  be  gr.  and  bit.  rd.  mix. 
urf.  tr.  appl.  District  VIII,  Route  31, 
iection  P.  V.  R.  Dennis  Const.  Co.,  San 
IiieK.1.  ^4(15.201 ;  David  H.  Ryan,  San  Diego, 
.$^;2^,.•;21  ;  Wood  &  Bevauda.  Stockton,  $358,- 
4.S9;  Basicb  Bros.,  Torrance,  .$393,761; 
Saiider  Pearson.  Los  Angeles.  .S;!41.210;  Gib- 
bons &  Road  Co.,  Burliank.  .S29.-.;i:;9  ;  I.sbell 
(•o)ist.  Co.,  Reno,  Nevada.  .$:il7.:.;9o  ;  Griffith 
(.'i'..  Los  Angele-s,  $311, 8S9.  Contract 
awarded  to  Geo.  Pollock  Co.,  Sacramento, 
.$2.s.-,,2(J2.70. 

SAN  BERNARDINO  COUNTY— Be- 
tween Cajon  Pass  Summit  and  Victorville, 
about  9.9  miles  to  be  surf,  with  pi.  mix.  surf. 
(  S.  C.  type)  ami  seal  cat  .'ii'plied.  District 
Vlll,  Roiile  :',1,  Sertion  C.  Soiiiliwest  Pav- 
ing  Co..    llle..    Itoseoe.    ^IC, .:•,  \:\  :    nMN;.l(l    BrOS., 

;4,'.M4.      Conlraei    awarded  to 
Co.,    San    Bernardino,    $31,- 


& 


Los    Angele 

Geo.    Herz 
813.60. 

SAN  BERNARDINO  COUNTY— Be- 
tween Upland  and  San  Bernardino  and  be- 
tween Redlands  and  National  Forest 
boundary.  About  18.4  to  be  surfaced  with 
pbuit  mix  surf.  ( S.  C.  type)  and  seal  coat 
applied.  Distiiit  VIII,  Route  190,  Section 
A,  P..  I).  Geo.  Ilerz  &  Co.,  a  Corp.,  San 
Bernardino.  .$48.4.j7.  Contract  awarded  to 
Oswald  Bros.,  Los  Angeles,  $43,186. 

SAN  BERNARDINO  COUNTY— Be- 
tween Victorville  and  Barstow.  About  36 
miles.  Apply  rd.  mix.  surf.  tr.  to  shldrs. 
District  VIII  Route  31,  Section  D,  E.  F. 
C.  N.  Wood,  Stockton,  $45,825:  Oilfields 
Trucking  Co..  Bakersfield,  $43,663;  B.  E. 
Ilaz.-ird  &  Sons,  San  Diego,  $40,662.  Con- 
(raet  awarded  to  Matich  Bros.,  Elsinore, 
$38,862.50. 

SAN  DIEGO  COUNTY— Between  Del 
Mar  and  Encinitas,  about  6.6  miles  to  be 
graded  and  paved  with  A.  C.  District  XI, 
Rmite  2.  Se.lioii  A.  V.  R.  Dennis  (^onst. 
Co..  San  Diego,  .$2!l7.S:;r, ;  W.  K,  Hall  Co,, 
.Vlhainbra.  $2S5,(M)7 ;  C.  O.  Sparks  & 
Mundo    Eng.    Co.,    Los    Angeles,    .$299,250; 


Basich  Bros.,  Torrance,  .*282.(i44  :  David  11. 
Ryan,  San  Diego,  .$2'.i."i.::i7 :  D.ilv  Coriiora- 
tion,  San  Diego.  $2.S7,  l.'.d ;  (>^«ald  I'.r...^,. 
Los  Angeles,  $294.4(10.  Conlract  aw.nileii  to 
Grifiith  Co.,  Los  Angeles,  $279,221.95. 

SAN  DIEGO  COUNTY— Reinforced  con- 
crete bridge  across  Las  Chayas  Creek  at 
Main  Street  in  San  Diego,  3  30'  sp's  on 
cone,  pile  bents  and  cone,  abuts,  with  timber 
pile  fds.  to  be  const,  and  approx.  0.19  mile 
of  road  to  be  graded  and  surfaced  with  plant 
mix  surf,  for  detour.  Dist.  XI.  Route  2. 
Section  S.  D.  B.  O.  Larsen,  San  Diego, 
$35,970;  M.  H.  Golden.  San  Diego.  .$39,725. 
Contract  awarded  to  V.  R.  Dennis  Const. 
Co.,  Sau  Diego.  .$33,723.59. 

SAN  FRANCISCO-OAKLAND  BAY 
I'.RHKJE — Install  sprinkler  system  in  Har- 
bor I'iers  24  and  26.  Rookwood  Sprinkler 
Co.  of  Mass..  San  Francisco,  $113,420.  Con- 
tract awarded  to  Grinnell  Co.  of  the  Pacific, 
San  Francisco,  $100,194. 

SAN  FI!ANCISCO— Construction  of  the 
Verba  liuiMia  Island  garage  of  the  San 
Francisco-Oakland  Hav  Bridge.  Contract 
awarded  to  Alfred  II.  Vogt  Co.,  Inc.,  San 
Francis,,,,  .$14,6;33. 

SAN  LUIS  OBISPO  AND  MONTEREY 
COUNTIES— Between  Paso  Robles  and  0,2 
mile  north  of  San  Luis  Obispo-Monterey 
County  line,  about  10.8  miles,  road-mix  sur- 
face treatment  to  be  applied  t,)  sbouWers. 
Granite  Constr.  Co.,  W.itsonvill,".  .$14,007; 
L.  A.  Brisco,  Arroyo  Gr.m,!,'.  .'vKi.s.s,.  Con- 
tract awarded  to  Oilli,lils  Trucking  Co,, 
Bakersfield.  $10,764.20. 

SAN  JMATEO  COUNTY — Between  San 
Mateo  and  Redwood  City,  about  7.3  miles 
surf,  portions  with  bit.  tr.  surf.  (pi.  mixed) 
District  IV.  Route  68,  Section  C.  Jones 
and  King,  Haywards,  ,$59,932 ;  Peninsula 
Paving  Co.,  San  Francisco,  $59.982 ;  Union 
Paving  Co.,  San  Francisco,  $62,612 ;  Pacific 
States  Const.  Co.,  San  Francisco,  $64,971  ; 
Chas.  L.  Haruev.  San  Francisco,  .$67.721 ; 
United  Com  i.i,linK  '"o..  Portland,  Ore..  .$67,- 
954;  Hanraiian  Company,  San  Francisco, 
$70,964.  C.nlrart  ., warded  to  Leo  F.  Pi- 
azza, San  .lose.  .$.59,925. 

SANTA  BARBARA  COUNTY— Between 
4.8  miles  east  of  Guadalupe  and  Santa  Maria 
River.  ali,iul  4.0  miles  in  length,  armor  coat 
to  I,,'  a|i|,li,',|  lo  existing  base.  District  V, 
Rout,'  1  Is  .",0.  Section  A,  E.  Granite  Constr. 
Co,,  WutsonviUe,  $12,490.  Contract  awarded 
to  L.  A.  Brisco,  Arroyo  Grande,  $11,950. 

SANTA  CRUZ  COUNTY— Bridge  across 
Rodeo  Gulch  1.7  mile  east  of  city  limits  of 
Santa  Cruz  2  60"  pi.  gird.  sps.  and  4  30' 
St.  str.  sp's  with  cone,  deck  on  ex.  cone. 
piers  and  abuts.  District  IV,  Route  56,  Sec- 
tion A.  Lindgreen  &  Sw-inerton,  Inc.,  Oak- 
land, $28.132 ;  F.  O.  Bonnett  Co..  Campbell, 
.$28,821 ;  Earl  W.  Heple,  San  Jose,  $25,302  ; 
W.  J.  Tobin,  Oakland,  $24,808.  Contract 
awarded  to  A.  Soda  and  Son,  Oakland, 
$24,384.55. 

SANTA  CRUZ  COUNTY— 2  bridges, 
one  across  Fall  Creek  and  one  across  San 
Lorenzo  River  at  points  approximately  8  and 
14  miles,  respectively,  north  of  Santa  Cruz. 
District  IV.  Route  ll(i.  Sivti,,n  A  and  B. 
F.  P.  Bonbett  Co..  Camplii-U.  $29,105:  A. 
Soda  i.t  Son,  Oakland.  $2."'i.TS5 ;  I.indgren 
&  Swinerton.  Inc.,  Oaklainl,  .'<.'U,222:  Ear! 
W.  Heple,  San  Jose.  .$29,0.-,,-,.  C.nlract 
awarded   to  W,   J,  Tobin,   Oakland,   $22,053. 

SANTA  CRUZ  COUNTY— In  Santa 
Cruz  on  Ocean  Street  between  Pryce  and 
Water  Streets  an<l  on  Mission  Street  be- 
tw-een  Bay  and  Younglove  Streets.  About 
0.8  mile  widen  portion  with  P.  C.  C.  pave- 
ments, walk  and  curb  and  surf.  port,  ■with 
nat.  rock  asph.  District  IV,  Routes  5.  56 
Section  S.  Cr.  Clausen-Embleton  Co,,  Al- 
bany, $18,810:  L.  C.  Seidel,  Oakland,  $21.- 
909 ;  Granite  Const.  Co.  Ltd.,  Watsonville, 
$18,959.  Contract  awarded  to  Earl  W. 
Heple,  San  Jose,  $18,046. 

SHASTA  COUNTY— I'.etween  Sulphur 
Creek   and   Boulder  Creek   Hill   ami   at   Sul- 


plinr  Creek  Hill — about  1.8  mile  to  be 
l;im,I,i1  and  surfaced  with  r.  mx.  surf,  on 
■  riisli.  inn  base.  District  II,  Route  3,  28, 
S,Mii,,n  B.  A.  Poulos  &  McEwen,  Sacra- 
mento, $140,0&4;  A.  Teichert  &  Son,  Inc., 
Sacramento.  $147,251 ;  Fredericksen  &  West- 
brook.  Lower  Lake,  $100,404  ;  Union  Paving 
C,,..  San  Franeisco,  .'<K-!9.2,S(» ;  D.  M,  Donald, 
Sa.  i.iiii.ni",  .•<125,.-i:i4  ;  Ilanialian  Company, 
San  Kian..M,,,  .S1::.-,,7S0 ;  (;,M,,-e  Pollock 
(■,,n,p.iii.\,  Sa,  lament,,,  $149.(;i::;  ;  Isl„-ll  Con- 
strui-tii,n  Cmpany.  Reno,  Nevaila.  $129,238; 
P.  L.  Cro.ilis  &  Co,,  Inc.  Portlanil.  Ore.. 
.$147.7C,.-!;  Dunn  &  Baker,  Klamath  Falls, 
$133,500.  Contract  awarded  to  Guy  F.  At- 
kinson Company,  San  Francisco,  $103,728. 

SHASTA  COUNTY— Between  Redding 
anil  MiUville,  12.6  miles  Class  B,  seal  coat. 
District  II,  Route  20,  Section  C.  C.  F. 
Fredericksen  &  Sons,  Lower  Lake,  $10,208; 
Lee  J.  Iraniel,  Berkeley.  $13,200.  Contract 
awarded  to  Dunn  &  Baker,  Klamath  Falls, 
Oregon,  $10,256. 

SIERRA  COUNTY— Between  Sierraville 
and  Calpine.  about  8,0  miles  gravel  blanket 
to  be  placed  over  the  existing  roadbed.  Dis- 
trict III.  Route  83,  Section  B.  Garcia 
Con.st.  Co.  Irvingtou,  $15,900.  Contract 
awarded  to  Fredericksen  &  Westbrook, 
Lower  Lake,  $13,875. 

SOLANO  COUNTY— Between  Westerly 
boundary  and  Cordelia  and  between  county 
hospital  and  Fairfield.  About  3.7  miles  to  be 
graded  and  surfaced  with  bit.  tr.  surf. 
plant  mixed).  District  X,  Routes  8,  7, 
Section  A,  B.  Pacific  States  Constr.  Co., 
San  Francisco,  $54,963;  Hanrahan  Com- 
pany, San  Francisco,  $57,6.59 ;  Louis  Bia- 
sotti  &  Son,  Stockton,  $59,956.  Contract 
awarded  to  A.  G.  Raisch,  San  Francisc-o, 
.$52,080.30. 

SOLANO  COUNTY— In  city  of  Benicia, 
about  0.3  mile,  to  be  graded  and  surfaced 
with  plant  mixed  surfacing.  Dist.  X,  Route 
74,  Section  Ben.  Independent  Const.  Co., 
Ltd..  Oakland,  $11,538;  Reuber  R.  Carlson. 
Stockton,  $13,879.  Contract  awiirded  to 
Louis  Biasotti  &  Son,  Stockton,  .$9,7tl9.70. 

TEHAMA  COUNTY— Between  Route  86 
and  Morgan  Springs,  about  3.8  miles  un- 
treated surfacing.  District  II,  Route  S3. 
Section  A,  Ilein  Bros.  Basalt  Rock  Co.. 
Petaluma.  $14,092.  Contract  awarded  to 
E.  B.  Bishop,  Orland,  $13,370. 

TULARE  COUNTY— Between  i  mile 
south  of  Strathmore  and  Valencia  Street 
in  Lindsay,  and  between  Eastwood  Avenue, 
in  Lindsay  and  Cairns  Corner.  About  6.8 
miles  to  be  graded  and  surf,  with  pi.  mix. 
surf,  on  a  crush,  run  base  and  appl.  rd.  mix. 
surf.  trmt.  to  shldrs.  District  VI.  Route 
134.  129,  Section  B.  C.  Lindsay.  Hanrahan 
Company.  San  Francisco.  $101,228;  Union 
Paving  Co.,  San  Francisco.  $150,757.  Con- 
tract awarded  to  N.  M.  Ball  Sons  &  Larsen 
Bros..   Berkeley,   $155,203.10. 

TUL.OSE  COUNTY— Between  Rte.  134 
and  Visalia.  About  8.1  miles  cr.  run  base 
bdrs.  to  be  const,  bit.  seal  coat  appl.  and  rd. 
mix  surf.  trmt.  appl.  to  shldrs.  District  VI, 
Route  132,  Section  A.  Stewart  &  Nnss, 
Inc..  Fresno,  .$30,567 ;  John  Jurkovich, 
Fresno,  $37,475  :  N.  M.  Ball  Sons,  Berkeley, 
$39,050.  Contract  awarded  to  Union  Paving 
Co.,  San  Francisco,  $32,605.00. 

TUOLUMNE  AND  MARIPOSA  COUN- 
TIES— Between  Moccasin  Creek  Dam  and 
0,8  mile  south  of  Counterville  (X  Tuo-Mpa 
05  B-A)  about  11.5  miles  in  length.  Liquid 
asphalt  to  be  furnished  and  applied.  Dis- 
trict X.  Route  6.5.  Section  B-A.  Sheldon 
Oil  Co..  Suisnn.  $8,474 ;  Hayward  Bldg. 
Material  Co..  llaywar,!.  .$9,945.  Contract 
awarded  to  Lambs  Transfer  Co.,  Long  Beach, 
$7,033,42, 

VENTURA  COUNTY— Grading  and  sur- 
facing with  plant-mixed  surfacing  between 
Clark  and  Sudden  Barrancas,  0.23  mile. 
District  VII,  Route  79.  Sec.  A.  Oswald 
Bros.,  Los  Angeles,  $6,604.    Contract  award- 

(Continued  on   page  24) 


California  Highways  and  Public  Works 


[Tw^enty-one] 


DIVISION  OF 


WATER  RESOURCES 


OFFICIAL  REPORT 

FOR  THE  MONTH  OF 

August,  1936 

EDWARD  HYAH,  State  Enginee. 


^^jt.-^- 


GOINCIDENT  with  preliminary 
investigations  and  exploration 
work  at  Keunett  and  Priant 
dam  sites  of  the  Central  Valley  Pro- 
ject by  the  United  States  Bureau  of 
Reclamation,  the  Consulting  Board  of 
Engineers  of  the  bureau,  accompanied 
by  the  State  Engineer  and  members 
of  his  staff  made  an  inspection  trip 
during  August  to  view  the  progress 
of  the  work  on  the  project. 

The  engineers  inspected  the  Keu- 
nett, Baird  and  Table  Mountain  sites 
and  Priant  dam  site. 


IRRIGATION    DISTRICTS 


Resolutions  have  been  received  from  tlie 
boards  of  supervisors  of  Fresno  and  Tulare 
Counties  relative  to  the  sufficiency  of  peti- 
tions filed  for  the  organization  of  four  irri- 
gation districts  in  the  San  Joaquin   Valley. 

Field  investigations  were  made  during  the 
month  of  the  proposed  Orange  Cove,  Ivan- 
hoe,  Exeter  and  Lindmore  districts  and  feasi- 
bility reports  on  each,  are  now  in  prepara- 
tion. 

The  proposal  of  Richvale  Irrigation  Dis- 
trict to  annex  3142  acres  of  land  and  to 
issue  bonds  for  the  purchase  of  additional 
water  rights  was  investigated  and  reported 
upon  to  the  District  Securities  Commission. 

The  plans  of  Sutter  Water  District  to 
issue  bonds,  construct  an  Irrigation  system, 
and  purchase  water  from  Sutter  Butte  Canal 
Company  were  examined,  and  a  field  investi- 
gation was  made  of  lands  in  the  district. 


DISTRICTS  SECURITIES 
COMMISSION 


At  the  regular  monthly  meeting  of  thi- 
Commission  held  in  San  Francisco,  August 
14,  1U3C,  the  following  matters  were  given 
consideration  : 

Petition  of  Pacheco  Pass  Water  District 
to  hold  an  election  for  the  purpose  ot 
authorizing  a  bond  issue  in  the  amount 
of  $180,000,  to  carry  out  a  proposed  plan 
of  irrigation,  was  granted. 

Application  ot  Richvale  Irrigation  District 
for  the  approval  of  a  bond  issue  in  the 
amount  of  .$90,000,  to  finance  the  purchase 
of  additional  water  rights  and  canals  for 
recently  included  lands,  was  referred  to  the 
State   Engineer   for   report. 

Request  of  Sutter  Water  District  for 
authorization  to  issue  bonds  in  the  amount 
of  .$95,000,  for  the  purpose  of  constructing 
a  distribution  system  within  the  district, 
was  approved. 


Petition  of  Fairoaks  Irrigation  District 
for  approval  of  an  expenditure  of  $500,  for 
employment  of  an  engineer  to  report  upon 
betterments  to  the  water  system,  was 
granted. 


FLOOD  CONTROL  AND 
RECLAMATION 


Relief  Lalor  Work 

Clearing  of  the  Feather  River  channel 
above  Marysville  in  Yuba  County  has  been 
continued  with  relief  labor,  and  an  average 
of  45  laborers  have  been  employed.  New 
applications  have  been  submitted  for  WPA 
projects  to  clear  in  the  Feather  River  chan- 
nel, the  American  River  overflow  channel 
and  the  Upper  Sutter  By-pass.  It  is  ex- 
pected that  the  program  for  the  use  of  relief 
labor  will  assume  larger  proportions  than 
in  any  previous  program,  commencing  in 
late  fall  and  extending  through  the  winter 
and  spring. 

Hank  Proteotion  Program 

The  maintenance  bank  protection  program 
by  the  State  and  Federal  Government  under 
the  agreement  of  June,  1932,  has  been  or- 
dered resumed  by  Sla.ior  General  Edward 
Markham,  Chief  of  Engineers,  and  the 
schedule  of  work  to  be  perfoi-med  immedi- 
ately has  been  approved.  This  will  involve 
the  expenditure  of  approximately  $400,000. 
The  work  is  to  be  done  by  the  U.  S.  War 
Department  for  the  protection  of  the  banks 
of  the  Sacramento  River,  the  Federal  Gov- 
ernment paying  two-thirds  of  the  cost  and 
the   State  one-third. 

Saeramento  Flood  Control  Project 

Considerable  work  has  been  done  at  the 
request  of  the  Reclamation  Board  on  the 
incidental  construction  in  connection  with 
acquiring  and  clearing  levee  rights-of-way 
for  levee  units  now  under  contract  by  the 
California  Debris  Commission.  This  is  being 
done  in  11  different  locations,  on  both  banks 
of  the  Sacramento  River  above  Colusa  and 
on  the  American  River  near  Perkins.  Ap- 
proximately 35  men  are  employed  on  this 
work  and  a  number  ot  buildings  are  being 
moved  under  contract. 


SUPERVISION   OF  DAMS 


Application  for  approval  of  the  amended 
application  for  constniction  ot  the  Lou;;  Val- 
ley Dam  of  the  City  of  Los  Angi'lcs.  li>c.-itcil 
on  Owens  River,  was  filed  on  ,Tuly  21,  I'.Kifi. 
Revised  plans  of  the  same  have  been  sub- 
mitted. 

Application  for  construction  of  the  Mono 
Dam  of  the  city  of  Santa  Barbara  was  file<l 


on  July  27,  1936.  This  structure  is  being 
constructed  in  conjunction  with  the  Forest 
.Service  for  the  purpose  of  controlling  debris 
entering  the  Gibraltar  Dam  of  Santa  Bar- 
bara. The  structure  is  of  the  ambursen 
type,  33  feet  in  height  and  storing  1500  acre- 
feet  of  water.  The  structure  is  estimated  to 
cost  $128,271. 

Application  was  filed  on  August  11,  1936, 
tor  approval  of  the  plans  for  construction 
of  the  Putah  Creek  dam  by  the  city  of 
Winters.  The  dam  is  to  located  on  Putah 
Creek  near  Winters  and  is  to  be  a  concrete 
gravity  dam  with  flashboards  having  a  height 
of  11  feet  and  a  storage  capacit.v  of  177  acre- 
feet.  Its  purpose  is  to  replenish  the  under- 
ground water  supply  of  the  district.  It  is 
estimated  to  cost  $15,168. 

Application  for  approval  of  the  plans  for 
the  alteration  of  the  Fern  Lake  dam  of  the 
Sonoma  State  Home  was  filed  on  August  7. 
1936.  The  work  contemplated  consists  in 
raising  the  crest  elevation  of  the  north  dam, 
flattening  the  slopes  of  the  same  and  recon- 
struction of  the  spillway  lining. 

Application  was  filed  on  August  12,  1936, 
for  approval  of  the  plans  for  repairs  to  the 
Pine  Creek  dam  of  the  California  Public 
Service  Company  at  Alturas,  consisting  of 
enlargement  of  the  spillway. 

Application  for  approval  of  the  plans  for 
the  construction  of  the  Long  Lake  dam  ot 
the  California  Fruit  Exchange,  located  on 
Gray  Eagle  Creek  in  Plumas  County,  filed 
on  March  16,  1936,  was  approved  on  July 
31,  1936. 

Application  for  approval  of  the  plans  for 
alteration  of  the  No.  2  Huntington  Lake  dam 
of  the  Southern  California  Edison  Company 
located  on  Big  Creek  in  Fresno  County, 
filed  on  July  3,  1936,  was  approved  on  July 
20,  1936. 

In  Southern  California  work  is  progress- 
ing satisfactorily  on  the  San  Gabriel  Number 
1  and  Eaton  Wash  dams  of  the  Los  Angeles 
County  Flood  Control  District.  Work  on 
the  Cajalco  dam  of  the  Metropolitan  Water 
District,  and  the  Grant  I>ake  and  Lung 
Valley  dams  of  the  city  of  Los  Angeles. 
Department  of  Light  and  Power,  is  progress- 
ing. Repair  to  the  Hodges  Dam  of  the  city 
of  San  Diego  is  proceeding  rapidly  and 
construction  work  on  the  Jud.son  Dam  of  the 
California  Water  and  Telephone  Company  is 
now  well  under  way. 

At  Santa  Barbara  the  Sheffield  Reservoir 
enlargement  is  nearing  completion. 

In  northern  California  many  repair  jobs 
are  being  prosecuted.  Concrete  is  being 
poured  in  the  lower  levels  of  the  O'Shaugh- 
nessy  dam  enlargement.  Excavation  for 
foundations  is  continuing  at  the  Mad  River 
dam  of  the  city  of  Eureka.  Work  is  pro- 
gressing satisfactorily  at  the  Areata  Dam 
for  a  water  supply  for  Areata.  Work  has 
been  resumed  on  the  Coyote  Dam  of  tlie 
Santa  Clara  Valley  Water  Conservation  Dis- 
trict after  a  period  of  inactivity.     The  West 


[Tw^enty-tw^ol 


California  Hightvays  and  Public  Works 


''alley  Dam  of  the  South  Fork  Irrigation 
Mstrict  in  Modoc  County  is  nearing  com- 
letion. 

Repair   and   maintenance  inspection   work 
las  been  carried  on  as  usual. 


WATER    RIGHTS 


upervision  of  Appropriation  of  Water 
Twenty-seven  applications  to  appropriate 
vater  were  received  during  July ;  eight  were 
lenied  and  twenty-six  were  approved.  Four 
jermits  were  revoked  and  rights  under  four- 
een  permits  were  confirmed  by  the  issuance 
f  license. 

Inspections  were  made  during  the  month 
n  Inyo,  Mono,  Mariposa,  Calaveras,  Alpine, 
imador,  El  Dorado,  Placer  and  Sacramento 
■ouuties  preliminary  to  the  issuance  of 
icense  or  revocation. 

Clover  Creek  (Shasta  County) — A  stipu- 
ation  for  substitution  of  parties  covering 
en  changes  in  ownership  is  being  circulated, 
neater  master  service  in  accordance  with  the 
tipulation  for  judgment  was  continued 
chioughout  the  month. 

Susan  River  (Lassen  County) — The  tenta- 
tive plan  of  distribution,  agreed  upon  for 
trial  during  the  current  season,  was  adminis- 
tered throughout  the  month.  A  stipulation 
for  judgment  is  being  circulated  and  has 
been  signed  by  over  eighty  per  cent  of  the 
arties  involved. 

Rader  Creek  (Modoc  County) — Attorneys 
epresenting  a  majority  of  the  parties  in  this 
case  contemplate  a  re-reference  to  the  Di- 
vision covering  all  issues  raised  by  the  plead- 
ings, instead  of  the  limited  reference  orig- 
inally made. 


COOPERATIVE  SNOW  SURVEYS 


During  the  past  month  work  in  the  office, 
in  addition  to  routine  matters,  has  cousisted 
of  bringing  up  to  date  all  records  of  precipi- 
tation using  data  received  from  stations 
maintained  by  the  U.  S.  Weather  Bureau, 
State,  Districts,  and  Public  Utilities.  In 
the  field  a  start  has  been  made  toward 
preparing  for  next  winter's  snow  surveys  and 
it  is  planned  to  make  measurements  again 
at  all  snow  courses  surveyed  last  winter. 

In  addition  to  extending  further  the  range 
of  snow  surveys  into  areas  where  insufficient 
measurements  have  been  made  in  the  past, 
arrangements  have  been  made  for  23  new 
stations  to  be  established  and  surveyed  under 
State  supervision  and  in  accordance  with 
adopted  standards. 

The  necessary  equipment  for  measuring 
the  snow  pack  at  these  new  stations  is 
to  be  supplied  by  the  Division  of  In-gation, 
Bureau  of  Agricultural  Engineering,  U.  S. 
Department  of  Agriculture.  At  twenty  of 
the  new  stations  the  annual  measurements 
will  be  made  by  rangers  of  the  U.  S.  Forest 
Service  and  at  the  remaining  three,  in  the 
vicinity  of  Hetch  Hetchy,  the  surveys  will 
be  made  by  the  City  of  San  Francisco. 


SACRAMENTO-SAN   JOAQUIN 
WATER  SUPERVISION 


During  the  past  month  the  activities  of 
this  office  have  been  on  routine  detail  so  that 
a  report  may  be  made  at  the  end  of  the 
irrigation  season  which  will  show  the  amount 
of  water  diverted  from  and  returned  to 
streams     in     the     Sacramento-San     Joaquin 


area.  It  will  also  show  the  amount;  of 
land  irrigated,  the  flow  in  the  stream  chan- 
nels and  the  rate  of  advance  and  retreat  of 
salinity  in  the  delta. 

The  stream  flow  has  about  reached  its 
minimum  stage  and  by  the  end  of  the  month 
an  increase  in  stage  should  be  noted.  This 
increase  will  be  due  to  lessened  pumping  and 
rice  field  drainage.  Several  large  areas  of 
rice  are  being  slowly  drained  and  the  end 
of  the  month  should  see  most  of  the 
fields  in  the  process  of  draining. 

The  salinity  in  the  Sacramento  River 
Delta  should  not  show  any  great  increase 
over  its  present  state  but  will  remain  about 
constant  for  about  three  weeks  and  then  as 
the  flow  in  the  Sacramento  River  picks  up 
will  gradually  recede.  However,  the  salinity 
in  the  San  Joaquin  River  Delta  should 
continue  to  slowly  increase  for  about  a  month 
and  will  not  show  any  marked  decrease  until 
the  flow  in  the  San  Joaquin  River  increases. 

For  purposes  of  comparison  with  last 
year,  the  following  salinity  data  are  given 
for   a   few   key   stations : 

SALINITY 

1935  1936 

Station  Max.     8/14    Max.*    8/14 

Point    Orient 1720     1700     1640 

Bullshead    Point 1260     1060     1060 

O   and    A    Ferry 540        520        520**   440 

Antioch 290        220        260        160 

Collinsville 390        282        370        210 

Jersey     86     75  24 

Rio  Vista 12      6  2 

*  Estimates,  from  April  Bulletin  of  Cali- 
fornia Cooperative  Snow  Surveys. 

•*  .August  10th. 


TOPOGRAPHIC   MAPPING 


Mapping  of  Tobias  Peak  Quadrangle  pro- 
ceeded during  the  month  in  Tulare  and 
Kern  counties  and  progress  was  made  in 
office  work  in  connection  with  revision  of 
the  culture  along  the  San  Andreas  Fault 
in  San  Bernardino  County. 

The  following  final  quadrangle  sheets  be- 
came available  during  the  month  : 

Antel-ope  Plain  in  Kern  County,  covering 
a  part  of  the  Antelope  Plain  and  Lost  Hills 
area  and  published  on  a  scale  of  1 :31,6S0 
with   5  feet  contours. 

North  of  Oildale  in  Kern  County,  covering 
the  Poso  Creek  area  and  published  on  a  scale 
of  1 :31,680  with  5  and  25  feet  contours. 

White  River  in  Tulare  and  Kern  Counties, 
covering  a  part  of  the  White  River  and  Deer 
Creek  area  and  published  on  a  scale  of 
1 :62,500  with  50  feet  contours. 

El  Rico  Ranch  in  Kings  Cotmty,  covering 
a  part  of  the  Tulare  Lake  Bed  area  and 
published  on  a  scale  of  1 :31,680  with  5  feet 
contours. 

Del  Sur  in  Los  Angeles  County,  covering  a 
portion  of  the  .\ntelope  Valley.  Portal  Ridge. 
Leonis  Valley  area  and  published  on  a  scale 
of  1 :24,000  with  5  and  25  feet  contours. 

Red  Rock  Moti-ntain  in  Los  Angeles 
County,  covering  part  of  the  Angeles  Na- 
tional Forest  and  published  on  a  scale  of 
1 :24,000  with  25  feet  coutours. 

Warm  Springs  in  Los  Angeles  County,  cov- 
ering part  of  the  Angeles  National  Forest 
and  published  on  a  .scale  of  1 :24,000  with 
2i5  feet  contours. 


WATER    RESOURCES 


and  office  on   the   South   Coastal  Basin  In- 
vestigation during  the  present  month. 

San  Jjuis  Ray  River  Investigation — Son 
Diego  County 
The  investigation  and  survey  of  San  Luis 
Rey  River  in  San  Diego  County  for  the 
purpose  of  securing  data  and  preparing 
plans  for  flood  control,  rectification  of 
the  river  channel  and  the  conservation  and 
utilization  of  the  waters  of  the  San  Luis 
Rey  River  being  made  by  the  Division 
of  Water  Resources  in  cooperation  with 
WPA,  City  of  Oceanside,  County  of  San 
Diego  and  Carlsbad  Mutual  Water  Com- 
pany will  be  completed  during  the  mid- 
dle or  latter  part  of  September,  after  which 
a  report  on  the  results  of  the  survey  will  be 
prepared  by  the  Division  of  Water 
Resources. 


CENTRAL  VALLEY  PROJECT 


Preliminary  investigations  and  exploration 
work  have  been  carried  on  during  the  month 
at  Kennett  and  Friant  dam  sites  and  sur- 
veys continued  along  the  Contra  Costa  Con- 
duit and  Friant-Kern  Canal  by  the  United 
States  Bureau  of  Reclamation.  Appraisers 
are  working  in  the  field  evaluating  lands 
and  necessary  rights  of  way  required  for  the 
construction  of  the  project.  The  Division 
of  Highways  has  made  studies  of  foundation 
conditions "  at  the  site  of  the  combination 
highway  and  railway  bridge  across  the  Pitt 
River  and  the  Division  of  Water  Resources 
is  conducting  surveys  and  making  investi- 
gations in  the  San  Joaquin  Valley  prelimi- 
nary to  the  acquisition  of  properties  and 
water  rights  necessary  for  the  construction 
of  the  project. 

During  the  latter  part  of  August  an  Inspec- 
tion trip  of  the  project  was  made  by  the 
Consulting  Board  of  Engineers  for  the 
United  States  Bureau  of  Reclamation. 
Kennett,  Baird  and  Table  Mountain  sites 
were  inspected  and  the  work  done  to  date 
by  the  United  States  Bureau  of  Reclamation 
reviewed.  The  Board  then  spent  a  few  days 
in  Sacramento  going  over  the  work  of  the 
project  in  the  Sacramento  office  and  pro- 
ceeded to  the  Friant  dam  site  to  review  the 
work  done  at  that  location.  The  Board  was 
composed  of  Mr.  Charles  H.  Paul  of  Dayton, 
Ohio,  Professor  W.  F.  Durand  of  Stanford 
University,  Roy  V.  Meikle  of  Turlock,  and 
Dr.  Charles  P.  Berkey  of  Columbia  Univer- 
sity, New  York.  The  Board  was  accom- 
panied on  its  inspection  trip  by  Mr.  J.  L. 
Savage,  Chief  Designing  Engineer,  and  Mr. 
E.  B.  Debler,  Hydrographic  Engineer,  United 
States  Bureau  of  Reclamation,  both  with 
headquarters  at  Denver,  Colorado.  Mr. 
Walker  R.  Young,  Construction  Engineer  in 
charge  of  the  Central  Valley  Project  for  the 
United  States  Bureau  of  Reclamation,  Mr. 
Edward  Hyatt,  State  Engineer  of  California, 
and  Messrs.  Edmonston,  Hawley  and  Wad- 
dell,  engineers  of  the  Division  of  Water 
Resources,  also  accompanied  the  Board  on 
its  Inspection  trip. 


NO  WALKS  TO  SCHOOL  FOR  THESE 

Statistics  gathered  from  school  officials 
throughout  the  United  States  reveal  that 
approximately  3,000,000  children  are  trans- 
ported to  and  from  school  in  more  than 
77,000  motor  buses. 


South  Coastal  Basin  Investigation 

Good  progress  has  been  made  In  the  field 


The  motor  vehicle  industry  in  the  United 
States  last  year  consumed  885  million  pounds 
of  crude  rubber. 


California  Hightvays  and  Public  Works 


[T'wenty-three] 


PAVEMENT  BUTTONS  AN 
ArD  TO  NIGHT  DRIVING 


(Continued  from  page  12) 

Fortunately  these  reflectorized 
cui've  signs  present  equally  consistent 
visibility  day  or  night,  and  the  posi- 
tioning and  use  of  these  signs  is 
directed  through  a  central  authority 
so  that  the  same  position  and  appear- 
ance is  always  presented  to  the 
motorist. 

Our  traffic  striping  costs  from  if;18 
to  $25  a  mile.  Reflector  button 
pavement  markers  at  present  prices 
cost  $150  for  the  smallest  to  $405  per 
mile  in  place.  The  white  pavement 
stripe  is  efficient  at  all  times  and  is 
easily  repainted  when  necessary  be- 
cause of  new  pavement  or  from  being 
obliterated  by  oil  from  traffic  or  pave- 
ment. 

MAINTENANCE   COST   QUESTION 

The  maintenance  cost  of  the  reflec- 
tor button  ]iavenient  markers  has  not 
been  determined.  Our  present  in- 
stallations have  been  made  to  deter- 
mine this  cost.  Accurate  reports  are 
being  kept  to  show  how  often  it  is 
necessary  to  clean  these  buttons  to 
maintain  their  reflecting  power,  to 
show  the  bi'eakage,  and  the  wear  and 
tear  on  the  markers.  Observations 
to  date  are  not  sufficient  to  make  anv 
definite  statement  in  answer  to  this 
maintenance  question. 

It  has  been  found  that  some  of  the 
markers  in  certain  locations  require 
cleaning  once  a  week  to  obtain  the 
same  efficiency  as  when  installed.  Tn 
one  location  of  20  markers,  after  two 
months  of  use.  all  but  ten  of  the  fortv 
reflector  buttons  were  broken  or  miss- 
ing entirely.  Some  of  the  castings 
were  badly  worn  so  that  the  button, 
if  replaced,  would  not  have  protec- 
tion from  traffic. 

Tn  another  location  50  per  cent 
of  the  button  installations  required 
replacement. 

Assuming  as  stated  that  the  use 
of  these  markers  should  be  held  to 
dangerous  curves,  it  is  readily  seen 
that  with  no  such  locations  on  our 
new  highways  their  use  is  largely 
restricted   to   our   older   hisrhwavs. 

Much  study  was  made  to  deter- 
mine the  locations  for  the  tests  being 
carried  on  and  the  majority  of  the 
most  hazardous  locations  now  have 
these  markers. 

All  of  these  installations  have  been 
made  in  the  past  few  months.     Dur- 

I  Twenty-four] 


ing  this  time  we  have  enjoyed  fair 
weather  with  a  warm  pavement. 
Wliat  will  happen  to  the  reflecting 
efficiency  of  these  buttons  in  wet  and 
foggy  weather  is  a  question  to  be 
answered    from    observation. 

Experience  with  the  reflector  but- 
tons in  our  present  signs  shows  that 
condensation  materiallv  reduces  the 
return  reflection.  Will  the  close- 
ness to  the  pavement  A\'itli  the  dust 
and  moisture  affect  this  return  reflec- 
tion to  a  point  where  daily  main- 
tenance would  be  required? 

The  question  follows,  are  these 
reflector  pavement  markers  an  eco- 
nomical and  efficient  method  of  re- 
ducing traffic  hazards?  In  the 
opinion  of  this  department  this  ques- 
tion can  be  better  answered  after 
their  use  has  been  tested,  their 
maintenance  costs  obtained,  and  a 
study  made  to  see  what  will  happen 
in  wet  and  fogay  weather. 

This  is  the  data  that  is  being  ob- 
tained and  com]iiled  from  the 
present  test  installations. 


HIGHWAY  BIDS  AND 
AWARDS  FOR  AUG.,  1936 

(Continued  from  pagre  21) 

pel  tn  Kovacevich  &  Price,  Inc..  South  Gate. 
$.5,701.50. 

VENTURA  COUNTY— A  reinforced  cone, 
br.  across  San  Antonio  Creek,  about  7J  miles 
north  of  Ventura,  3  55'  and  2  26'  gird.  sps. 
on  cone,  piers  and  abuts,  to  be  const.  Dis- 
trict VII,  Route  138.  Section  A.  Lindgxen  & 
Swinerton.  Inc..  San  Francisco.  $41,425; 
R.  R.  Bishop,  Long  Beach,  .f 43.6.34  ;  Heafev- 
Moore  Co.,  Oakland,  $43,747;  Byerts  & 
Dunn,  Los  Anseles,  .$44,604.  Contract 
:i warded  to  C.  O.  Sparks  and  Mundo  Ens- 
Co.,  Los  Anseles,  .$30,476. 

YOLO  COITNTY— Between  Willow  Slough 
and  Woodland,  about  4.4  miles  to  be  surf, 
with  Jilt.  mix.  surf,  and  uutr.  cr.  gr.  or  st. 
bdrs.  const.  District  III,  Route  7,  Section 
A.  Independent  Const.  Co.  Ltd.,  Oakland, 
.$46,134;  Pacific  States  Const.  Co.,  San 
Francisco,  $49.92.S ;  A.  Teichert  &  Son  Inc.. 
Sacramento,  $47,080;  Heafe?-Moore  Co., 
Oakland,  .$42,702.  Contract  awarded  to  E. 
A.  Forde.  San  Anselmo,  $41,670.50. 

TOLO  COUNTY— Between  Sc.-.,nd  Street 
and  Elm  Street  in  Woodland,  nhmil  O.U  mile 
to  be  paved  with  crusher  rtin  li.isc.  si.iliili/,- 
ing  base  and  plant-mixed  bit.  treated  sur- 
facing. District  III.  Route  7,  Section  Wd, 
Pacific  States  Construction  Co.,  San  Fran- 
cisco, $14,804.  Contract  awarded  to  A. 
Teichert  &  Son.  Inc.,  Sacramento,  $13,974  45. 


"How  did  you  like  those  Chinese  back- 
■scratchers  I  brought  you?" 

"Is  that  what  they  wereV  Chinese  back- 
scratchers!  My  wife's  been  making  me  eat 
salad  with  them !" 


Gasoline  Supply 
Assured  for  at 
Least  25  Years 

PROVED  petroleum  reserves  in 
the  United  State  are  100  per 
cent  greater  than  was  estimated 
10  years  ago  and,  properly  managed, 
are  adequate  to  meet  requirements  at 
least  for  25  years,  with  assui-ance  that 
when  needed  a  virtually  unlimited 
supply  will  be  available  from  coal 
and  from  oil  shales. 

This  analysis  of  the  outlook  for  thr 
petroleum  industry  is  contained  in 
a  report  submitted  to  the  board  oi 
directors  of  the  American  Petroleum 
Institute  by  the  National  Petroleniu 
Trade  Association's  executive  commit- 
tee in  answer  to  alarmists  who  claim 
this  country  faces  a  shortage  of  pe- 
troleum products  and  resultant  scarc- 
ity of  gasoline. 

PLENTY   OIL   AVAILABLE 

Improved  methods  of  discovery, 
development  and  recovery  will  make 
available  additional  large  supplies  of 
oil  not  only  fi'om  fields  as  yet  undis- 
covered, but  also  of  oil  heretofore 
unrecovered  from  old  fields,  the  re- 
port says. 

At  the  time  of  the  1925  survey, 
known  petroleum  reserves  were  esti- 
mated at  5,321,000,000  barrels,  with 
indications  that  additional  reserves 
would  be  found.  In  the  ten  years 
since  that  calculation,  8,692,000,000 
barrels  of  oil  have  been  produced  and 
consumed,  yet  more  than  12,000,000,- 
000  barrels  of  proved  reserves  are 
known  to  be  still  below  ground. 

"The  fact  that  proved  reserves  of 
oil  in  the  ground  now  are  conceded 
by  authorities  to  be  well  over  100  per 
cent  greater  than  in  the  1925  estimate 
has  had  no  influence  with  the  alarm- 
ists, ' '  the  report  states,  and  adds  that 
as  a  result  of  the  advances  made  by 
science,  technology  and  invention,  the 
reserves  still  to  be  located  and  devel- 
oped are  far  greater  than  ever  esti- 
mated before. 


Husband — If  there  was  any  darned  fool  in 
love  with  you  before  we  got  married,  I'm 
sorry  you  didn't  marry  him. 

Wife — I  did  maiTy  him — don't  you  remem- 
ber your  own  wedding? 


Small  boy :  Dad,  what  are  the  holes  in  the 
board   for? 

Dad :  Those  are  knotholes. 

Small  boy  (after  due  consideration)  : 
Well,  if  they're  not  holes,  what  arc  tiey? 


California  Hightvays  and  Public  Works 


|i 


STATE  OF  CALIFORNIA 


Department  of  Public  Works 

Headquarters:  Public  Works  Building,  Eleventh  and  P  Sts.,  Sacramento 


FRANK  F.  MERRIAM Governor 

EARL  LEE   KELLY Director 


CALIFORNIA  HIGHWAY  COMMISSION 


HARRY  A.  HOPKINS,  Chairman,  Taft 

PHILIP  A.  STANTON,  Anaheim 

H.  R.  JUDAH,  Santa  Cruz 

PAUL  G.  JASPER,  Fortuna 

WILLIAM  T.  HART,  Carlsbad 

JULIEN  D.  ROUSSEL,  Secretary 


DIVISION  OF  HIGHWAYS 


C.  H.  PURCELL,  State  Highway  Engineer,   Sacramento 

G.  T.  McCOY,  Assistant  State  Highway  Engineer 

J.  G.  STANDLEY,  Principal  Assistant  Engineer 

R.  H.  WILSON,  Office  Engineer 

T.  E.  STANTON,  Materials  and  Research  Engineer 

FRED  J.  GRUMM,  Engineer  of  Surveys  and  Plans 

C.  S.  POPE.  Construction  Engineer 

T.  H.  DENNIS,  Maintenance  Engineer 

F.  W.  PANHORST  (Acting),  Bridge  Engineer 

L.  V.  CAMPBELL,  Engineer  of  City  and  Cooperative  Projects 

R.  H.  STALNAKER.  Equipment  Engineer 

E.  R.  HIGGINS,  Comptroller 

DISTRICT  ENGINEERS 

J.  W.  VICKREY,  District  I,  Eureka 

F.  W.  HASELWOOD,  District  II,  Redding 

CHARLES  H.  WHITMORE,  District  III,  Marysville 

JNO.  H.  SKEGGS,  District  IV,  San  Francisco 

L.  H.  GIBSON,  District  V,  San  Luis  Obispo 

R.  M.  GILLIS,  District  VI,  Fresno 

S.  V.  CORTELYOU,  District  VII,  Los  Angeles 

E.  Q.  SULLIVAN,  District  VIII.  San  Bernardino 

S.  W.  LOWDEN   (Acting),  District  IX,  Bishop 

R.  E.  PIERCE,  District  X,  Stocliton 

E.  E.  WALLACE,  District  XI,  San  Diego 

General  Headquarters,  Public  Works  Building,  Eleventh  and 
P  Streets,  Sacramento,  California 


JUSTUS  F.  CRAEMER Assistant  Director 

EDWARD  J.  XERON Deputy  Director 


DIVISION  OF  WATER  RESOURCES 


EDWARD  HYATT,  State  Engineer,  Chief  of  Division 

J.  J.  HALEY,  Jr.,  Administrative  Assistant 

HAROLD  CONKLING.  Deputy  in  Charge  Water  Rights 

A.  D.  EDMONSTON,  Deputy  in  Charge  Water 
Resources  Investigation 

R.  L.  JONES.  Deputy  in  Charge  Flood  Control  and  Reclamation 

GEORGE  W.  HAWLEY,  Deputy  in  Charge  Dams 

SPENCER  BURROUGHS,  Attorney 

EVERETT  N.  BRYAN.  Hydraulic  Engineer  Water  Rights 

GORDON  ZANDER,  Adjudication.  Water  Distribution 


DIVISION  OF  ARCHITECTURE 


GEORGE  B.  McDOUGALL,  State  Architect,  Chief  of  Division 

P.  T.  POAGE,  Assistant  Chief 

W.  K.  DANIELS,  Administrative  Assistant 

HEADQUARTERS 
H.  W.  DeJIAVEN,  Supervising  Architectural  Draftsman 

C.  H.  KROMER.  Principal  Structural  Engineer 
CARLETON  PIERSON,  Supervising  Specification  Writer 
J.  W.  DUTTON,  Principal  Engineer,  General  Construction 

W.  H.  ROCKINGHAM.  Principal  Mechanical  and  Electrical 

Engineer 


DIVISION  OF  CONTRACTS  AND  RIGHTS  OF  WAY 


C.  C.  CARLETON,  Chief 

CLARENCE  W.  MORRIS.  Attorney,  San  Francisco 

FRANK  B.  DURKEE.  General  Right  of  Way  Agent 

C.  R.  MONTGOMERY,  General  Right  of  Way  Agent 

ROBERT  E.  REED,  General  Right  of  Way  Agent 


DIVISION  OF  PORTS 


Port  of  Eureka — William  Clark,  Sr.,  Surveyor 


3o5H      9-31!      13,300 


Return  postage  guaranteed. 

PM:    If  addressee  has  moved 

notify  sender  on 

Form  3547. 

Division  of  Highways 

P.  0.   Box   1499 
Sacramento,   California 


Seattle   Public   Library, 
Seattle, 


SEC.   562  P.   L.  &  R. 
U.   S.   POSTAGE 


PAID 


Sacramento,  Cal. 
Permit  No.   152 


MAP 

SHOWING 


STATE  HIGHWAY  SYSTEM 


LOS  ANGELES  AND  VICINITY 


CALIFO 


HIGHWAYS  AND  PUBLIC  WMil^ 


""      '    3-^  ACong  Tlorth^ib/ 
a  ho  e  . 


ifofPuhlii:  Works 
1936   r 


CALIFORNIA  HIGHWAYS  AND  PUBLIC  WORKS 

Official  Journal  of  the  Division  of   Highways  of   the  Department  of   Public  Works,  State  of  California 

EARL  LEE  KELLY,  Director  C.  H.  PURCELL,  State  Highway  Engineer  JOHN  W.  HOWE,  Editor 

Published  for  information  of  the  members  of  the  department  and  the  citizens  of  California 

Editors  of   newspapers  and   others  are   privileged   to   use   matter  contained   herein.     Cuts  will  be  gladly  loaned  upon  request. 
Address  communications  to  California  Highways  and  Public  Works,  P.  O.  Box  1499,  Sacramento,  California. 

Vol.14  OCTOBER,  1936  No.  10 


Table  of  Contents 


Page 

Governor  Merriam  to  Open  Bay  Bridge  November  12 1 

Pictures  of  Bay  Bridge  Upper  and  Lower  Decks  Approaching  Completion 3 

Death  Valley  Roads  Restored  After  Summer  Cloudbursts 4 

By  S.   W.   Lowden,  Actina  District  Engineer 

Pictures  of  Death  Valley  Roads  Damaged  by  Flood  Waters 5 

Tracy  Grade  Separation  Completed  and  Opened  to  TrafSe 6 

By  R.  B.  Anderson,  Resident  Engineer 

Pictures  of  Tracy  Grade  Separation  Overpass 7 

Last  Grapevine  Canyon  Unit  Completed  and  Opened 8 

By  R.  M.  Gillis_,  District  Engineer 

Pictures  and  Map  of  Grapevine  Canyon  Realignment 9 

Construction,  Progress  and  Pavement  Records  for  1935 10 

By  Earl  Withycombe,  Assistant  Construction   Engineer 

Tabulations  of  Pavement  Construction  Record.s 12,  13 

Highway  Planting  at  Entrance  to  Redlands 14 

By  B.  A.   Sivitser,  Assistant   Engineer 

Priant  Dam  Plans  Approved  by  State  Water  Authority 15 

Panorama  of  PViant  Dam  Site,  Map,  and  Official  Group  Picture 18,  19 

Reconstruction  of  State  Route  6  Between  Tower  Bridge  and  Yolo  Cau.seway 20 

By  E.  J.  L.  Peterson,  Assistant  District  Office  Engineer 

Illustration.s  of  Tower  Bridge  to  Yolo  Causeway  Reconstruction 21 

Last  Desert  Link  of  U.  S.  91  in  California  under  Construction 24 

By  E.  Q.  .Sullivan,  District  Engineer 

Pictures  of  Flooded  Mountain  Pass  and  Ivanpah  Dry  Lake 25 

Calwa  Overpass  Opened  to  Traffic  with  Official  Ceremonies 26 

Pictures  of  Calwa  Overpass  and  Official  Dedication  Group 27 

Monthly  Water  Resources  Report  of  State  Engineer 28,  29 

Highway  Bids  and  Awards  for  September 30,  31 

Most  Accidents  Due  to  Drivers  and  Pedestrians 32 


Governor  Merriam  to  Open 
San  Francisco-Oakland 
Bay  Bridge  November  12th 


CALIFORNIA  will  celebrate  the 
formal  opening  to  automobile 
traffic  of  the  $77,000,000  San 
Francisco-Oakland  Bay  Bridge,  great- 
est structure  of  its  kind  in  the  world, 
at  10  o'clock  on  the  morning  of 
November  12. 

Highlighting  a  four  da.ys'  jubilee 
in  observance  of  the  event,  a  ribbon 
barrier  on  the  Oakland  side  of  San 
Francisco  Baj'  will  be  officially 
broken  at  that  hour  and  Governor 
Frank  F.   Merriam,   Director  of 
Public  Works  Earl  Lee  Kelly  and 
State  Highway  Engineer  Charles 
H.  Purcell  will  lead  an  automo- 
bile   caravan    across    the    bridge 
for  appropriate  dedication  cere- 
monies which  will  be  held  on  the 
San  Francisco  side  at  11  o'clock. 

State,  Federal  and  county  offi- 
cials, officers  and  men  of  the  U.  S. 
battle  fleet  and  the  arm.v,  squad- 
rons of  army  and  navy  planes  and 
citizens  of  the  entire  bay  region 
and  many  sections  of  California 
will  participate  in  the  exercises 
and  gala  celebration  events. 

PAEADE  BEGINS   CEREMONIES 

Celebration  of  this  epochal 
event  will  begin  on  November  11, 
Armistice  Day,  in  Oakland,  with  a 
parade  in  the  morning,  a  military 
luncheon  at  the  Hotel  Oakland, 
a  military  pageant,  football  game 
and  boat  races  on  Lake  Merritt  in 
the  afternoon  and  fireworks  and  a 
regatta  on  the  lake  in  the  evening. 
A  ball  at  the  Oakland  Audito- 
rium, open  to  the  public  without 
admission  charge,  will  conclude  the 
festivities  on  the  first  day  of  the  four- 
day  fiesta. 

On  November  12,  coincident  with 
the  dedication  ceremonies  on  both 
sides  of  the  bay,  the  San  Francisco 
Citizens'  Committee,  working  through 
the  Junior  Chamber  of  Commerce  of 


San  Francisco,  wiU  stage  a  series  of 
maritime  events  in  which  the  battle 
fleet  will  take  part  and  navy  and 
army  flj'ers  will  put  on  a  spectacular 
air  show. 

Following  exercises  on  the  San 
Francisco  side,  the  official  party  will 
return  to  Oakland  for  luncheon  as 
the  guests  of  the  eastbay  city. 

In  the  afternoon,  the  start  of  the 


GOVERNOR    FRANK   F.   MERRIAM 

Pacific  Coast  yacht  regatta  wiU  dot 
the  entire  bay  north  of  Terba  Buena 
shoals  with  white  sails.  Later  there 
will  be  a  flight  of  commercial  planes, 
fish-boat  races,  air  races,  merchant 
life-boat  races,  a  fire-boat  demonstra- 
tion off  Yerba  Buena  shoals,  a  Coast 
Guard    exhibition    and    Sea    Scouts' 


races  off  the  Marina,  outboard  motor 
and  rowing  races  and  swimming  and 
diving  events  at  Aquatic  Park.  In 
the  evening  brilliant  displays  of  fire- 
works on  both  sides  of  the  bay  will 
signalize  the  lighting  of  the  bridge. 

On    November    13,    San    Francisco 
will   celebrate   with   a  great   parade 
that  will  move  from  the  Feriy  Build- 
ing to  the  Civic  Center,  where  grand- 
stands accommodating  40,000  per- 
sons will  be  erected.     A  feature 
of  this  event  will  be  a  pageant  of 
floats  depicting  the  past,  present 
;ind   future   of   the   metropolitan 
bay    area.      Twenty-two   counties 
already  have  accepted  invitations 
to  jiarticipate. 

A  spectacular  pageant  of  light 
is  scheduled  for  Saturday  night, 
November  14,  in  San  Francisco. 
Floats  showing  replicas  of  all  the 
great  bridges  in  the  world  will 
move  up  Market  street  and  past 
the  grandstands  and  on  each  will 
be  singers  and  dancers  represent- 
ing the  nations  in  which  the 
bridges  depicted  were  built. 

San  Francisco's  churches  will 
hold  special  seiwices  on  Sunday, 
November  15,  to  present  the 
spiritual  aspect  of  progress  as 
repi'esented  in  the  completion  of 
the  bridge. 

.■!00,000  VISITORS  EXPECTED 

Transportation  experts  antici- 
pate at  least  300,000  visitors  to 
the  bay  region  during  the  cele- 
bration and  in  honor  of  the  occa- 
sion San  Francisco  will  be  bril- 
liantly decorated.  Along  Market 
street  silver  and  rainbow-hned  decora- 
tions will  suggest  an  elongated  bridge 
with  great  silver  structures  spanning 
the  thoroughfare  at  eight  different 
points. 

The   foreign  quarters  of  the  city 
will   be   decked   in  gala   attire,   and 


^very  hotel,  the  principal  restaurants 
and  night  clubs  and  theaters  will  pro- 
duce special  events.  There  will  be 
fireworks  each  night. 

Anticipating-  a  heavy  demand  for 
the  souvenir  fifty-cent  piece  being 
issued  to  commemorate  completion  of 
the  bridge,  the  San  Francisco-Oak- 
land Bay  Bridge  Celebration  Com- 
mittee has  arranged  with  every  bank 
iu  the  bay  area  to  accept  and  handle 
orders  for  the  coins. 

45    MILE   SPEED   LIMIT 

Representing  as  it  does  a  highly 
important  link  in  the  transcontinental 
and  State  highway  systems,  the  San 
Francisco-Oakland  Bay  Bridge  will 
offer  to  motorists  the  finest  high- 
way facilities  in  existence. 

An  effective  safety  measure  is 
provided  automobile  drivers  in  the 
separation  of  pleasure  cars  from 
trucks  and  heavier  motor  vehicles, 
such  a-s  buses.  These  latter  will  be 
routed  over  the  three  lanes  of  the 
lower  deck,  while  automobiles  will 
speed  over  the  six  lanes  of  the 
upper  deck.  Traffic  regulations,  on 
the  whole,  will  be  those  ap^ilying  to 
all  California  State  highways,  with 
the  speed  limit  set  at  45  miles  per 
hour.  No  minimum  limit  has  been 
set. 

^lotorists  will  not  have  to  worry 
about  pedestrians,  bicycles  or  ani- 
mals, all  three  being  expressly  pro- 
hibited from  using  the  vehicular 
crossings. 

A  special  bridge  detail  under 
Captain  Rudy  Schmoke  of  the  Cali- 
fornia Highway  Patrol  will  be  as- 
signed to  duty  for  the  protection  of 
motorists.  Its  members  will  have 
headquarters  in  the  Administration 
Building  on  the  Toll  Plaza.  C 

POLICE   PHONE   SYSTEM 

A  system  of  police  phones  has  been 
installed.  These  phones.  22  in  num- 
ber, extend  from  the  junction  of  the 
"off"  ramp  and  the  main  approach 
west  of  the  San  Francisco  anchorage 
to  the  dLstribution  structure  in  Oak- 
land. They  connect  directly  with  the 
desk  sergeant  at  the  Administration 
Building. 

The  phones  are  a  typical  handset, 
enclosed  in  a  box,  so  arranged  that 
when  an  oflBcer  inserts  his  key  into 
the  box  the  sigfnal  and  its  positions 
are  recorded  in  the  Administration 
Building,  and  even  should  he  not  be 
able  to  call,  aid  would  immediately 
be  sent  him. 


A  violet  fresnel  lens  placed  on  the 
police  box  will  signal  the  officer  on 
duty,  should  the  desk  sergeant  wish 
to  talk  with  him. 

The  San  Francisco-Oakland  Bay 
Bridge  stretches  into  two  counties, 
Alameda  and  San  Francisco,  making 
it  necessary  to  establish  a  boundary 
line  for  the  purpose  of  determining  to 
which  county  justice  the  erring 
motorist  will  be  sent  should  he  be 
charged  with  violating  traffic  regula- 
tions. 

This  boundary  has  been  deter- 
mined at  Pier  E-6,  about  half  way 
over  the  East  Bay  Crossing. 

In  addition  to  police  phones,  32 


H.   PURCELL,  Chief   Engineer  of  Bay   Bridge 

tow  car  signals  for  the  convenience 
of  motorists  have  been  installed  on 
the  bridge.  These  signals  will  be 
enclosed  in  a  box  with  a  fire  signal 
and  connect  directly  with  the  garage 
and  fire  station  east  of  the  east 
portal  on  Yerba  Buena  Island.  The 
tow  car  signals  will  be  operated  like 
the  ordinary  fire  signal,  by  the 
breaking  of  a  glass  dial,  and  the 
registered  signal  will  indicate  the 
location  of  the  distressed  motorists. 

Three-wheel  motorcycles  are  being 
contemplated  for  use  by  the  bridge 
patrol,  so  that  gasoline  and  individual 
fire  equipment  may  be  carried  con- 
veniently by  each  officer  when  neces- 
sary. 


No  other  highway  lighting  in  the 
United  States  will  equal  the  vast 
illuminating  system  of  the  San  Fran- 
cisco-Oakland bridge.  Sodium  vapor 
lighting  will  be  used.  It  not  only  is 
cheaper  to  operate  than  the  incandes- 
cent light,  but  is  a  great  contribution 
to  safety  in  night  driving.  It  pro- 
vides improved  vision  without  glare 
and  can  allow  for  the  elimination  of 
headlights. 

This  lighting  system  will  illuminate 
approximately  15  miles  of  roadways, 
including  the  bridge  proper,  its  upper 
and  lower  decks  and  its  approaches. 
The  lights  will  be  placed  at  a  distance 
of  about  150  feet  apart  and  wiU  be 
wired  on  a  staggered  system,  per- 
mitting a  circuit  to  be  cut  out  with- 
out plunging  any  one  section  of  the 
bridge  into  darkness.  A  total  of 
107-t  sodium  luminaires,  including 
10,000  and  6000-lumen  lamps,  will 
be  required  to  light  the  roadways. 

SIXTEEN  TOLL  LANES 

The  entire  lighting  system  will 
be  operated  through  a  26-foot  con- 
trol board  in  the  Administration 
Building. 

All  tolls  will  be  collected  at  the 
Toll  Plaza,  adjacent  to  the  Admin- 
istration Building  on  the  Oakland 
side. 

Sixteen  lanes  will  pass  by  the 
toll  booths,  twelve  of  which  will 
be  utilized  by  pleasure  cars  and 
four  by  trucks.  Trucks  and  auto- 
mobiles will,  of  course,  be  sepa- 
rated. A  sidewalk  indicator  will 
show  in  lights  the  amount  paid  in 
tolls  by  the  motorists.  All  tolls 
will  be  collected,  and  not  dropped 
into  a  box. 

The  expediting  of  traffic  after  it 
leaves  the  bridge  has  been  one  of  the 
great  problems.  On  the  east  side, 
the  difficulty  was  solved  through  the 
Distribution  Structure,  which  clistrib- 
utes  traffic  in  three  directions,  without 
necessitating  a  left-hand  turn  or  a 
right-angle  crossing. 

AN  INTERLACING  VIADUCT 

Traffic  reaches  Alameda  and  lower 
Oakland  through  an  approach  to  Cy- 
press and  Seventh  streets;  to  central 
Oakland,  through  an  approach  to  38th 
and  Market  streets,  via  the  San  Pablo 
Underpass ;  and  to  Berkeley,  Albany, 
and  Richmond,  through  a  four-lane 
approach,  the  East  Shore  Highway. 

The   Distribution   Structure  has   a 

(Continvied   on   page   14) 


[Two] 


(October  19)6)  California  Highways  and  Public  Works 


BAY  BRIDGE  FINISHING  SCENES 

At    right — View   of    upper   deck   of 

suspension  span  with    its  six  traffic 

lanes    completely    paved. 

Below — San  Francisco  end  of  top  deck 
showing  main  central  approach  to 
Fifth    Street    Plaza    with    off-ramp 

(right)    to    Clementina    and    First 

streets  and   on-ramp  from    Harrison 

and    Fremont. 


Below — View    of   top    deck   entrance 

to  tunnel  through  Yerba 

Buena    Island. 


At    left — Views   of   the    lower   bridge 

deck  with   its  three-lane  paved 

roadway  for  trucks  and  two 

tracks  for  railway  cars. 


s-^»;S- 


California  Highivays  and  Public  Works  (October  me) 


I  Three! 


Death  Valley  Roads  Restored 
After  Summer  Cloudbursts 


By  S.  W.  LOWDEN 

Actins  District  Engineer 


RESTOKATION  work  on  Route 
127  of  the  State  Highway 
Secondary  System  extending 
from  Lone  Pine  easterly  tlirough 
Death  Valley  to  the  town  of  Baker 
in  San  Bernardino  County,  14.5  miles 
of  which  were  completely  destroyed 
by  torrential  floods  caused  by  cloud- 
bursts last  summer,  was  recently  com- 
pleted bj'  the  Division  of  Highways 
and  the  road  reopened  to  tralific. 

Approximately  57.7  miles  of  Route 
127  were  damaged  by  the  storms.  In 
several  instances  and  shortly  after 
repairs  had  been  made  under  great 
difficulties  by  the  maintenance  forces 
of  District  IX  subsequent  floods 
again  caused  great  havoc. 

Damage  was  particularly  heavy 
through  the  Darwin  Wash  bordering 
the  westerl.v  side  of  Pauamint  Sink 
and  in  the  vicinity  of  Towne's  Pass 
the  westerly  gateway  to  Death  Val- 
ley proper.  On  the  sections  of  State 
highway  that  were  not  totally  de- 
stroyed, debris  was  deposited  in 
depths  varying  from  1  foot  to  4  feet. 
On  the  sections  completely  wiped  out 
numerous  waslies  were  encountered 
that  at  places  reached  a  depth  of  8 
feet  below  the  former  roadbed. 

PRESENTS  WEATHER  PARADOX 

For  ages  past  the  strange,  arid 
area  that  is  Death  Valley,  lying  be- 
tween Mount  Whitney  in  the  Sierra 
Range  on  the  west,  and  the  Mojave 
Desert  to  the  east,  has,  rather  para- 
doxically, been  deluged  by  cloud- 
bursts cluring  July  and  Aiigust,  the 
hottest  months  of  the  summer. 

Last  summer  was  no  exception  and 
numerous  electrical  storms  accom- 
panied by  exceedingly  heavy  rains 
were  experienced.  Many  of  the 
washes  through  which  Route  127 
passes  and  which  had  not  carried 
water  for  a  number  of  years  were 
filled  with  raging  torrents,  in  some 
(jf  them  the  water  reaching  a  depth 
of  from  3  to  5  feet. 

These  floods  carried  rocks  of  vari- 
ous sizes  and  huge  quantities  of 
gravel  for  many  miles  with  the  con- 
sequent destruction  of  all  improve- 
ments in  the  way  of  roads  and  liigli- 


ways  that  lay  within  their  path 
rendering  them  totally  impassable  to 
traffic. 

Contrary  to  the  popular  belief 
that  the  Death  Valley  area  is  unin- 
habitable or  not  traversable  during 
the  summer  season,  work  carried 
out  b.y  the  Division  of  Highways 
and  by  the  National  Park  Service 
during  the  last  three  years  has  re- 
sulted in  such  betterment  of  existing 
roads  that  an  appreciable  amount  of 
travel  is  encountered  throughout  the 
main  valley  highways  even  during 
the  extreme  heat  of  summer. 

It  is  considered  remarkable,  there- 
fore, that  during  the  series  of  storms 
affecting  this  region  during  July  and 
August  no  persons  were  injured  or 
seriously  endangered.  The  only  dam- 
age other  than  that  suffered  by 
Highway  127  was  to  one  car  caught 
in  the  flood  of  Darwin  Wash.  This 
machine  was  abandoned  by  the  occu- 
pants and  comi)letely  wrecked  in  the 
swirling    waters. 

Route  127  follows,  in  general,  the 
course  of  the  wagons  of  the  early 
immigrants  and  is  located  for  the 
most  part  through  what  is  ordinarily 
known  as  the  dry  washes  of  the 
mountains,  over  alluvial  fans  that 
have  been  accumulating  since  the 
time  that  Death  Vallev  was  an  inland 


ROAD    WASHED   AWAY 

An  interesting  section  of  this  State 
highway  extends  from  the  foot  of 
Darwin  Wash  across  the  Argus 
Mountains  through  Panamint  Valley 
and  over  the  Panamint  Mountains 
by  way  of  Towne's  Pass  to  Stove 
Pipe  Wells  in  Death  Valley,  a  dis- 
tance of  31  miles.  It  formerly  was 
the  famous  Death  Valley  toll  road. 
It  became  a  free  highway  in  De- 
cember, 1934,  when  the  State  ac- 
quired it  by  purchase.  It  was  on  a 
portion  of  this  road  through  the 
Darwin  Wash  and  near  Towne's 
Pass  that  the  greatest  amount  of 
damage  was  done  last  summer. 

Between  Darwin  and  Panamint 
Valley  destruction  of  the  highway 
was   complete   at  several    points   and 


debris  was  piled  deep  on  the  road. 
In  Darwin  Wash  run-off  water  oblit- 
erated the  highway. 

Highway  shoulders  and  oil  mix 
surfacing  on  the  stretch  between  Fur- 
nace Creek  and  Death  Valley  Junc- 
tion were  swept  away.  Cross  washes 
between  Shoshone  and  Baker  de- 
posited large  quantities  of  heavy 
debris  and  destroyed  highway  shoul- 
ders. 

TOLL  FEES  ABOLISHED 

The  old  toll  road  acquired  by  the 
State  and  where  restoration  work  is 
extensive  was  constructed  by  H.  W. 
Biehbaum,  a  pioneer  of  Death  Valley, 
in  1926  under  a  franchise  granted 
to  him  by  Inyo  County.  Motorists 
using  the  road  were  charged  $2  per 
ear  and  50  cents  per  person.  When 
the  State  took  over  the  route  and 
placed  it  in  the  highway  system  these 
fees   were  abolished. 

The  Eichbaum  Road  became  a 
part  of  Route  127.  It  ended  at 
Stove  Pipe  Wells  where  a  connection 
is  made  with  a  road  through  Day- 
light Pass  to  the  abandoned  mining 
towns  of  Rh.yolite  and  Bullfrog  and 
thence  to  Beatty  and  Tonopah,  Ne- 
vada. 

Prom  Stove  Pipe  Wells,  State 
Route  127  bends  southeast  to  Death 
Valley  Junction  via  Furnace  Creek, 
to  which  point  last  summer's  floods 
reached,  and  then  runs  south  via 
Sho.shone  to  a  connection  with  State 
Route  31  (The  Arrowhead  Trail) 
at  Baker. 

WEIRD  SCENIC  BEAUTY 

As  a  direct  east-west  highway 
across  Death  Valley,  Route  127  pro- 
vides for  interstate  traffic  and  at- 
tracts thousands  of  tourists  each 
year.  The  scenic  beauty  of  the  re- 
gion through  which  the  highway 
passes  is  unusual.  The  mountains 
on  the  east  and  west  sides  of  Death 
Valley  rise  precipitously  from  eleva- 
tions below  sea  level  to  heights  of 
more  than  a  mile.  The  Grapevine 
and  Armagosa  ranges  on  the  east 
are  made  up  of  layer  upon  layer  of 

(Continued  on  page  6) 


iFourl 


(October  i9}6)  California  Hightvays  and  Public  Works 


^10 


Cloudbursts   over    Death    Valley   wrought    much    damage    to    State    Highway     No.    127    during    the    summer.      Top    pictures    show 

typical    washes   of   oil    mix    surfacing    and    deposits    of    debris   on    summit  of  Towne   Pass,  the  western   gateway.     Centei Complete   loss 

of  road  at  lower  end   of  pass.     Bottom   pictures  show  heavy  cross-wash   and   damage  to   rubble   masonry   slope   on   sections  of  eastern 
approach    via    Shoshone. 


California  Hightvays  and  Public  Works  (October  19 3  6) 


[Five I 


OVERPASS  GRADE  SEPARATION      BvRB  anderson 

AT    TRACY    OPENED    TO    TRAFFIC  ""d-t  Engineer 


IX  THE  presence  of  several  hun- 
dred citizens  and  prominent  city, 
State  and  Federal  officials,  Direc- 
tor Earl  Lee  Kelly  of  the  Depart- 
ment of  Public  Works  dedicated 
and  opened  to  traffic  on  September 
26tli  the  overhead  grade  separation 
on  State  Highway  No.  5  (U.  S.  No. 
50)  near  the  city  of  Trac.y  in  San 
Joaquin    County. 

The  ceremony  marked  the  com- 
pletion of  another  unit  in  the  state- 
wide grade  separation  program  being 
financed  with  Federal  funds  through 
the  IT.  S.  Bureau  of  Public  Roads  for 
the  elimination  of  some  of  the  most 
dangerous  grade  crossings  in  Cali- 
fornia. 

An  elaborate  program  ararnged  by 
the  Tracy  Chamber  of  Commerce  in 
collaboration  Avith  tlie  Central  Valley 
Council  of  the  State  Chamber  started 
with  the  dedicatory  ceremonies  and 
ended  with  a  dinner  at  the  Tracy 
Inn  attended  by  more  than  250  civic 
leaders  and  officials. 

MAIN  TRAFFIC  ARTERY 

Following  the  cutting  of  the  rib- 
bon b.y  Director  Kelly  hundreds  of 
cars  passed  over  the  long  concrete 
and  steel  structure  which  carries  the 
main  highway  traffic  artery  between 
the  San  Francisco  Bay  region  and 
San  Joaquin  Valley  above  the  tracks 
of  the  Southern  Pacific  Railroad 
about  one-half  mile  east  of  Tracy. 

During  the  brief  ceremonies  held 
on  the  structure  Director  Kelly  said 
that  due  to  the  heavy  traffic  on  this 
highway  and  the  number  of  accidents 
that  had  occurred  at  this  particular 
crossing  a  grade  separation  had  been 
under  consideration  by  the  Division 
of  Highways  for  several  years  but 
funds  had  not  been  available  for  its 
construction. 

Other  speakers  included  Cliairmau 
Harry  A.  Hopkins  of  the  California 
Highway  Commission ;  District  Engi- 
neer R.  E.  Pierce;  Congressman 
Frank  Buck ;  President  C.  P.  Button 
of  Tracy  Chamber  of  Commerce; 
Mayor  Fred  Ilerzog  of  Tracy  and 
Chairman  C.  E.  Stciiiegul  of  San 
Joaquin  County  Board  of  Supervisors. 

The  cost  of  the  entire  project  is 
approximately    $250,000.      The    con- 


tractors were  Lindgren  &  Swiner- 
ton  and  58,000  man-hours  of  labor 
were   emploj-ed   during   construction. 

TOTAL  LENGTH  3021  FEET 

The  structure  is  1441  ft,  in  length, 
consisting  of  one  81-foot  and  two  48- 
foot  plate  girder  spans,  two  52-foot 
steel  beam  spans,  and  twenty-nine 
40-foot  reinforced  girder  spans,  sup- 
ported upon  concrete  column  bents 
and  caps.  The  footings  of  the  bents 
are  founded  upon  treated  timber  pil- 
ing. 

The  approaches  are  paved  with 
Portland  cement  concrete  for  a  dis- 
tance of  480  feet  at  each  end  of  the 
structure.  The  entire  length  of  the 
project  is  3021  feet.  A  34-foot  road- 
way is  provided  on  the  structure  and 
approaches  with  a  3-foot  sidewalk  on 
each  side. 

The  four  bents  of  the  structure 
adjacent  to  and  paralleling  the  rail- 
road tracks  are  on  a  skew  of  64  de- 
grees from  a  normal  to  the  center 
line  of  the  highway.  Collision  walls 
were  constructed  between  the  columns 
of  each  of  these  bents,  which  give 
them  a  continiious  face  to  a  height  of 
7  feet  above  the  top  of  the  rails. 

ROOM     FOR     EXTRA     TRACK 

Provision  was  made  in  the  design  of 
the  structure  for  the  construction  of 
an  additional  track  on  each  side  of  the 
existing  double  track  railroad  line. 

At  the  official  dinner  in  the  evening. 
President  Button  of  the  Tracy  Cham- 
ber of  Commerce  presided  and  Mr. 
Kelly  was  the  principal  speaker.  He 
spoke  informally,  congratulating  the 
citizens  and  organizations  of  the 
Tracy  section  on  their  cooperation, 
community  spirit  and  enterprise  and 
closed  by  making  a  plea  for  safe 
driving,  declaring  that  50  per  cent  of 
auto  accidents  are  caused  by  10  per 
cent  of  the  drivers. 

"We  can  build  fine,  safe  high- 
ways," said  Mr.  Kelly,  "but  we  can 
not  cope  with  the  accident  toll  unless 
there  is  more  careful  driving." 

Congressman  Buck  told  of  the  Fed- 
eral appropriations  for  highway  con- 
struction work  that  will  be  available 
for  the  fiscal  year  1037-38. 


Among  those  present  introduced 
by  the  chairman  were  : 

John  F.  Blakeley,  chairman  of  the 
highway  committee  of  the  Central 
Valley  Council  of  the  State  Chamber 
of  Commerce;  E.  H.  Kundert,  presi- 
dent of  the  San  Joaquin  County 
Chamber  of  Commerce;  Carl  Knud- 
sen,  chairman  of  the  highway  com- 
mittee of  the  San  Joaquin  Chamber 
of  Commerce;  Clarence  A.  Coggin, 
president  of  the  Stockton  Chamber 
of  Commerce;  A.  M.  Robertson,  secre- 
tary-manager of  the  Stockton  Cham- 
ber of  Commerce ;  Charles  Wlierry, 
president  of  the  Modesto  Chamber  of 
Commerce;  Fred  A.  Tatton,  manager 
of  the  Central  Valley  Council;  C.  E. 
Steinegul,  chairman  of  the  San  Joa- 
quin County  Board  of  Supervisors; 
E.  K.  Finney,  chairman  of  the  Stanis- 
laus County  Board  of  Supervisors; 
Mayor  Fred  Herzog  of  Tracy;  John 
B.  Davidson,  vice  president  of  Lind- 
gren &  Swinerton,  contractors  for  the 
ovei'pass,  and  Carl  Herziger,  superin- 
tendent of  construction  for  the  con- 
tractors. 


DEATH  VALLEY  ROADS 
RESTORED  AFTER  CLOUDBURSTS 

(Continued  from  page  4) 

stratified  rocks  of  many  colors,  par- 
ticularly brilliant  in  the  vicinity  of 
Furnace   Creek. 

It  is  estimated  that  approximately 
50,000  visitors  to  Death  Valley  iised 
the  State  highway  leading  to  points 
of   interest   last  year. 

TJie  Division  of  Highways  has 
been  rushing  the  work  of  highway 
restoration  in  the  hope  that  the  open- 
ing of  the  winter  tourist  sea.son  in 
Death  Valley  will  find  Route  127  in 
the  same  excellent  condition  as  pre- 
vailed  before  last   summer's   storms. 


119,096  TOURISTS   IN   JULY 

Figures  just  released  show  that  119,000 
nonresident  motor  vehicle  permits  were  is- 
sued in  July  193C,  as  against  89,0.50  for  the 
same  month  la.st  year;  an  increase  of  30. 
04G  or  33.74  per  cent.  More  than  eighth 
five  per  cent  of  the  pennits  were  issued  iit 
the  eight  border  checking  stations  main- 
lained  by  the  department. 


[Sixl 


(October  19)6)  California  Hightvays  and  Public  Works 


Scenes  at  dedication  and  official  opening  of  overhead  grade  separation  project  near  Tracy  on  State  Highway  50,  the  mam 
traffic  artery  between  San  Francisco  Bay  region  and  the  San  Joquin  Valley.  At  top— Overpass  structure,  1441  feet  long,  spannmg 
Southern  Pacific  railroad  tracks.  Old  grade  crossing  shown  in  inset.  Center— Parade  of  autos  across  new  overpass  after  ribbon 
was  cut.  Structure  provides  a  34-foot  roadway  and  two  sidewalks.  Bottom— Official  party  at  ribbon  cutting  ceremony,  left  to  right, 
C.  B.  Button,  President  Tracy  Chamber  of  Commerce;  Fred  Herzog,  Mayor  of  Tracy;  District  Engineer  R.  E.  Pierce;  Congressman 
Frank  H.  Buck;  Director  Earl  Lee  Kelly  of  Department  of  Public  Works,  wielding  the  scissors;  Chairman  Harry  A.  Hopkins  of 
California    Highway   Commission;    Clarence  Coggins,   President   Stockton   Chamber  of  Commerce;    E.  C.  Stewart  and   A.  M.   Robertson. 


California  Highways  and  Public  Works  (October  i9}6) 


[Seven  I 


Last  Grapevine  Canyon  Unit 
Completed  and  Opened 


By  R.  M.  GILLIS 

District  Engineer 


RECONSTRUCTION  of  the 
Grapevine  Canyon  Grade  on 
the  route  through  the  Tehach- 
api  ilountaius  between  Los  Angeles 
and  Bakersfield  became  a  reality  with 
the  opening  to  traffic  on  August  31  of 
the  Lebec-Fort  Tejon  unit  of  this 
project,  the  last  link  in  this  major 
highway  improvement. 

The  Grapevine  undertaking  en- 
compassed the  continuance  in  Kern 
County  of  the  Ridge  Route  Alternate 
improvement  in  Los  Angeles  County 
and  its  completion  under  three  sep- 
arate contracts  calls  attention  to 
striking  features  of  the  project. 


construction  of  these  Grapevine  Can- 
yon units  was  the  work  of  changing 
the  channels  of  Grapevine  and  Cuddy 
creeks  to  control  flood  waters.  While 
there  were  a  few  channel  changes  on 
Grapevine  Creek  on  Units  1  and  2, 
extensive  channel  changes  and  di- 
version dj'kes  on  both  Grapevine  and 
Cuddy  were  required  on  LTnit  3,  just 
finished. 

For  the  control  of  Grapevine  Creek 
and  its  tributaries,  almost  a  mile  of 
channel  changes  and  dykes  were  con- 
structed. The  creek  was  carried  un- 
der the  highway  four  times  in  box 


Realignment  of  the  route  was  com- 
plicated considerably  by  the  fact  that 
there  were  three  gas  lines,  three  oil 
lines  and  two  power  transmission  lines 
all  on  private  rights  of  way  in  the 
narrow  confines  of  Grapevine  Canyon. 
All  of  these  were  in  conflict  with  the 
adopted  location  at  many  points.  The 
moving  of  these  various  utility  lines 
slowed  up  work  as  their  removal  had 
to  be  made  during  slack  operation 
periods. 

Completion  of  the  Lebec-Fort  Tejon 
unit  gives  to  the  Ridge  Route  a  thirty- 
foot  Portland  cement  concrete  pave- 
ment from  Los  Angeles  to  the  foot  of 


Con.struction  of  Unit  1  wiped  out 
the  tortuous  hairpin  curves  on  the 
climb  up  from  the  old  Grapevine 
Station  on  the  floor  of  the  valley. 
Unit  2  did  away  with  the  aptly 
named  Deadman's  Curve,  while  Unit 
3  eliminated  the  winding,  rolling 
grade  between  F'ort  Tejon  and  the 
Los  Angeles  County  line. 

A  large  increase  of  traffic  on  the 
Ridge  Route  Alternate  following 
the  (•oin])letion  of  this  part  of  the 
route  ill  Los  Angeles  County  made 
an  immediate  widening  of  TTnit  No. 
1  imperative. 

An  outstanding  task  accomplished 
by  tlie  Division  of  Highways  in  the 


culverts,  ranging  in  size  from  single 
8-foot  by  8-foot  to  double  8  by  8 
boxes. 

Cuddy  Creek  being  in  a  cloudburst 
area,  its  control  was  of  the  greatest 
importance  to  prevent  damage  to  and 
loss  of  the  road  in  times  of  flood. 
This  operation  called  for  the  con- 
struction of  6000  lineal  feet  of 
channel  change  and  dykes,  and  a 
reinforced  concrete  bridge,  consist- 
ing of  four  thirty-three  foot  spans. 

In  addition  to  the  two  major  flood 
control  operations,  there  were 
changes  made  on  minor  water  courses 
which  aggregate  well  over  half  a  mile. 


Grapevine,  about  twenty-nine  miles 
south  of  Baker.sfield. 

At  the  inception  of  the  project,  it 
was  determined  to  grade  a  46-foot 
roadway  and  place  a  20-foot  pave- 
ment. Unit  1  was  so  planned  and 
constructed.  Traffic,  however,  had  in- 
creased so  remarkabl.v  with  the  open- 
ing of  the  Ridge  Route  Alternate  that 
Unit  2  provided  for  a  30-foot  pave- 
ment on  the  new  construction,  and 
an  additional  ]0-foot  lane  on  Unit  1 
as  well.  In  view  of  traffic  growth, 
Unit  3  was  constructed  as  a  three-lane 
pavement. 

The  Ridge  Route  Alternate,  in  Los 

(Continued  on  page  2:1) 


[Eight] 


(October  19} 


6)  California  Highways  and  Public  Works 


The  narrow  old  road  on  the  section  of  the  Grapevine  Cinyori  between  Fort  Tejon  and  Lebec  follows  the  contours  of  the  hills 
with  some  steep  grades  and  119  sharp  turns  in  11.91  miles  as  shown  in  picture  No.  2  while  the  new  highway  route  pursues  an 
almost  straight  course  across  country  on  new  location  as  shown  in  Nos.  1,  3  and  4,  providing  three  traffic  lanes  with  only  23 
easy  curves  for  a  distance  of  10.71    miles. 


California  Hightvays  and  Public  Works  (October  19  3  6) 


[Nine] 


Construction  Progress  and 
Pavement  Records  for  1935 

By  EARL  WITHYCOMBE,  Assistant  Construction  Engineer 


IN  THE  constructiou  of  various 
types  of  pavements  during  1935, 
the  selection  of  materials  for 
the  immediate  subgrade  continued 
to  be  of  primary  importance.  It  is 
becoming  general  practice  to  set  up 
a  blanket  course  to  be  obtained  from 
an  outside  source,  for  a  project  that 
is  spotted  with  poor  soils,  rather 
than  depend  upon  obtaining  the 
material  from  within  the  roadway 
section  by  cross  hauling. 

Funds  expended  in  such  corrective 
measures  should  return  attractive 
future  dividends  in  increased  service 
life   of  pavements. 


PORTLAND  CEMENT 
CONCRETE 


Construction    Records 

The  maximum  average  daily  out- 
put of  concrete  pavement,  reduced 


to  an  8-hour  comparative  basis,  was 
placed  on  Contract  67VC13-57VC1- 
47CS16,  in  Los  Angeles  County,  Re- 
dondo  Beach  to  Wilmington,  where 
the  United  Concrete  Pipe  Corpora- 
tion placed  432.3  cubic  yards  per 
day,  using  one  paver.  L.  R.  Mc- 
Neely  was  resident  engineer,  with 
H.  D.  Johnson  as  street  assistant. 
The  average  daily  output  for  the 
State  during  1935  was  343.3  cubic 
yards,  as  compared  to  402.0  cubic 
yards  in  1934. 

The  reduction  in  average  daily 
production  in  this  and  other  types 
of  paving  during  1935  is  no  doubt 
due  to  the  disruption  of  contractors' 
organizations  owing  to  the  neces- 
sity  of   absorbing   local   relief  labor. 

Strongest   Concrete 

Tlio  strongest  concrete  placed  dur- 
ing 1935   was  on  the  same  contract. 


67VC13,  with  an  average  compres- 
sive strength  of  5751  pounds  per 
square  inch.  The  average  .strengtli 
for  tlie  State  was  4965  jjounds,  com- 
pared  to  4465   pounds  in   1934. 

Cement  Control 

The  record  for  cement  control 
was  made  on  Contract  68XC13- 
58XC4,  in  San  Bernardino  County, 
Riverside  Avenue  to  Colton,  with 
an  average  variation  of  0.36  per 
cent.  B.  6.  Carroll  was  the  eon- 
tractor,  and  E.  A.  Bannister  was 
resident  engineer,  with  W.  Craw- 
ford, street  assistant.  The  average 
variation  for  the  State  was  0.93 
per  cent,  compared  to  0.9  per  cent 
in  1934. 

Surface    Smoothness 

The  record  for  surface  smoothness 
was  obtained  on  Contract  67XC11 
in  Orange  County,  wliere  the  aver- 
age roughness  index  per  mile  was 
5.6  inches.  Tlie  contractors  were 
Sharp  &  Fellows,  the  resident  engi- 
neer, F.  R.  Pracht,  and  street  assist- 
ant, G.  H.  Lamb.  The  average 
roughness  index  for  the  State  on 
concrete  pavements  was  9.3  inches 
per  mile,  compared  to  8.3  inches 
during  1934. 

The  increase  in  roughness  is  the 
result  of  being  obliged  to  operate 
with  partially  inexperienced  crews. 


[Ten] 


(October  19)6)  California  Hightvays  and  Public  Works 


Thirty-foot  asphalt  concrete  pavement  on  the   Rincon  section   of  the  Coast   Highway   between   Ventura  and   Carpinterla. 


CONSTRUCTION   METHODS 
AND  DESIGN 


Finishing  of  concrete  pavement 
was  performed  in  the  specified  man- 
ner with  the  one  exception  of  Con- 
tract 67VC20-47VC24  in  Orange 
County,  where  a  box  type  of  drag 
finisher,  perfected  by  assistant  resi- 
dent engineer  H.  G.  Jolmson,  was 
used  for  the  first  time.  This  fin- 
isher eliminated  all  floating  with  the 
exception  of  the  steel-shod  cut  float 
used  as  a  final  finisher. 

The  use  of  the  diagonal  float  as 
a  substitute  for  the  longitudinal 
float  has  become  universal. 

Reinforcement 

Edge  reinforcement  was  practi- 
cally abandoned  in  the  1935  season's 
work.  The  only  steel  used  was  a 
single  V'  square  deformed  bar  on 
each  side  of  the  transverse  joint  to 
support  the  dowels. 

Joint  Construction 

At  the  instigation  of  the  U.  S. 
Bureau  of  Public  Roads,  f"  dowels 
placed  on  14"  centers  were  used 
at  all  designed  transverse  joints. 
Expansion  joint  intervals  ranged 
from  60  feet  to  100  feet  with  joint 
widths  varying  from  i  inch  to  f 
inch.  Weakened  plane  joint  inter- 
vals ranged  from  20  to  30  feet. 


Curing 

The  majority  of  projects  were 
cured  with  water,  but  colorless 
membrane  was  used  as  a  curing 
medium  to  a  very  limited  extent. 
A  few  cotton  mats  were  purchased 
and  used  experimentally  for  curing 
purposes   in   District  VII. 


ASPHALT  CONCRETE 


Construction   Records 

The  maximum  daily  output  of 
asphalt  concrete  was  obtained  on 
Contract  67XC9,  in  Los  Angeles 
and  Orange  counties,  between 
Downey  and  Buena  Park,  with  810.7 
tons  per  8-hour  day.  United  Con- 
crete Pipe  Corporation  was  the 
contractor,  E.  A.  Parker  the  resi- 
dent engineer,  and  K.  D.  Lewis, 
street  assistant.  The  average  daily 
output  for  the  State  was  520.5  tons, 
compared  to  594.4  tons  in  1934. 

Pavement  Quality 

The  highest  average  stability  of 
surface  mixture  was  4209  pounds, 
obtained  on  Contract  611VC12,  in 
San  Diego  County,  Emerald  Ave- 
nue to  East  City  limits.  El  Cajon. 
The  contractor  was  V.  R.  Dennis 
Const.  Co.,  the  resident  engineer, 
L.  E.  Liston,  and  L.  E.  Crayne, 
street    assistant.      The    average    sta- 


bility for  the  State  was  2908  pounds 
compared  to  2950  pounds  in  1934. 

The  densest  surface  mixture  was 
found  on  Contract  67XC17,  in  Los 
Angeles  County,  Prairie  Avenue  to 
Commercial  Street,  Ingleside,  with 
a  relative  specific  gravity  of  98.3%. 
United  Concrete  Pipe  Corporation 
was  the  contractor,  L.  R.  McNeely, 
resident  engineer,  and  E.  D.  Davis, 
street  assistant.  The  State  average 
was  95.0%,  compared  to  95.9%  in 
1934. 

The  smoothest  surface  was  ob- 
tained on  Contract  67XC23  in  Los 
Angeles  County,  between  Los  An- 
geles Street  and  Artesia  Avemie, 
with  11.1  inches  per  mile.  The  con- 
tractor was  Oswald  Brothers,  the 
resident  engineer,  W.  J.  Calvin,  and 
A.  L.  Hawkins,  street  assistant. 
The  State  average  was  21.1  inches 
per  mile,  compared  to  21.4  inches 
in  1934. 


CONSTRUCTION   METHODS 


With  the  large  increase  in  the 
number  of  asphalt  concrete  projects 
during  1935,  due  to  resurfacing  of 
existing  concrete  pavement,  new  per- 
sonnel has  been  added  to  organiza- 
tions connected  with  tJiis  type  of 
construction,    and    considerable    ex- 

(Continued  on  page  23) 


California  Highways  and  Public  Works  (October  i9i6) 


[Eleven] 


PORTLAND  CEMENT  CONCRETE  PAVEMENT  RECORDS  FOR  1935 


i 

Locat 

ion 

Contractor 

Resident 

Street 

•S  > 

£■- 

S,  i 

S  = 

Engineer 

Assistant 

.  -a 

SS 

■-  i 

:l 

«  » 

ri 

2  « 

£  ^ 

o  w 

<  a 

<s 

^  i 

North  entrance  to  Redding T.  M.  Morgan  Co M. 

Gaviota  Creek — Nojoqui  Creek Hanrahan-Wilcox  Corp M. 

Ft.  Tejon — 1  mi.  N.  of  Grapevine  Sta Griffith  Company F. 

State   St. — Mission   St.,   Los  Angeles C.  O.  Sparks  cS.  Mundo  Engr.  Co.__M. 

Monterey  Park — Mountain  View  Road   (por) Oswald   Brothers C. 

Redondo  Beach^Wilmington United  Concrete  Pipe  Corp. L. 

Winter  Canyon — Las  Flores  Canyon Los  Angeles  Paving  Co E. 

Loma  Ave. — Hathaway  Ave Sully-Miller  Contr.  Co G. 

Stanley  Ave. — Loma  Ave Sully-Miller  Contr.  Co W 

California  Ave. — Colorado  Ave J.  L.  McClain C. 

Pier  Ave.— Sepulveda   Blvd J.  L.  McClain M. 

0.4  mi.  E.  of  Peralta  School — Gypsum  Cr Sharp  &  Fellows F. 

Cypress  St.  S.  City  Limits,  Laguna  Beach I.  E.  Haddock M. 

Anaheim — Miraflores C.  O.  Sparks F. 

1   mi.  E.  of  Beaumont — Whitewater Matich  Brothers C. 

Alabama  St. — State  St.,  Redlands Geo.  Herz  &  Co C. 

Riverside  Ave. — Colton B.  G.  Carroll  E. 


Frederickson A. 

H.  Hubbs H. 

M.  Reynolds P. 

L.  Bauders W 

P.  Montgomery__J. 
R.  McNeely H. 

L.  Seitz E. 

E.   Farnsworth--G. 

.   D.   Eaton C. 

N.  Ainley J. 

L.  Bauders E. 

R.   Pracht G. 

H.  Mitchell H. 

B.  Cressy T. 

V.  Kane F. 

V.  Kane 

A.  Bannister 


A.   Bigelow 102.4  4311  0.98 

J.   Doggart 381.6  3598  .41 

Coykendall 416.5  4754  .90 

.  A.  Maclnnes 380.5  4580  .62 

Fleharty 162.9  4270  2.60 

D.Johnson 432.3  5751  .72 

C.  Daniel 357.6  4981  1.00 

H.   Lamb 256.1  5077  .98 

J.  McCullough 168.5  4360  1.43 

R.   Rubey 357.7  5251  1.06 

C.  Daniel 350.8  5687  0.60 

H.   Lamb 364.5  5624  .70 

,  G.  Johnson 425.8  5580  .77 

A.  Roseberry 309.5  4771  .89 

H  .  Sherry 229.5  4500  2.24 

.  Ford 349.4  4634  2.40 

.  Crawford 398.0  4980  .36 

Averages 343.3  4965  0.93 


10.5 

14.1 


14.4 
13.0 


ASPHALT  CONCRETE  PAVEMENT  RECORDS  FOR  1935 


Resident 
Engineer 


Street 
Assistant 


Southerly  Boundary — B  St.,  Hayward Jones  &   King F.  W.  Montell W 

38th  St.  and  Moss  Ave.,  Market  St. — Broadway__  Peninsula  Paving  Co. Geo.  Mattis W 

Fell  and  10th  Sts.,  Van  Ness  Ave. — Bryant  St Fay  Improvement  Co.     C.  F.  Price G. 

Bryant  St.,  5th  St.— 10th  St A.  J.  Raisch L.  G.  Marshall W 

Potrero  Ave.,  Division  St. — Army  St Union  Paving  Co L.  G.  Marshall W 

Harrison  St.,  5th  St. — 10th  St A.  J.  Raisch L.  G.  Marshall W 

5th  St.,  Harrison  St.— Bryant  St Chas.   L.   Harney L.  G.  Marshall W 

Huron  St. — San  Pedro  Ave.,  Daly  City Union  Paving  Co H.  S.  Payson E. 

Crystal  Springs  Road — Third  Ave A.  G.   Raisch C.  F.  Price B. 

College  Ave. — S.  City  Limits,  Santa  Rosa Union   Paving  Co A.  L.  Gladney C. 

Selma — Fowler  Switch  Canal Union   Paving  Co F.  W.  Howard C. 

Hanford — Easterly  Boundary Southern  California  Roads  Co C.  F.  Oliphant W 

In  Madera Union   Paving  Co F.  W.   Howard C. 

In  Tulare Basich  Brothers H.  B.  LaForge W 

Visalia — Merryman Basich  Brothers J.  W.  Cole P. 

Sunset  Blvd.,  La  Veta  Ter.  Santa  Monica  Blvd.— Griffith  Company G.  E.  Farnsworth_^  A. 

Newhall  Tunnel — Saugus Oswald   Brothers E.   T.   Telford R. 

Ocean  Ave. — Lincoln  Blvd.,  Santa  Monica Griffith  Company L.   R.   McNeely J. 

Monterey  Park — Mountain  View  Road Oswald   Brothers C.   P.   Montgomery.  R. 

Atlantic  Blvd.^ — New  Ave.,  Monterey  Park Griffith  Company C.   P.   Montgomery.  R. 

W.  City  Limits,  Los  Angeles — Beverly  Blvd Los  Angeles  Paving  Co E.  L.  Seitz A. 

Los  Angeles  Pumping  Plant — West  Channel  Rd.   .Griffith  Company P.  E.   Ruplinger V. 

Redondo  Beach — Wilmington United  Concrete  PipeCorp L.   R.   McNeely A. 

Alameda  St. — E.  City  limits,  Los  Angeles Oswald   Brothers H.  B.   Lindley A. 

W.  City  limits,  Los  Angeles — Wilmington  Blvd... Basich  Brothers F.   B.  Cressy A. 

Pacific  Ave. — Olive  Ave.,  Long  Beach Griffith  Company W.   D.  Eaton E. 

Stanley  Ave. — Loma  Ave Sully-Miller  Contr.  Co W.  D.   Eaton R. 

Cerritos  Ave.,  Los    Angeles  St. — Artesia  Ave Oswald   Brothers W.  J.  Calvin A. 

State  St. — Los  Angeles  Street Sully-Miller  Contr.  Co W.  J.  Calvin W. 

Prairie  Ave. — Commercial  St.,  Ingleside United  Concrete  Pipe  Corp L.   R.   McNeely E. 

Downey — Buena  Park United  Concrete  Pipe  Corp E.  A.  Parker K. 

Manchester  Ave.,   Buena   Park — Anaheim C.  O.  Sparks E.  A.  Parker F. 

17th  St.,  Anaheim — Fairhaven  Ave. Mundo  Engineering  Co H.  B.  Lindley C. 

Ventura — Mussel  Shoal Basich  Brothers W.   I.  Templeton...W. 

Seacliff— Benham    Basich  Brothers W.   I.  Templeton... A. 

I  St.,  bet.  W.  and  E.  City  Limits,  Colton Griffith  Company J.   M.   Hollister W. 

San  Antonio  Ave.— E.  City  Limits C.  O.  Sparks J.  M.   Hollister B. 

South  Broadway— R  Street,  Merced Valley  Paving  &  Const.  Co G.  R.  Hubbard E. 

French  Camp — Stockton Heafey-Moore  Co.  &  J.  A.  Casson..A.  K.  Nulty R. 

At  Fresno  Ave  grade  separation,  Stockton Heafey-Moore  Co A.  K.  Nulty 

Emerald  Ave.— E.  City  limits.   El  Cajon V.  R.  Dennis  Const.  Co L.   E.   Listen L. 


A.  Marsh 

A.  Marsh 

L.    Beckwith. 

Thomas 

Thomas 

Thomas 

Thomas 

W.  Herlinger. 
Allison 


E.   Ginner 

D.   Willoughby 

,   M.    Nett 

D.    Willoughby 

.   M.    Nett 

A.    Boulton 

W.  Carr 

Cooley 

Upham,  J.  R.  Rubey 

M.  Olson 

A.   Collins 

W.  Carr 

A.   Miller 

W.    Carr 

W.  Carr 

W.  Carr 

C.  Daniels 

A.  Collins 

L.   Hawkins 

L.   Hurd 

D.  Davis 

D.  Lewis 

E.  Bosch 

L.   Aisthorpe 

H.  Hurd 

W.  Carr 

Ford 

Nelson 

W.   Ray 

H.  Lapp 


325.0 

2685 



17.3 

701.1 

3000 

92.1 

15.7 

263.1 

2564 

96.0 

46.1 

377.4 

2725 

94.4 

19.8 

487.2 

2720 

95.2 

15.8 

518.0 

3122 

93.8 

23.7 

477.4 

2900 

96.0 

29.1 

512.6 

2775 

93.0 

21.9 

285.9 

3000 

91.2 

51.0 

378.0 

3170 

91.7 

44.3 

775.5 

3062 

94.8 

25.0 

517.8 

2863 

92.9 

17.6 

683.9 

3360 

92.4 

27.9 

556.6 

2950 

94.7 

27.0 

390.8 

3100 

93.5 

28.3 

273.2 

3191 

96.0 

49.3 

531.3 

3012 

95.7 

18.5 

490.2 

3332 

95.0 

14.9 

427.3 

3875 

18.9 

604.8 

3150 

95.9 

20.8 

640.4 

3212 

94.8 

28.2 

241.3 

3450 

91.8 

33.1 

624.0 

2276 

97.0 

15.2 

643.6 

3117 

96.5 

19.8 

603.8 

1935 

93.4 

19.4 

430.4 

2627 

93.3 

47.0 

472.0 

3508 

92.8 

13.4   , 

724.7 

3203 

96.8 

11.1 

635.2 

2735 

95.1 

19.3 

611.8 

2800 

98.3 

14.9 

810.7 

2770 

95.4 

15.8 

419.0 

2687 

95.5 

11.9  ; 

503.6 

3150 

97.3 

16.2  : 

712.1 

3250 

95.5 

13.7   i 

512.1 

3505 

93.1 

17.5   1 

499.9 

2857 

97.5 

16.8 

385.6 

3130 

97.6 

38.8  i 

237.2 

3590 

95.0 

33.1    J 

448.6 

3200 

94.8 

24.5   < 

204.0 

2700 

92.6 

45.0   • 

326.2 

4209 

95.6 

28.9  ,' 

E.  Crayne 

Averages 520.5     2908     95.0     21.1    I  ' 


I  Twelve] 


(October  19}  6)  California  Highways  and  Public  Works  f*  C 


BITUMINOUS  TREATED  SURFACE  RECORDS  FOR  1935 


3  mi.    N.  of  Willows— Orland 

South   City   Limits— Main   St.,  Woodland 

In    Hayward   and   San   Leandro 

Napa — Greenwood   Corner 

Thornton — Daly  City 

Coarse    Gold — Oakhurst    

1.5   mi.   N.   of   Moreno 2.5   mi.   W.  of   Beau 

1    mi.    E.   of   Beaumont — Whitewater 

Martell — Jackson   

Through    Fairfield   

4  mi.   W.   of  Shavers  Summit — Shavers  Sumi 

Approaches   Escondido  Creek  Bridge 

Hill   St.,   Wisconsin   Ave.— 8th   St 


Plant  Mix 

Tiffany   Construction   Co 

A.  Teichert  &  Son 

Lee  J.  Immel 

E.  A.  Forde 

Peninsula  Paving  Co. 

A.  Teichert  &  Son 

.Mittry  Brothers 

Matich   Brothers 

J.  R.  Reeves 

Pacific  States  Const.  Co. 

Oswald  Brothers 

Sharp  &  Fellows 

Southwest  Paving  Co 


J.  D.  Greene 

31.9 

W.  G.   Remington 

43.7 

F.  W.   Montell 

46.3 

E.  Carlstad 

30.3 

W.  A.   Rice 

36.7 

J.  W.  Cole 

47.9 

24.2 

C.  V.   Kane 

69.9 

A.   K.   Nulty 

32.8 

G.  R.  Hubbard  - 

R.  C.   Payne 

35.2 

W.  T.  Rhodes 

21.7 

W.  T.   Rhodes _ 

21.8 

Court   St. — California   St.,   Redding 

North   entrance   to    Redding 

South  entrance  to   Red   Bluff 

At    Ogleby    Canyon 

Hollister  Ave. — Painted  Cave  Road 

Route  2 — San  Juan  Bautista 

West  Boundary — 2.4  mi.  S.  of  Maricopa 

4  streets  in  Maricopa 

1  mi.  E.  of  Taft— J  mi.  W.  of  Taft 

1.5  mi.  S. — 4  mi.  E.  of  W.  Waterworks  Pump  Sta 

5.5   mi.   E.  of   Llano — Camp  Cajon 

1.8  mi.  S. — 0.9  mi.  S.  of  Fish   Springs  School 

2  mi.  S.  of  North   Bdy. — North   Bdy 

I   mi.   N.   of   Bodie   Road — Point   Ranch 

Centerville  Bridge— Markleeville 

Nevada  State   Line— 3.4  mi.   N.  of  Woodfords 

0.8  mi.  N.  of  Newman — 0.2  mi.  S.  of  Crow's  Landing. 

Indio — Shavers  Summit 

Lake  Hodges  Dam — Rancho  Santa  Fe 

Through  the   Narrows 

1   mi.  E.  of  Barrett — Tecate   Road 


Road  Mix 

-Hemstreet  &  Bell 

_T.  M.  Morgan  Co 

-Hemstreet  &  Bell 

_M.  J.  B.  Construction  Co 

.Granfield,   Farrar  &   Carlin 

_A.  J.   Raisch 

_C.   W.   Wood 

_C.   W.   Wood 

_D.  O.  C.  Const.  Co.  &   R.   D.   Paterson_ 

_Basich    Brothers 

.Geo.   Herz  &  Co 

.Tiffany  Construction  Co. 

.Tiffany  Construction  Co. 

.Kennedy  Construction  Co 

.Frederickson  &  Watson 

.Frederickson  &  Watson 

.Union  Paving  Co 

.Frederickson   &   Watson 

.Sharp  &  Fellows 

.Dimmitt  &  Taylor 

.Daley  Corporation 


-M.  Fl 
.M.  Fl 
.G.  Sl 
.W.  G 
-V.  E. 
.J.  C. 
-W.  T 
-W.  T. 
-T.  W. 
-H.  B. 
.E.  A. 
-A.  P. 
_A.  P. 
.A.  P. 
-A.  L. 
.A.  L. 
_A.  N. 
_E.  L. 
.E.  L. 
^C.  R. 
_B.    F. 


•edericksen 

■edericksen 

ndman 

Remington 

Pearson 

Adams 

.  Rhodes 

Rhodes 

Voss 

LaForge 

Bannister 

McCarton 

McCarton 

McCarton 

Tschantz-Hahn  . 
Tschantz-Hahn  . 

Lund 

Evans 

Evans 

Hogberg 

Moore 


Average- 


65.1 
34.9 
91.0 
38.8 
14.8 
23,2 
22.0 
28.5 
21.9 
19.5 
46.2 
22.6 
22.2 
42.0 
55.2 
40.3 
51.4 
46.4 
29.0 
46.4 
81.8 

37.0 


Oregon  Mountain — Oregon  State  Line 

1   mi.   E.  of  Upper  Lake — Manila   Ranch., 
In   Ukiah  and  Willits 

2.8  mi.   N.  of  Junction   Rte.  21— State  Lir 

Near  Steamboat  Slough 

Ryde — J  mi.  E.  of  Steamboat  Slough 

3  mi.  E.  of  Half  Moon   Bay — Summit 

Military  Reservation — Cannon  Street 


Miscellaneous  Types 

. E.  B.  Bishop 

...Hemstreet  &  Bell 

...E.  A.  Forde 

. Harms  Brothers 

...Lee  J.   Immel 

. Lee  J.   Immel 

. Mittry  Brothers 

._V.   R.   Dennis  Co 


.C.   W.   Backe 

.H.  C.  Amesbury_ 
.W.  W.  Compton. 
.L.   H.  Williams-- 

-J.  P.  Murphy 

-J.  D.  Greene 

.H.  A.  Simard 

.J.  M.  Hodges 


rage. 


172.5 
88.5 

132.5 
80.0 
49.5 
48.0 
37.8 
67.6 

102.0 


BITUMINOUS  TREATED 
SURFACES 


Wliile  the  plant-mix  type  of  oiled 
surface  predominated  during  1934, 
in  1935  the  road-mix  type  gained 
in  popularity,  about  84  miles  being 
constructed  agaiiLst  38  miles  of 
plant-mix.  There  were  also  con- 
structed under  supervision  of  the 
Construction  Department  about  24 
miles  of  seal  coat,  4.2  miles  of  re- 
tread, and  1.9  miles  of  bituminous 
macadam. 

The  record  for  surface  smooth- 
ness for  plant-mix  type,  2.7  inches 
per  mile,  was  made  on  Contract 
611VC8,  in  San  Diego  County,  ap- 
proaches     to      Escondido      Creek 


Bridge;  contractor,  Sharp  &  Fel- 
lows, and  resident  engineer,  W.  T. 
Khodes.  The  average  roughness  in- 
dex for  the  State  during  1935  was 
36  inches,  compared  to  26.4  inches 
in  1934. 

For  road-mix  type,  the  smoothest 
surface  was  obtained  on  Contract 
65XC3-45CS3  with  14.8  inches  per 
mile,  in  Santa  Barbara  County,  Hol- 
lister Avenue  to  Painted  Caves  Road. 
Granfield,  Farrar  &  Carlin  were  the 
contractors,  with  V.  B.  Pearson  as 
resident  engineer.  The  State  average 
was  37  inches,  compared  to  27.3 
inches  in  1934.  The  average  smooth- 
ness of  the  miscellaneous  types  was 
102  inches  per  mile,  compared  to  47 
inches  in   1934. 


GLAD  TO  BE  CALLED 

WUliugness  of  Maintenance  De- 
partment men  to  answer  calls  at  any 
time  is  illustrated  by  a  story  told  by 
Maintenance  Engineer  E.  T.  Scott. 
The  Los  Angeles  sheriff 's  o  fS  c  e 
phoned  Scott  that  a  truck  had  broken 
a  hole  through  the  deck  of  the  Olive 
Street  Bridge  across  the  Los  Angeles 
River  on  Route  167  (Atlantic  Boule- 
vard). To  make  sure  that  the  situa- 
tion was  taken  care  of  immediately, 
Scott  telephoned  the  two  foremen 
nearest  the  bridge.  One  was  Fore- 
man Louis  Knecht. 

"After  I  had  given  Knecht  his  in- 
structions," Scott  reports,  "he 
thanked  me  for  the  assignment,  say- 
ing he  was  glad  to  be  called." 


California  Highways  and  Public  Works 


(October  1936) 


[Thirteen] 


Highway  Planting 
at  Entrance  to 
City  of  Redlands 

By  B.  A.  SWITZER 

Assistant  Engineer 

A  FEW  months  ago  the  State  com- 
pleted the  coustruetion  of  a 
^  new  westerly  entrance  to  the 
city  of  Redlands  on  Central  Avenue. 
Upon  the  completion  of  the  new  en- 
trance, the  city  beautification  com- 
mittee, cooperating  with  the  city 
planning  commission,  requested  land- 
scaping of  the  right  of  way. 

A  study  of  the  new  entrance  indi- 
cated that  the  principal  problems 
would  be  to  screen  an  old  city  dump, 
certain  industrial  sections,  including 
railroad  j^ards,  gas  storage  tanks,  and 
other  commercial  and  industrial  struc- 
tures. 

It  was  decided  to  plant  Sydney 
wattle  (Acacia  longifoUa)  along  the 
edge  of  the  borrow  pit,  interplanting 
with  sugar  gums  {Eucalyptus  cory- 
nocalyx).  This  same  planting  was 
continued  along  the  railroad  on  the 
north  side  of  the  highway.  Opposite 
the  railroad  yards  and  east  of  the 
borrow  pit  the  eucalyptus  were  in- 
terplanted  with  Australian  tea  trees 
{Leptospermicm  laevigatum)  which 
tend  to  soften  and  obscure  unsightly 
industrial  buildings  and  structures. 

ROADSIDE  PARK  DEVELOPED 

Near  the  westerly  city  limits  and 
across  from  the  dump  was  a  wide 
three-cornered  area.  This  area  has 
been  planted  to  serve  as  a  small  road- 
side i)ark.  Large  and  flourishing  pep- 
per trees  already  growing  thei'e  were 
taken  advantage  of  and  the  landscap- 
ing was  designed  about  them.  In 
this  area  it  was  found  possible  to 
plant  California  Holly  (toyon),  whose 
deep  greens  are  set  off  by  brilliant 
red  berries  during  the  holiday  .seasons. 
As  a  contrast  to  the  toyon,  desert 
trees  (Palo  Verde)  were  planted. 
Tlie  name  of  this  tree  is  Spanisli  for 
"Green  Stick"  evidently  given  it  be- 
cause of  its  scarcity  of  leaves  and  be- 
cause the  limbs  and  twigs  are  a  pale 
green.  But  in  si)ite  of  its  lack  of 
foliage,  during  the  Spring  it  pre- 
sents a  beautiful  show  of  yellow 
blooms.     Additional  trees  planted  for 


Increase  in  Car 
Owners  Greatest 
in  Golden  State 

California  last  year  led  all  states 
in  the  greatest  numerical  gains 
made  in  car  ownership  and  also  had 
the  greatest  density  of  car  owner- 
ship >Arith  a  ratio  of  one  car  for 
every  2.62  persons,  according  to  re- 
ported figures  in  a  nationwide  study 
of  automobile  registration   totals. 

Ownership  of  motor  vehicles  in 
California  increased  145,246  cars  in 
"1935.  Ohio  was  second  with  an  in- 
crease of  98,786.  New  York  con- 
tinued to  head  the  list  as  to  the 
aggregate  number  of  motor  vehicles 
registered,  with  a  total  of  2,330,962, 
but  was  closely  followed  by  this 
state  with  a  total  of  2,280,485. 
Nevada  boasts  one  car  for  every 
2.84   persons. 

At  the  close  of  last  year  there 
were  26,221,052  motor  vehicles  regis- 
tered in  the  United  States,  or  one 
for  every  4.86  persons.  This  was  an 
increase  of  five  per  cent  over  the 
preceding  year  and,  with  the  excep- 
tions of  1929  and  1930,  was  the 
highest  in   motoring  history. 


shade   will   some   day   make   this  an 
attractive  and  pleasant  place. 

The  part  of  the  highway  in  the 
business  section  of  the  city  was 
planted  to  Cocos  palms  (Cocos  plu- 
mosa).  This  is  a  continuation  of  a 
palm  planting  which  has  already  been 
extensively  carried  out  throughout 
the  business  section  of  Redlands. 

BRILLIANT    GROUND     COVER 

On  the  easterly  end  of  the  project, 
the  highway  passes  through  a  semi- 
residential  area ;  on  this  section,  palm 
planting  was  continued,  but  they  were 
interplanted  with  the  purple-leafed 
cherry  plum  (Prunus  pissardi),  with 
a  ground  cover  of  Mesembryanthe- 
mum   Croceum. 

The  ground  cover  is  already  making 
a  brilliant  show  of  green  to  the  pass- 
ing motorists  and  exciting  comment 
from  those  who  note  the  red  and 
bronze  colored  flowers. 

Funds  for  the  project  were  allotted 
by  the  Federal  government  from  the 
one  per  cent  of  Federal  funds  assigned 
to  highway  beautifieation  and  road- 
side improvement. 

The  beautification  of  the  new  Cen- 
tral Avenue  entrance  to  Redlands  will 
be  in  keeping  with  the  many  other 
tree-  and  palm-lined  avenues  tlirough- 
out  the  city. 


Gov.  Merriam 
to  Open  Bay 
Bridge  Nov.  12th 


(Continued    fr 


page    2) 


total  length  of  8500  feet  of  interlacing 
viaduct,  and  sixteen  separate  grade 
crossings. 

It  is  really  a  twin  structure  of 
roads  for  incoming  and  outgoing 
bridge  traffic. 

Large  illuminated  signs  "To  Oak- 
land." "To  Alameda,''  "To  Berke- 
ley," et  cetera,  will  seek  to  guide  the 
motorists  to  their  proper  designations, 
although  the  structure  is  so  logical 
that  about  all  that  is  necessary  is  to 
"follow  one's  nose." 

FREE  PARKING  AREA 

Motorists  entering  or  leaving  San 
Francisco  over  the  bridge  may  pro- 
ceed from  the  Fifth  Street  Plaza, 
near  the  heart  of  the  shopping  dis- 
trict, up  the  mile-long  main  approach. 
Or  they  may  leave  the  bridge  over  a 
curving  ramp  just  west  of  the  San 
Francisco  anchorage,  Clementina  at 
First  Street  in  lower  downtown  San 
Francisco.  They  ma.y  enter  the 
bridge  from  this  district  over  another 
curving  ramp  from  Fremont  at  Har- 
rison. 

Trucks  and  buses  enter  and  leave 
over  an  approach  entering  the  lower 
deck  from  a  point  on  Harrison  Street 
between  Sterling  and  Rineon  or  at 
Folsom  and  Essex  Streets. 

To  further  facilitate  the  trafiBc 
problem  on  the  San  Francisco  side, 
parking  areas  will  be  provided  for 
the  use  of  those  using  the  bridge 
under  the  main  approach.  The  space 
is  sufficient  to  accommodate  from 
1500  to  2000  automobiles.  The  park- 
ing space  will  be  paved  and  fenced. 

Motorists  desiring  to  park  here 
will  indicate  their  intention  as  they 
pay  their  fare  at  the  toll  gate  and 
will  be  given  a  parking  ticket. 


OI'.SOI.ETE,  NOT  ABSOLUTE 

"My    vurd    is   law,    I'll    have    you    know" — 

The  husband  thus  discoursed. 
"I  know  it,"  .sweetl.v  said  hi.s  wife — 

"A  law  that's  not  enforced." 


"He  was  kicke<I  out  of  school  for  choat- 
iiiR !" 

"How  come?" 

"He  was  caught  counting  his  ribs  in  a 
physiology  exam." — Gargoyle. 


[Fourteen] 


(October  19} 6)  California  Hightvays  and  Public  Works 


Friant  Dam  Plans  Approved- 
New  Impetus  Given  Water  Project 


I  il  PET  us  was  given  to  work  on 
the  Central  Valley  Project  on 
September  22  when  the  Water 
Project  Authority  of  California,  at  a 
meeting  attended  by  John  C.  Page, 
Acting  U.  S.  Commissioner  of  Rec- 
lamation, and  other  Federal  officials, 
approved  the  general  plans  for  Priant 
Dam  at  Friant,  important  unit  of 
the  Central  Valley  Project. 

Encouragement  was  given  to  Di- 
rector of  Public  Works  Earl  Lee 
Kelly  and  State  Engineer  Edward 
Hyatt  by  Mr.  Page,  who  said  that 
while  the  question  of  future  appro- 
priations for  the  project  rests  with 
Congress  the  official  attitude  in 
Washington  at  present  is  exceed- 
ingly friendly,  and  he  expressed  his 
confidence  that  the  great  undertak- 
ing will  be  pressed  to  completion. 

Mr.  Page  was  accompanied  to  the 
meeting,  which  was  held  in  Sacra- 
mento, by  E.  K.  Burlew,  Adminis- 
trative Assistant,  United  States 
Department  of  Interior ;  Richard  J. 
Coffey,  District  Counsel,  Bureau  of 
Reclamation,  and  Walker  R.  Young, 
con.stiiiction  engineer  in  charge  of 
the  Central  Valley  Project. 

BUREAU   PLANS   APPROVED 

Prior  to  coming  to  Sacramento, 
Commissioner  Page,  on  a  tour  of 
western  reclamation  projects,  was 
met  at  Redding  by  State  Engineer 
Hyatt,  Mr.  Young  and  State  Senator 
John  B.  McColl  of  Redding  and  with 
them  inspected  the  Kennett  Dam  site 
and  the  proposed  Pit  River  crossing 
combination  highway  and  railroad 
bridge.  The  party  inspected  the  Or- 
land  Project  on  September  21  and 
then  came  to  the  Capital  City  for  a 
conference  with  the  Water  Project 
Authorit.y. 

At  this  meeting  the  Authority  ap- 
proved the  general  drawing  submitted 
by  the  U.  S.  Bureau  of  Reclamation 
entitled  "Plans — Elevation  and  Sec- 
tions"— of  Friant  Dam,  in  accord- 
ance with  the  contract  entered  into 
between  the  United  States  and  the 
Authority  on  March  25,  1936,  requir- 
ing the  approval  by  the  Authority  of 
all  general  plans  of  project  works. 


Words  of  Praise 
for  the  Central 
Valleys  Project 

John  C.  Page,  acting  recla- 
mation commissioner,  has  com- 
mented that  the  Central  Val- 
leys Project  will  benefit  more 
people  and  do  more  good  than 
any  other  project  undertaken 
by  the  federal  government. 

The  statement  is  not  an  ex- 
aggeration. 

The  project  is  not  alone  a 
plan  to  produce  more  power, 
although  power  is  a  most  im- 
portant item.  The  water  that 
will  flow  through  the  turbines 
at  Kennett  Dam  will  only  have 
started  on  its  long  course  of 
usefulness.  Coming  down  the 
river  it  will  be  scouring  out 
out  sand  and  silt  and  restoring 
navigation  conditions  which 
have  not  existed  for  fifty  years. 

In  the  delta  it  vdll  shove  back 
salt  water  that  gradually  has 
been  encroaching  on  some  of 
the  richest  lands  in  the  United 
States. 

Finally,  it  will  be  pumped  up 
the  San  Joaquin  River  to  be 
spread  into  irrigation  canals 
and  ditches  and  provide  mois- 
ture for  growing  crops. 

The  project's  usefulness  will 
not  end  with  the  disposition  of 
the  waters  to  be  stored  at  Ken- 
nett Dam.  The  Friant  Dam 
and  the  system  of  canals  that 
will  carry  water  to  a  half  mil- 
lion acres  in  Tulare  County 
will  save  a  vast  area  from  re- 
verting to  desert. 

It  is  difficult  to  conceive  of  a 
like  project  the  benefits  of 
which  would  reach  so  many 
people. 

California  is  gratified  that  a 
federal  official  of  such  high 
standing  as  Page  has  given 
recognition  to  these  benefits. — 
Sacramento  Bee. 


The  dam  is  to  be  located  about  one 
mile  up  .stream  from  the  town  of 
Friant  at  a  stream  bed  elevation  of 
308  feet  above  sea  level. 

$15,000,000   FUND  AVAILABLiE 

During  a  general  discussion  of  the 
problems  confronting  the  Central  Val- 
ley Project,  it  was  stated  by  the  com- 
missioner that  approximately  $15,- 
000,000  are  now  available  for  work 
on  tlie  undertaking. 

President  Roosevelt,  on  September 
10,  1935,  allocated  $20,000,000  to  the 
Bureau  of  Reclamation  from  the 
Emergency  Relief  Appropriation  of 
1935,  for  the  purpose  of  starting  work 
on  the  project.  On  November  16, 
1935,  by  executive  order,  this  appro- 
priation was  reduced  to  $15,000,000 
and,  owing  to  the  need  for  drought 
relief  funds  in  the  Middle  West,  later 
was  reduced  to  $8,100,000. 

The  last  Congress,  in  the  First  De- 
ficiency Bill,  appropriated  $6,900,000 
for  continuance  of  the  project,  to  re- 
main available  until  June  30,  1937, 
with  the  provision  that  $6,000,000  be 
used  for  construction  of  Priant  Reser- 
voir and  irrigation  facilities  there- 
from in  the  San  Joaquin  Basin. 

FURTHER  APPROPRIATIONS  EXPECTED 

There  is  apparentlv  available  now, 
therefore,  $15,000,000  for  the  con- 
struction of  the  project,  which  is  esti- 
mated to  cost  $170,000,000.  It  is  as- 
sumed that  the  funds  advanced  will  be 
reimbursable  under  the  terms  of  the 
Reclamation  Act  by  repayments  with- 
out interest  over  a  period  of  40  years. 

Under  House  Resolution  6732, 
adopted  bv  the  last  Congress,  a  special 
direct  contribution  of  $12,000,000  by 
the  Federal  government  to  the  cost  of 
Kennett  Reservoir  was  authorized  in 
accordance  witli  the  recommendation 
of  the  Chief  of  Engineers  of  the 
United  States  Army,  which  was  con- 
tained in  House  Rivers  and  Harbors 
Document  No.  35,  Seventy-third  Con- 
gress, second  session.  It  is  expected 
that  continuing  congressional  appro- 
priations will  be  made  to  complete 
the  project  as  rapidly  as  the  construc- 
tion program  necessitates. 

The  site  of  Friant  Dam  is  in  Fresno 
and  Madera  counties,  about  20  miles 


California  Highivays  and  Public  Works  (October  i9i6) 


[Fifteen] 


'"ST^-^I^ . . 


Friant  Dam  Site  on  the  San  Joaquin  River  20  Miles  East  of  thi 

DOTTED  LINE  SHOWS  WHERE  STRUCTURE  WILL  EXTEND  ACROSS 


Official  group  at  State  Water  Project  Authority  Meeting  in  Sacramento.  Front  row,  left  to  right:  Edward  Hyatt,  State 
Engineer;  Spencer  Burroughs,  Attorney;  Walker  Young,  Construction  Engineer,  U.  S.  Bureau  of  Reclamation;  Harry  Barnes,  J.  A. 
Secara,  and  T.  S.  Coffee,  Madera  District.  Rear  Row:  A.  B.  Tarpey,  Fresno  District;  R.  J.  Coffey,  U.  S.  Reclamation  Bureau; 
U  S.  Webb,  Attorney  General;  Public  Works  Director  Earl  Lee  Kelly;  John  C.  Page,  Acting  Commissioner,  U.  S.  Reclamation 
Bureau;  A.  E.  Stockburger,  Director  of  Finance;  Chas.  Kaupke  and  W.  T.  Boone,  Kings  River  Association;  J.  R.  Fauver,  Tulare 
Association;    M.  T.  Farmer  and   L.  B.  Hayhurst,  Fresno  District;   C.  C.  Carleton,  Chief,  Contracts  and    Rights  of  Way. 


east  of  the  city  of  Madera  and  20 
miles  northerly  from  the  city  of 
Fre.sno. 


The  dam  will  provide  primarily  for 
the  conservation  and  regulation  of  the 
tributary  run-off  of  the  San  Joaquin 


River  and  diversion  of  San  Joaquin 
River  water  to  the  upper  San  Joaquin 
Vallev  to  meet  the  needs  therein  of 


{Sixteen] 


(October  19}  6)  California  Highways  and  Public  Works 


[ty  of  Madera  and  20  Miles  Northerly  From  the  City  of  Fresno 

.EAM  BED  WITH  LENGTH  OF  3400  FEET  AND  HEIGHT  OF  260  FEET 


Sketch  showing  location  of  Friant  Dam 
and  distriiution  system  by  Madera 
and  Friant-Kcrn  canals 


imported  water  supplies  now  neces- 
sary. 

A  concrete  gravity  type  structure 
straight  in  plan,  across  the  stream 
channel,  is  proposed,  with  a  maxi- 
mum height  above  stream  bed  of 
260  feet  and  a  crest  length  of  3400 
feet. 

An  overflow  spillway  is  provided 
at  the  center.  Spillway  controls  con- 
sist of  three  drum  gates  18  feet  high 
by  100  feet  long,  having  an  estimated 


combined  discharging  capacitj-  of  90,- 
000  second-feet. 

A  set  of  irrigation  outlets  is  to  be 
located  on  each  side  of  the  river: 
outlets  for  the  Madera  Canal  on  the 
north  side  at  an  elevation  of  446 
feet  with  discharging  capacity  of 
1500  second-feet ;  and  outlets  for  the 
Friant-Kem  Canal  on  the  south  side 
at  an  elevation  of  464  feet  with  dis- 
charging capacity  of  3500  second- 
feet. 


Outlets  are  also  provided  near  the 
stream  bed  to  be  utilized  for  release 
of  lower  San  Joaquin  crop  land  water 
until  the  San  Joaquin  pumping  sys- 
tem is  constructed  and  a  complete  ex- 
change of  supplies  effected.  A  regu- 
latory flood  control  outlet  is  provided 
for  by  the  construction  of  six  outlets 
through  the  dam  near  stream  bed. 

At  flow  line  elevation  of  563  feet, 
the  reservoir  will  have  a  gross  stor- 

(Continued  on  page  29) 


California  Highways  and  Public  Works  (October  19} 6) 


[Seventeen] 


Westerly  Approach  to  Capital  City 
Reconstructed  as  Multi-lane  Arterial 


By  E.  J.  L  PETERSON,  Assistant  District  Office  Ensineer 


WIDENING  and  resurfacing  of 
the  section  of  the  State  high- 
way between  the  Yolo  cause- 
way and  the  M  Street  Bridge,  west 
of  Sacramento,  approximately  3i 
miles  in  length,  is  expected  to  be  com- 
pleted before  the  end  of  this  month. 
Paving  was  finished  on  October  7. 

This  project  improves  the  heavy 
traffic  routes  U.  S.  40  and  U.  S.  99, 
west,  and  provides  a  three-lane  high- 
way for  the  westerly  approach  to  Sac- 
ramento. The  easterly  terminus  of 
tlie  project  is  about  one-half  mile  west 
of  the  beautiful  Tower  Bridge  re- 
cently completed  over  the  Sacramento 
River.  The  westerly  terminus  of  the 
project  is  the  Yolo  causeway,  which 
was  widened  to  42  feet  in  1933  to 
accommodate  the  increasing  traffic  on 
this  route. 

During  construction  maintenance 
of  public  traflBc  was  a  serious  con- 
cern on  this  heavily  traveled  road. 
No  practicable  detours  were  avail- 
able and  provision  had  to  be  made 
for  routing  a  continuous  stream  of 
automobiles  and  trucks — that  at 
times  reached  an  hourly  total  of 
between  400  and  500,  10  per  cent 
of  which  were  trucks — within  the 
right  of  way.  A  temporary  road, 
alongside  the  existing  pavement,  was 
graded  and  surfaced  3  inches  thick 
and  to  a  width  of  22  feet  to  ade- 
quately care  for  the  heavy  units  and 
dense  volume  of  traffic.  The  route 
of  the  temporary  road  was  crossed 
from  side  to  side  to  avoid  destruc- 
tion of  some  very  fine  trees  and  im- 
proved driveways. 

TEMPORARY    SURFACE    SALVAGED 

As  full  sections  of  the  asphaltic  con- 
crete pavement  were  completed  pub- 
lie  traffic  was  routed  over  it.  The 
temporary  road  surfacing  is  to  be 
salvaged  and  used  in  the  construction 
of  4-foot  borders  on  each  side  of  the 
new  pavement  and  foi'  surfacing  road 
approaches. 

This  project  required  aproximately 
51,000  cubic  yards  of  iiiii)orted  bor- 


lEighteenl 


row.  The  grading  required  about 
22,000  cubic  yards  of  unclassified  ma- 
terial. The  paving  will  require  23,500 
tons  of  asphaltic  concrete. 

Landscaping  of  the  approach  to  the 
Tower  Bridge  has  been  recently  com- 
pleted and  planting  is  proposed  on 
this  project  to  augment  the  landscap- 
ing at  the  bridge,  thereby  providing  a 
beautiful  aproach  to  the  Capital  City. 

The  reconstruction  of  this  highway 
will  represent  an  expenditure  of  ap- 
proximately $168,000.  It  is  being  fi- 
nanced from  the  State  highway  funds 
and  Federal  funds  under  control  of 
the  United  States  Bureau  of  Public 
Roads.  J.  D.  Greene  is  the  Resident 
Engineer  for  the  State.  A  Teiehert 
&  Son,  Inc.,  is  the  contractor. 

OLD    ROAD    BUILT    IN    1916 

The  old  road,  constructed  in  1916, 
consisted  of  an  18-foot  by  5-inch  Port- 
land cement  concrete  pavement  with 
an  oiled  surface.  Oil-mixed  borders 
2  feet  wide  were  subsequently  con- 
structed on  each  side  of  the  pavement. 
Tlie  pavement  had  reached  the  stage 
of  obsolescence  and  was  requiring  in- 
creasingly costly  maintenance.  Sev- 
eral sections  which  had  been  blank- 
eted to  provide  a  suitable  surface  for 
traffic  were  beginning  to  sliow  signs 
of  disintegration. 

Funds  for  the  reconstruction  of 
tliis  section  were  provided  in  the 
budgets  for  the  87th-88th  fiscal  years 
and  the  contract  was  started  on 
June  10. 

The  new  road  is  graded  to  the 
right  of  way  lines  and  provides  for 
a  56-foot  roadbed  with  a  40-foot  as- 
])haltic  concrete  pavement  for  a  length 
of  aproximately  one-quarter  mile  at 
the  westerly  end  of  the  project;  the 
remainder  of  the  project  being  on  a 
46-foot  roadbed  with  asphaltic  con- 
crete pavement  30  feet  wide. 

The  position  of  the  new  pave- 
ment with  respect  to  the  right  of  way 
lines  and  the  crown  of  the  pave- 
ment is  such  that  development  of 
the   30-foot   pavement   to   a  40-foot 


width  can  be  readily  effected.  This 
has  been  achieved  by  establishing 
the  construction  center  line  in  the 
middle  of  the  100-foot  right  of  way 
and  constructing  a  20-foot  width  of 
pavement  on  one  side  of  the  con- 
struction center  line  and  a  10-foot 
width  on  the  other  with  the  pave- 
ment sloping  transversely  from  the 
center  line. 

The  40-foot  pavement  was  con- 
structed in  two  20-foot  widths  and 
the  30-foot  pavement  was  constructed 
full  width.  Where  the  pavement  is 
on  new  subgrade  the  typical  section  is 
standard  with  0.6  of  a  foot  thickness 
at  the  center,  increased  to  0.75  of  a 
foot  thickness  at  the  edges.  Where 
the  old  pavement  is  being  resurfaced 
the  minimum  thickness  over  the  ex- 
isting pavement  is  0.33  of  a  foot. 

SELECTED    MATERIAL   BLANKET 

The  major  portion  of  the  native  soil 
on  this  project  consisted  chiefly  of 
adobe  having  a  high  shrinkage  value 
which  made  it  necessary  to  provide  a 
subgrade  treatment  of  selected  mate- 
rial to  form  a  cushion  course  between 
the  new  pavement  and  the  native  ma- 
terial. At  other  locations  where  the 
existing  pavement  was  badly  broken, 
a  cushion  course  was  also  placed  be- 
tween the  new  pavement  and  the  old 
pavement.  The  selected  material 
blanket  underneath  the  new  pave- 
ment was  constructed  approximatel.v 
1  foot  in  thickness  and  extends  for 
the  full  width  of  the  roadbed. 

Over  the  greater  portion  of  the 
project  the  old  Portland  cement  con- 
crete pavement  was  utilized  as  a  base 
for  the  new  asphaltic  concrete  pave- 
ment. The  subgrade  was  specially 
treated  at  the  edge  bordering  the 
Portland  cement  concrete  ]iavement 
base  where  the  asphaltic  concrete 
pavement  was  designed  to  be  placed 
over  and  adjacent  to  the  base.  The 
earth  subgrade  was  first  given  the 
standard  treatment  after  which,  at 
the  edges  of  the  old  concrete  base,  a 

(Continued  on  page  22) 


(October  19} 6)  California  Hightvays  and  Public  Works 


Reconstruction  of  the  Sacramento- 
San  Francisco  arterial  between  the  Tower 
Bridge  entrance  to  the  Capital  City  and 
Yolo  Causeway  will  be  completed  this 
month.  Widening  and  surfacing  to  pro- 
vide three  and  four  lanes  paved  with 
asphaltic  concrete  is  progressing  rapidly 
while  heavy  traffic  is  enabled  to  proceed 
over  a  surfaced  by- pass  within  the  right 
of  way.  Upper  right  picture  shows  nar- 
row   old    road. 


California  Highways  and  Public  Works  (October  isie) 


I  Nineteen] 


All-color  Motion  Picture 
of  Highways  Has  Premiere 


ACCLAIMED  by  movie  critics  as 
one  of  the  most  beautiful  all- 
*- color  motion  picture  travel- 
ogues ever  produced,  "California 
Highways,"  depicting  the  progress  of 
road  building  in  this  State  from  the 
days  of  the  Franciscan  mission  pa- 
dres to  the  present  time,  had  its  pre- 
miere showing  at  the  Alhambra 
Theater  in  Sacramento  on  the  night 
of  October  6  before  two  capacity 
audiences. 

Conceived  as  a  means  of  inform- 
ing the  people  of  California  of  the 
splendid  .system  of  State  highways 
that  has  been  made  possible  by  the 
bond  issues  they  have  voted  and  the 
gas  tax  which  they  willingly  pay,  the 
picture  was  made  by  the  Division  of 
Highways  with  the  approval  and  co- 
operation of  Governor  Frank  F.  Mer- 
riam  and  Earl  Lee  Kelly,  Director  of 
the  Department  of  Public  Works. 

Even  before  its  first  showing,  word 
of  its  production  had  spread  afar  and 
numerous  requests  for  its  display  in 
other  states  have  been  received  by  the 
Department  of  Public  Works,  so  that 
in  addition  to  its  educational  and  in- 
formative value  to  Californians  it  al- 
ready has  become  an  asset  of  great 
potential  possibilities  in  advertising 
to  the  world  the  scenic  and  highway 
attractions  of  California. 

TWO  PREJireRE  SHOWINGS 

Two  large  audiences,  the  first  com- 
posed of  State,  county,  municipal  and 
highway  officials  and  invited  guests 
from  every  section  of  California  and 
the  .second  of  the  public  generally, 
which  was  admitted  free,  witnessed 
the   premiere. 

Photographed  in  colors,  the  beauty 
spots  of  the  Golden  State  which  may 
be  seen  from  State  highways  make  a 
film  of  unrivaled  charm.  The  scenes 
pictured  range  from  rugged  moun- 
tain regions  to  the  desert  country  of 
southeastern  California  and  present 
a  variety  of  topography  unequaled 
in  this  country. 


The  picture  does  not  overlook  the 
industries  and  progress  in  town  and 
city  building  made  posisble  by  the 
State  highways  so  vividly  portrayed 
in  color. 

To  an  attentive  audience.  Director 
Kelly  explained  the  purpose  of  the 
film  and  added  that  he  wanted  to 
jiublicly  express  his  appreciation  of 
the  worlv  done  by  three  men  of  his 
department  who  had  made  possible 
the  taking  of  the  picture — Deputy 
Director  of  Public  Works  Edward  J. 
Neron,  J.  G.  Standley,  Principal  As- 
sistant Engineer,  and  Merritt  Nick- 
erson.  Department  Photographer. 

WORTH    WHILE,    SAYS    GOVERNOR 

The  introduction  of  other  speakers 
he  delegated  to  Pat  West,  Hollywood 
movie  comedian,  who  acted  as  master 
of  ceremonies.  Brief  talks  commend- 
ing the  State  officials  responsible  for 
the  production  of  "California  High- 
ways" were  made  by  Mayor  Arthur 
Ferguson  of  Sacramento  and  A.  J. 
Affleck,  president  of  the  Sacramento 
Chamber  of  Commerce.  Carroll  H. 
Dunning,  of  the  Dunning  Color  Proc- 
ess Co.  of  Hollywood,  who  directed 
the  picture,  extolled  the  scenic  at- 
tractions of  the  State  as  shown  in  the 
film  and  urged  all  Californians  to 
take  advantage  of  their  highways 
to  visit  the  places  pictured.  Follow- 
ing remarks  by  C.  H.  Purcell,  State 
Highway  Engineer,  Governor  Mer- 
riam  was  introduced. 

The  Governor  said  the  question 
had  been  raised  whether  it  had  been 
worth  while  to  devote  four  months 
to  the  making  of  the  picture. 

"It  was  worth  while,"  he  said,  "be- 
cause this  film  will  show  Californians 
what  becomes  of  the  gas  taxes  they 
pay.  It  was  worth  while  because  this 
film  will  attract  thousands  of  tour- 
ists to  this  State.  It  was  worth  while 
because  many  states  already  have 
asked  that  we  loan  the  picture  to 
them  for  showing.  Decidedly,  it  was 
worth  while  to  make  this  picture." 


Hollywood  sent  three  of  its  most 
promising  j'oung  movie  actresses  to 
the  premiere  in  the  persons  of  Judith 
Barrett,  Muriel  Robert  and  Thelma 
Byron.  They  received  the  plaudits 
of  the  audiences. 

SCENES    TOTAL    355 

The  film  consists  of  355  separate 
scenes,  the  first  of  which  reproduces 
conditions  confronting  the  Francis- 
can friars  when,  under  the  zealous 
guidance  of  Father  Junipero  Serra, 
they  began  their  treks  from  San 
Diego  north  to  San  Francisco  over 
footpaths  and  trails  that  were  to 
become  in  time  El  Camino  Real — 
the  King's  Highway. 

A  Franciscan  monk  and  his  burro 
are  shown  plodding  their  weary  way 
over  El  Camino  Real,  primitive  be- 
ginning of  what  today  is  one  of  the 
greatest  highway  systems  in  the 
world — California's  vast  network  of 
paved  highways. 

The  padres  passed  on,  leaving  their 
missions  behind  them,  and  their 
places  were  taken  by  the  miners 
and  pioneer  settlers  of  '49,  and  the 
inevitable  stage  coach  and  methods 
of  travel  in  those  turbulant  times 
are  depicted  by  the  film. 

Then  follow  the  horse  and  buggy 
days  and  horse-drawn  vehicles  trav- 
erse dusty  California  roads.  Prog- 
ress triumphs  again  and  the  first 
automobile  makes  its  appearance.  By 
1910,  more  than  36,000  cars  were 
using  dirt  roads,  which  steadily  were 
getting  worse  while  rapid  strides 
were  being  made  in  the  manufacture 
of  improved  and  faster  automobiles. 
These  roads  the  picture  shows. 

EXPANDED    WITH    GAS    TAX 

And  then  in  1910  came  the  awaken- 
ing of  Californians  to  the  need  of 
good  highways  and  they  voted  the 
first  highway  bond  issue,  following 
this  action  by  approving  of  a  second 
bond  issue.  In  1923  came  the  imposi- 
tion by  the  legislature  of  the  first  gas 
tax  and  the  expansion  of  the  State 
highway  system  begun  in  1912  is 
graphicall.y  shown  by  the  film. 

The  producers  of  the  picture  trav- 
eled over  11,000  of  the  14,000  miles 
of  the  State  Highway  System.  Be- 
ginning at  Donner  Summit,  the  film 
takes  a  viewing  audience  in  imagi- 
nation throughout  the  length  and 
breadth  of  California. 

There  are  beautiful  views  of  Don- 
ner Lake  and  the  massive  bridge  of 
architectural  beauty  which  the  Divi- 

(Continued  on  page  22) 


[Twenty  I 


(October  19U)  California  Hightvays  and  Public  Works 


SCENES  ^oTTzCALIhOKNIA  HIUHWAY^ 

TtloUorr  Picture  in  Color 


From  Mountains  to  Desert  by 
Highway  Picture  Travelogue 


(Continued  from  page  20) 


sion  of  Highways  erected  over  a 
great  gorge  nearby ;  of  Lake  Tahoe, 
Emerald  Bay  and  Lake  Topaz ;  of 
IMono  Lake  and  Leevining  Grade,  to 
only  eastern  approach  to  Yosemite. 
Maintenance  crews  of  the  Division 
of  Highwaj's  are  shown  with  their 
rotary  plows  and  equipment  clearing 
mountain  roads  of  thousands  of  tons 
of  snow. 

From  snow-capped  ranges  the  film 
suddenly  transports  one  to  the  desert 
lands  in  the  south  where  the  Yiicca 
flower  and  Joshua  trees  provide  a 
startling  contrast.  Here  the  desert 
sands  have  been  conquered  by  engi- 
neers of  the  Division  of  Highways 
and  excellent  roads  attract  tourists 
even  in  the  middle  of  summer. 

GRADE    CROSSING    IMPROVEMENT 

Then  the  film  changes  to  show  what 
has  been  done  to  eliminate  hazardous 
railroad  crossings  by  the  construc- 
tion of  underpasses  and  overpasses 
and  quite  suddenly  whisks  one  to 
Lake  Arrowhead,  high  in  the  moun- 
tains of  San  Bernardino.  Here,  as  at 
Lake  Tahoe  and  Donner  Lake,  Na- 
ture's lavish  colors  lend  enchantment 
to  the  picture. 

Modem  sections  of  highways  with 
the  various  road  signs  for  the  pro- 
tection of  motor  and  pedestrian  traffic 
are  shown  in  scenes  taken  at  Santa 
Ana,  Santa  Monica,  Los  Angeles  and 
other  southern  California  points, 
where  automobile  traffic  is  exceed- 
ingly heavy.  There  are  shots  of 
Hollywood  Boulevard,  the  beaches 
and  beach  highways  of  Los  Angeles, 
San  Diego  Bay,  across  which  lies 
Coronado,  famous  playground,  all  of 
which  reveal  how  the  modem  high- 
ways of  the  State  handle  the  con- 
gested traffic  that  uses  them. 

The  oil  fields  of  Tjos  Angeles,  which 
supply  the  new  product  for  the  ex- 
traction of  the  gasoline  on  which  is 
levied  the  tax  that  provides  Califor- 
nians  with  tlieir  higlnvjiys  are  shown. 
There  are  scenes  on  Ihe  new  Ridge 
Route,  in  Altamont  Pass,  in  Sequoia 
Natiorial  Park,  in  Kings  River  Can- 


yon, where  a  new  State  highway  is 
being  built;  in  the  Merced  River 
Canvon  and  in  Yosemite  National 
Park. 

HISTORIC    MOTHER    LODE    SCENES 

The  Yosemite  scenes  are  particu- 
larly beautiful.  From  Yosemite  it 
is  a  natural  .iuinp  to  the  Mother  Lode 
country,  to  the  cabins  of  Mark  Twain 
and  Bret  Harte  and  to  the  old  min- 
ing towns  through  which  now  run 
paved  State  roads. 

Scenes  along  the  highways  in  the 
Mt.  Lassen,  Mt.  Shasta  aiid  Shasta 
River  gorge  country  are  delightful 
color  studies. 

The  film  devotes  much  attention  to 
the  bridges  built  by  the  State  on  its 
highways  and  shows  the  new  Six- 
teenth Street  Bridge  and  Tower 
Bridge  in  Sacramento;  the  Eel  River 
span  on  the  Smith  River  near  the 
State's  northern  boundary;  and  the 
bridges  along  the  route  of  the  Feather 
River  Highway  now  approaching  com- 
pletion, only  a  few  of  California's 
thirty-five  hundred  highway  bridges. 

The  Redwood  Empire  highways. 
Clear  Lake  and  the  highways  of  Lake 
County,  the  San  Francisco  Bay  cut- 
off and  the  Sky  Line  Boulevard  from 
San  Francisco  south ;  the  Dumbarton 
underpass,  the  incomparable  coast 
line  of  Monterey  County  with  Carmel 
Mission,  Del  Monte,  the  Bixby  Arch, 
highest  bridge  structure  on  the  State 
Highway  System;  Cuesta  Grade  in 
San  Luis  Obispo  County  and  many 
other  equally  interesting  scenes  go 
to  make  up  a  fascinating  picture  trav- 
elogue. 

Numerous  shots  of  wild  flowers 
along  California  highways  and  in 
fields  bordering  them  are  shown  to- 
gether with  examples  of  highway 
beautification  work  performed  by  the 
Division  of  Highways  in  the  way  of 
flowers,  shrubbery  and  trees  planted 
alongside  State  roadways,  and  drink- 
ing fountains  erected  at  suitable 
points  for  the  use  of  thirsty  motor- 
ists. 

Excellent   views  of  the  San  Fran- 


cisco-Oakland Bay  Bridge  and  the 
Golden  Gate  Bridge  are  shown.  The 
magnitude  of  the  former  structure, 
largest  of  its  kind  in  the  world,  is 
revealed  in  the  film,  which  takes  in 
the  major  points  of  interest  on  this 
great  undertaking,  which  will  be  dedi- 
cated and  thrown  open  for  automobile 
traffic  on  November  12. 

"California  Highways"  is  indeed  a 
remarkable  picture.  The  Department 
of  Public  Works  plans  to  have  it 
widely  shown  in  this  and  other  states 
so  that  Californians  may  become  bet- 
ter acquainted  with  their  priceless 
highway  possessions  and  in  order  that 
the  entire  country  may  come  to  know 
more  of  the  scenic  beauties  of  the 
Golden  State  and  their  easy  accessi- 
bility made  possible  by  the  most  mod- 
ern of  highwavs. 


CAPITAL  CITY  APPROACH 

(Continued  from  page  18) 

layer  of  coarse  rock  6  inches  wide  and 
2^  feet  thick  was  spread  and  rolled 
into  the  earth  subgrade  until  it  be- 
came flu.sh  with  the  designed  sub- 
grade  section. 

This  edge  is  a  critical  point  be- 
cause adequate  scarifying,  blading, 
mixing  and  rolling  of  the  subgrade  at 
the  edges  are  almost  impossible  to 
achieve.  This  treatment  tightened 
the  subgrade  at  this  critical  point  and 
increased  the  bearing  power  so  that 
it  was  more  neai-ly  equal  to  that  on 
the  remaining  portion  of  the  sub- 
grade. 


AUTO  REGISTRATIONS  IN 

CALIFORNIA  TOTAL  2,352,771 

An  increase  of  nearly  eight  per  cent  in 
automobiles  registered  in  California  on 
August  31.  1930,  as  compared  with  the  same 
period  in  19.35.  is  shown  in  a  report  by  Ray 
Ingels,  Director  of  the  State  Motor  Vehicle 
Department,  to  Governor  Frank  F.  Merriam. 

Registration  of  all  classes  of  vehicles  in- 
creased 179,707  during  this  period,  as  com- 
pared with  the  same  period  last  year,  total 
registration  being  2.3.')2.771  as  against 
2,171,322  in  August,  1935. 

Licenses  issued  to  dealers  for  this  period 
also  gained,  dealers'  trailer  licenses  leading 
the  way  with  an  increase  of  66.67  per  cent, 
caused,  officials  believe,  by  the  camp  trailer 
vogue. 


"I  see  where  Jones  is  advertising  a  new 
kind  of  underwear  without  any  buttons." 
"I've  been  wearing  that  kind  for  years." 


Freddie  Frosh  :  "Darling,  I  love  you  as  no 
one  ever  loved  before." 

College  Widow :  "Humph  !  I  can't  see  any 
difference." 


[Tw^enty-two] 


(October  19)6)  California  Hightvays  and  Public  Works 


Construction 
and  Pavement 
Records  for  1935 

(Continued  from  page  11) 

perimenting:  was  carried  on  to  im- 
prove   old    established    methods. 

One  of  the  most  difficult  tasks  in 
resurfacinp:  jobs  is  to  spread  the 
proper  amount  of  asphalt  mixture 
in  front  of  the  finishing  machine  to 
insure  that  it  is  not  at  times  carry- 
ing an  excess  which  has  to  be  car- 
ried ahead  by  hand,  or  that  it  is 
running  with  a  deficiency  of  mix- 
ture which  again  calls  for  hand 
ivork. 

Two  types  of  spreading  devices 
(vere  developed  for  this  purpose. 
One  consisted  of  V-type  drag  with 
blades  adjustable  for  height,  built 
by  Basich  Bros.  The  other  device 
was  a  screw  conveyor  type  of 
.spreader  with  screws  reversing  at 
the  center  and  conveying  toward 
each  side  form  with  an  adjustable 
strike-off  behind  the  screw  designed 
by  the  United  Concrete  Pipe  Cor- 
poration. 

Both  of  these  devices  ride  on  the 
side  forms  and  are  operated  just  in 
advance  of  the  finishing  machine. 
The  mixture  is  dumped  through  a 
spreader  box  riding  on  the  base  or 
tail-gated  from  a  truck  in  front  of 
the  spreaders.  These  spreaders  re- 
duce to  a  minimum  the  amount  of 
hand  labor  required  in  front  of  the 
finishing  machine  and  eliminate  en- 
tirely the  necessity  of  tramping  over 
the   uncompressed   mixture. 

Finishing  machines  are  now  being 
manufactured  in  California  and  in 
many  respects  they  are  superior  to 
any  machine  manufactured  in  the 
east. 

The  three-axle  roller  ha.s  lieen 
given  a  trial  on  a  number  of  projects 
this  season  and  tlie  results  have 
been  very  gratifying.  This  type  of 
roller  will  not  produce  the  riding 
surface  demanded  in  California  with- 
out the  addition  of  supplemental 
cross-rolling  with  a  tandem  roller, 
but  they  do  reduce  the  amount  of 
this  cross-rolling  to  the  extent  that 
one  tandem  can  handle  the  normal 
day's  run. 

The  specifications  have  been 
strengthened  in  regard  to  plan  op- 
eration,  tending   to   improve   control 


Highway  Project 
and  Bridge  Bring 
Coast  Nearer  Capital 

Completion  of  the  new  bay 
bridge  and  of  three  highway 
projects  will  bring  downtown 
San  Francisco  within  two  hours 
of  Sacramento. 

The  realization  of  this  dream 
of  rapid  transit  is  but  one  ex- 
ample of  the  tremendous  under- 
takings, now  commonplace,  in 
the  fight  to  save  a  few  minutes' 
time  in  travel.  The  projects 
referred  to  cost  millions;  only 
about  11  miles  is  saved  in  the 
distance  between  the  bay  cities 
and  the  state  capital.  But  that 
11  miles  taken  from  the  sched- 
ules of  thousands  and  hundreds 
of  thousands  of  travelers,  com- 
mercial operators,  business 
men,  state  oflBcials,  will  pay  for 
itself  many  times  over.  This  is 
the  theory  of  modern  road 
building. 

The  highway  projects  which 
will  shorten  the  distance  be- 
tween Sacramento  and  San 
Francisco  include  the  straight- 
ening of  the  road  west  of  Vaca- 
ville,  the  American  canyon  cut- 
off and  the  new  East  Shore 
highway,  which  will  route  the 
traveler  away  from  several 
towns  and  much  of  the  con- 
gested district  of  Oakland.  A 
campaign  of  straightening  the 
existing  curves  along  these 
highways  will  later  be  entered 
upon,  and  this  is  expected  to 
cKp  off  another  four  miles  at 
least. 

The  bridge  and  the  highways 
vdll  be  completed  by  November 
12.  That  will  be  a  red  letter 
day  in  travel  annals.  It  will 
mark  the  inauguration  of  great 
new  conveniences  in  transpor- 
tation between  here  and  the 
coast. — Sao'amento  Union . 


of  mixtures.  Dust  collectors  are  a 
requirement.  Driers  must  be  fed  by 
blending  belts  and  fine  aggregate 
fed  to  the  belt  by  means  of  auto- 
matic feeders,  mixers  must  be 
equipped  with  timers,  and  driers 
must  be  provided  with  pyrometers 
to  aid  in  heat  control. 


Last  Grapevine 
Canyon  Unit 
Completed 

(Continued  from  page  S) 

Angeles  County,  was  completed  in 
October,  1933.  Traffic  counts  on  this 
road  from  1932  to  1936  indicate  the 
importance  of  this  highway  and  re- 
veal the  steadily  increasing  use  of  it 
by  motorists.    Here  are  the  counts: 

Sunday  Monday 

July,    1932 2641  2317 

July,   1933 .....  2857  2316 

July,   1934 4177  2976 

July,    1935 5099  3672 

July,   1936.... 4786  4699 

The  extent  of  the  improvements  re- 
sulting from  reconstruction  of  the 
three  units  from  the  Los  Angeles 
County  line  to  the  foot  of  the  Grape- 
\me  is  shown  by  the  following  com- 
parison of  the  old  and  new  work : 

Old  New 

Road         Road 

Maximum    Grade 6.0%  6.0% 

Adverse    Grade 2153  650 

lln.  ft.        lin.ft 

Number    of   Curves 119  23 

Minimum    Radius  Curve        80'  (2    1000'  (2 
curves)     curves) 
Maximum  Radius  Curve  2000'         10000' 
Total    Curvature    in    de- 
grees      4300°  30'   576°  56" 

Curvature      in      Equiva- 
lent   Full    Circles--   --        11.9  1.6 

Length   11.91  10.71 

mi.  mi. 

Distance    Reduced   by   the 

Improvement    is 1.2  mi. 

The  cost  of  the  entire  project,  the 
three  units  of  which  were  constructed 
by  one  contractor,  Griffith  Co.,  was 
approximately  $1,270,000,  summa- 
rized as  follows : 

Cost  Moving  Construction  Total 

Utilities  Cost  Cost 

Unit   1 $90,014.06  $404,740.97  $494,755.03 

Unit   2 47,472.38  371,751.92  419,224.30 

Unit   3 26,565.38  328,837.56  355,402.94 

Totals..$164, 051.82     $1,105,330.45     $1,269,382.27 

To  these  costs  are  to  be  added  a 
.small  amount,  relatively  insignificant, 
for  the  highly  important  items  of  traf- 
fic striping  and  directional  signs, 
which  will  bring  the  total  to  slightly 
more  than  $1,270,000  for  10.71  miles, 
or  $118,600  per  mile. 

A  young  lad.v  who  had  never  seen  a  game 
of  baseball  attended  one  with  her  escort. 

"Isn't  that  pitcher  grand?"  she  said.  "He 
hits  their  bats  no  matter  how  they  hold 
thorn  !" 


California  Hightvays  and  Public  Works  (October  19}  6) 


[Twenty-three] 


LAST  DESERT  LINK  OF  U.  S.  91  IN      BvEqsullivan 
CALIFORNIA  UNDER  CONSTRUCTION     t^'" 'Ens-er 


WORK  is  under  way  on  the 
last  link  of  U.  S.  Highway 
No.  91  to  be  constructed  by 
the  Division  of  Highways  between 
Los  Angeles  and  the  Nevada  state  line. 
This  route,  leading  to  the  city  of 
Las  Vegas  in  Nevada,  has  carried  a 
heavy  burden  of  traffic  during  and 
since  the  erection  of  the  Boulder  Dam. 
The  section  under  construction  ex- 
tends over  rough  desert  couutry  be- 
tween Mountain  Pass  and  the  Nevada 
line,  a  distance  of  15.4  miles  and  con- 
stitutes the  largest  and  longest  eon- 
tract  let  in  Di.strict  VIII  during  the 
present  biennium.     The  George  Pol- 


CLARK    MX 
\,       £/ey.   7903 


MOUNTAIN      PASS 


WH EATON 
SPRINGS  *♦ 

Elev  3950 


almost  certain  to  occur,  making  it 
necessary  to  have  a  snow  plow  sta- 
tioned at  Mountain  Pass  to  keep  the 
road  open. 

After  a  snowstorm  the  tempera- 
ture drops  so  low  that  surface  ice 
forms  and  the  maintenance  crew  is 
obliged  to  keep  equipment  on  hand 
to  "sand"  the  road  so  that  traffic 
can  proceed  with  safety. 

The  present  contract  work  starts 
at  Mountain  Pass  at  an  elevation  of 
4700  feet.  The  old  road  winds  down 
the  eastern  slope  with  many  sharp 
turns  to  the  desert  floor  where  it 
meanders  around  the  edge  of  Ivan- 


^ 


The  new  road  will  follow  a  high 
standard  of  alignment  eliminating 
sharp  turns  on  Mountain  Pass,  span- 
ning the  washes  on  bridges  and  pro- 
ceeding straight  across  Ivanpah  Dry 
Lake  on  an  embankment  four  miles 
long. 

This  roadway  embankment  will  be 
covered  with  coarse,  rocky  material 
taken  from  a  deposit  on  the  north 
shore  of  the  lake  to  make  a  good, 
substantial  foundation  for  the  oil- 
treated   pavement. 

Culverts  will  be  placed  under  the 
roadway  at  1000-foot  intervals  to 
allow   the  water  to   cross   from   one 


:.0l>-" 


At^ 


O^^ 


s^^-^ 


.<^ 


s^V 


!?■••• 


lock  Company  are  the  contractors  and 
the  cost  will  approximate  $285,203. 

It  is  a  region  subject  to  sudden  and 
extreme  weather  disturbances  both 
summer  and  winter.  Mountain  Pass 
is  a  picturesque  desert  pass  guarded 
on  the  north  by  rugged  Clark  Moun- 
tain that  rises  to  an  altitude  of  7903 
feet. 

SUMMER  CLOUDBITRSTS  FREQUENT 

In  the  summer,  hardly  a  week 
passes  without  spectacular  thunder 
storms  striking  against  the  sides  of 
the  mountain  with  cloudbursts  as  the 
frequent  results  of  such  .storms. 

In  winter  it  is  the  one  spot  between 
southern  California  and  Nevada 
where  heavy  desert  snowstorms  are 


pah  Dry  Lake,  dipping  abruptly  into 
washes  and  climbing  over  hummocks. 

In  summer  cloudbursts  interrupt 
the  heavy  traffic  from  Los  Angeles  to 
Boulder  Dam  by  piling  sand  and 
gravel  across  this  section  of  the  old 
road  where  it  dips  into  the  washes. 
Snow  and  ice  have  made  it  equally 
difficult  to  keep  the  road  safe  for 
traffic  in  winter. 

Ivanpah  Dry  Lake  is  a  very  large 
expanse  of  perfectly  flat,  hard-baked 
mud  in  dry  weather,  tempting  the 
motorist  to  speed  straight  across  it 
instead  of  following  the  road  around 
its  borders.  Winter  storms  transform 
it  into  a  small  inland  sea,  the  shallow 
muddy  waters  often  obliterating  the 
road  and  compelling  wide  detours. 


side  of  the  lake  to  the  other.  This 
precaution  is  necessary  because  storms 
often  break  on  one  side  of  this  queer 
lake,  causing  floods  to  pour  into  and 
across  it,  when  the  opposite  side  has 
received  no  rain.  Were  culverts  not 
provided  the  embankment  would  act 
as  a  dam  and  the  lake  would  rise  be- 
hind the  roadway  and  finally  over- 
flow  it. 

The  contractors  are  pushing  the 
work  on  this  dry  lake  section  at  top 
speed  and  expect  to  complete  the  road 
across  it  before  the  winter  storms 
begin. 


"You   mean  to  sa.v  you  work  16  hours  a 
day.     I  wouldn't  think  of  doinj:  that." 

"I  wouldn't  either;  it  was  the  boss'  idea." 


fT'wenty-fourl 


(October  i9}6)  California  Highways  and  Public  Works 


The    existing    road    on    the    Mountain    Pass    grade    of    U.    S.     91    occasionally     flooded     by     cloudburst     waters     is     being     relocated     under 

contract   now  under  way. 


0 


ji- 


■■2.Ja^r. 


Ivanpah    Dry    Lake,    appearing    as    white    expans 


<tending    nearly    to    toot    of    mountain,  will    be   crossed    by   new   road    on   an   embank- 
ment four  miles  long. 


21,000  RECKLESS  DRIVERS  month   of  August   in   California  did  ties  except  Alpine   and   Colusa,  and 

PENALIZED  BY  JUDGES  not  succeed  so  well  in  evading  legal  received   penalties   in   tines   and   jail 

Reckless,    malicious,    and    careless  consequences,  for  over  21,000  of  tliem  sentences  as  a  result  of  the  vigilance 

drivers  of  motor  vehicles  during  the  were  called  before  judges  in  all  roun-  of  motor  vehicle  officers. 


California  Highways  and  Public  Works  (October  i9)6) 


I  Twenty-five] 


CALWA  OVERPASS  NEAR  FRESNO 
OPENED  WITH  OFFICIAL  CEREMONIES 


DEDICATION  of  the  Calwa 
Overpass  on  U.  S.  99,  the 
Golden  State  Highway,  four 
miles  south  of  Fresno,  on  Monday, 
October  5,  signalized  the  elimination 
of  one  of  the  most  dangerous  high- 
way grade  crossings  in  California. 

The  overpass  carries  the  highway 
over  North  Avenue  and  across  The 
Atchison,  Topeka  and  Santa  Fe  main 
line  where  high  board  fences  and 
buildings  shut  off  the  view  of  ap- 
proaching trains.  Twelve  trains  daily 
pass  this  point  during  normal  train 
mort'ements,  but  during  the  fruit 
season  in  September  and  October  as 
many  as  seventy  to  eighty  trains  a 
day  run  over  the  crossing  or  switch 
back  and  forth  across  it. 

Traffic  counts  taken  by  the  Division 
of  Highwaj's  revealed  that  more  than 
8000  motor  vehicles  daily  used  the 
old  crossing.  At  times  cars  were 
backed  up  as  much  as  a  mile  on  either 
side  of  the  intersection  as  a  result 
of  train  blockades. 

OFFICIALS     WHO     PARTICIPATED 

The  ceremonies  attending  the  for- 
mal opening  of  the  overpass  were 
sponsored  by  the  Fresno  County 
Chamber  of  Commerce  and  partici- 
pated in  by  Federal.  State,  county 
and  city  officials  and  representatives 
of  neighboring  communities.  Gov- 
ernor Frank  F.  Merriam  and  Di- 
rector of  Public  "Works  Earl  Lee 
Kelly  were  represented  by  Edward  J. 
Neron,  Deputy  Director  of  the  De- 
partment of  Public  Works.  Harry  A. 
Hopkins,  chairman  of  the  California 
Highway  Commission,  officiated  at  the 
cutting  of  the  ribbon  which  formally 
opened  the  overpass. 

The  Division  of  Highways  was 
represented  by  R.  ]\I.  Gillis,  District 
Engineer,  Fresno,  and  Earl  Cum- 
mings,  District  Director  of  the  WPA, 
took  part  in  the  dedication  for  the 
Federal  government,  which  coop- 
erated in  the  project. 

Mayors  of  three  cities,  Z.  S.  Leymel 
of  Fresno,  G.  Paul  Vincent  of  Selma, 
and  A.  L.  Lindquist  of  Kingsburg, 
together  with  P.  H.  McMurtry, 
chairman  of  the  Fresno  Board  of 
Supervisors,  and  David  E.  Peckin- 
pah,  president  of  the  Fresno  Cham- 


State's  Highway 
Construction  on 
Most  Modern  Basis' 

Examples  of  this  State's  high- 
way policy  of  straightening,  re- 
locating, and  grade  reducing 
are  legion.  All  these  put  the 
road  as  nearly  as  can  now  be 
foreseen  on  its  permanent  loca- 
tion— the  place  where  it  will 
stay  until  the  characteristics  of 
motor  transportation  change 
materially. 

Also,  they  all  evince  the  most 
modern  ideas  of  construction. 
In  fact,  all  highway  construc- 
tion throughout  the  State  sys- 
tem is  on  a  highly  modern  basis. 
The  engineers  consider  the 
amount  and  quality  of  traffic 
which  will  use  the  road,  the 
foundation  materials  available, 
difficulties  of  producing  a  prop- 
er grade  and  other  conditions, 
and  then  decide  on  the  type  and 
weight  of  construction,  the  ex- 
act routing  and  other  phases  of 
the  project  which  will  be  most 
economical  in  the  long  run. 
This  requires  nice  balancing  be- 
tween the  cost  of  construction 
and  the  cost  of  operating  the 
vehicles  which  will  use  the 
route,  but  the  constant  effort  is 
to  build  the  road  that  will  cost 
the  least  to  construct,  maintain 
and  use. 

Motor  Land. 


ber  of  Commerce,  participated  in 
the  program. 

Two  little  girls  from  the  Calwa 
Kindergarten,  Eleanor  Olson  and 
Dorothy  Wilson,  proudly  cut  the  rib- 
bon stretching  across  the  highway 
and  Calwa  Overpass  was  officially 
opened  to  the  public. 

A  double  line  of  automobiles  from 
Fresno  moved  south  over  the  bridge 
and  another  double  line  from  Fowler, 
Selma  and  Kingsburg  moved  north, 
while  the  Fresno  State  College  Band 
played. 


Harry  A.  Hopkins,  the  principal 
speaker,  told  of  the  nation-wide 
grade  separation  program  and 
praised  the  Federal  government  for 
making  it  possible.  Other  speakers 
cited  the  value  of  the  improvement 
and  the  importance  of  railroad  grade 
separations  in  the  highway  safety 
program. 

"If  one  life  is  saved  by  the  erec- 
tion of  this  bridge,  the  cost  will 
have  been  justified,"  said  Frank  G. 
Everts,  chairman  of  the  roads  com- 
mittee of  the  Fresno  County  Cham- 
ber of  Commerce,  who  was  master 
of  ceremonies. 

Following  the  dedication,  R.  R. 
Bishop  of  Long  Beach,  the  general 
contractor  on  this  project,  and  his 
superintendent,  R.  B.  Wood,  were 
hosts  at  a  dinner  attended  by  75  par- 
ticipants in  the  celebration. 

PL-ANNED  IN   1929 

Preliminary  surveys  for  the  over- 
pass were  made  in  May,  1929,  but 
lack  of  funds  prevented  actual  con- 
struction work  until  1935  when  Cali- 
fornia's allotment  from  the  Works 
Program  grade  crossing  fund  became 
available.  Bids  were  called  for  on 
December  4,  1935,  and  the  contract 
was   awarded   in  January,   1936. 

The  overpass  is  2000  feet  long, 
including  the  approaches.  The  re- 
inforced concrete  structure  is  1740 
feet  in  length  with  a  roadway  44 
feet  wide,  providing  ample  space  for 
four  lanes  of  traffic,  and  has  a  canti- 
lever sidewalk  on  each  side.  With 
approaches  made  on  5  per  cent 
grades  with  connecting  vertical 
curves,  motorists  are  assured  a  sight 
distance  of  600  feet. 

Twenty-eight  40-foot  reinforced 
concrete  girder  spans,  five  skewed 
spans  adjacent  to  the  railroad  span, 
and  one  central  skewed  steel  span 
over  the  railroad  comprise  the  super- 
structure. 

The  completed  project  cost  ap- 
proximately $210,000.  largely  fi- 
nanced with  Federal  funds. 


"Is  this  the  launtlr.v?  Well,  you  sent  me 
a  half  a  dozen  very  old  handkerchiefs  instead 
of  my  shirt." 

"Them  ain't  handkerchiefs.  That  is  your 
shirt." 


[TTt'enty-six] 


(October  1936)  California  Highways  and  Public  Works 


Calwa  Overpass  on  U.  S.  99 
near  Fresno  officially  opened  Oc- 
tober 6  has  a  roadway  width  of 
44  feet  between  sidewalk  curbs 
providing  space  for  four  lanes  of 
traffic  crossing  the  main  line  of 
Atchson,  Topeka  and  Santa  Fe 
railroad  where  peak  traffic  count 
is  70  to  80  trains  and  8000  auto- 
mobiles daily. 


Another  view  of  the  overpass 
structure  showing  surfaced  de- 
tour that  accommodated  a  large 
volume  of  heavy  and  light  traffic 
avoiding  any  interruption  of  con- 
struction activities  while  the  proj- 
ect   was    under    way. 


■^'   iij"'"*^ 


The  official  group,  left  to  right:  P.  H.  McMurtry,  chairman  Fresno  Supervisors;  Z.  S.  Leymel,  Mayor;  R.  B.  Wood,  Bishop  Co. 
superintendent;  Deputy  Director  of  Public  Works  Ed  Neron;  President  Peckinpah,  Fresno  Chamber  of  Commerce;  Mayor  Lind- 
quist,  Kingsburg;  Norman  Asp;  Mayor  Vincent,  Selma;  Chairman  Hopkins,  Highway  Commission;  F.  G.  Everts,  Fresno;  Resi- 
dent   Engineer    M.    E.   Whitney;    W.    P.   Jennings;    George    Hamm;    Contractor  R.  R.  Bishop;    Dorothy  Wilson  and   Eleanor  Olsen. 


California  Hightvays  and  Public  Works  (October  i9}6) 


[Twenty-seven  J 


DIVISION  OF 

^,     WATER  RESOURCES 


OFFICIAL  REPORT 

FOR  THE  MONTH  OF 

September,  1936 

EDWARD  HYAlf,  State  Ensineer 


Preparations  for  snow  survey  work 
during-  the  coming  winter  have  been 
made  during  the  past  month.  Three 
new  survey  courses  have  been  laid 
out  on  the  slopes  of  the  most  west- 
erly divide  of  the  Sierra  mountain 
range  in  Tulare  Coiuity  with  the 
assistance  of  rangers  of  the  Sequoia 
National  Forest. 

News  of  the  irrigation  districts, 
flood  control  and  reclamation  work, 
dam  application.s  and  approvals,  topo- 
graphic mapping  and  other  activities 
of  the  Division  of  "Water  Resoiirces 
during  tlie  past  month  will  be  found 
in  the  following  report  of  the  State 
Engineer : 


FLOOD     CONTROL     AND 
RECLAMATION 


IRRIGATION  DISTRICTS 


Among  the  matters  refen-ed  to  the  State 
Engineer  during  the  past  month  for  inves- 
tigation and  report  were  several  petitions 
filed  with  the  District  Securities  Commis- 
sion for  approval  of  expenditures  in  connec- 
tion with  construction  or  repair  of  irrigation 
systems. 

The  plans  of  West  Side  Irrigation  Dis- 
trict to  improve  the  drainage  conditions 
were  inspected.  The  work  contemplates  ex- 
penditure of  about  $3,500  for  a  booster  pump 
and  excavation  of  22,000  cubic  yards  in 
lateral  drains. 

A  project  of  Fairoaks  District  for  replac- 
ing a  section  of  its  old  supply  line  with 
3000  feet  of  30-inch  steel,  soil  proofed  pipe 
was  investigated.  The  projiosed  work  will 
be  carried  out  witli  the  assistance  of 
WPA  labor. 

Petition  of  Grenada  Irrigation  District 
for  approval  of  expenditure  of  ifl.SOO  on 
its  main  pipe  line,  was  the  subject  of  a 
report.  The  district  plans  to  replace  750 
feet  of  4S-inch  wood  stave  pipe  which  has 
deteriorated  with  age. 

Fallbrook  Irrigation  District  requested  an 
investigation  regarding  fea.sibility  of  ifSOO,- 
000  bond  i.ssue  for  constiiiction  of  irrigation 
works  and  purchase  of  water  bearing  lands. 

Citrus  Height.s  Irrigation  District  has 
applied  to  the  RFC  for  loan  of  !f!»l,200 
to;  refinance  out.standing  indebtedness  of 
$152,000. 

El  Camino  Irrigation  District  has  ac- 
cepted a  refinancing  plan  to  be  carried  out 
with  private  funds.  This  is  the  only  dis- 
trict that  lias  recently  attempted  readjust- 
ment of  financial  dilliculties  without  seeking 
federal   aid. 


Maintenance  of  Sacramento  Flood  Control 
Project 

Routine  maintenance  work  has  been  car- 
ried on  by  a  small  regular  crew.  In  the 
repair  of  the  Davis  bridge  in  the  Sutter  By- 
pass, five  new  trestle  bents  have  been  driven, 
using  creosoted  piles  and  timber.  It  is 
expected  that  the  three  new  drainage  pump- 
ing plants,  costing  approximately  .$250,000, 
constructed  by  the  California  Debris  Com- 
mission, will  be  fully  completed  and  turned 
over  for  operation  by  October  15th. 

Relief  Labor  Work 

Clearing  of  the  Feather  River  channel 
above  Marysville  has  continued  with  a 
relief  labor  crew  of  about  30  men.  It  is 
expected  that  the  relief  labor  available  will 
show  a  rapid  increase  during  the  Fall 
months. 

Bank    Protection    Program 

Preparations  are  being  rushed  to  com- 
mence work  on  maintenance  bank  protec- 
tion program  by  the  State  and  the  United 
States  under  agreement  of  June,  1932.  Sur- 
veys and  preparation  of  plans  are  progressing 
rapidly,  and  it  is  expected  that  actual  con- 
struction will  be  commenced  within  ten  days. 

Sacramento   Flood   Control  Project 

Work  on  incidental  construction  on  levee 
rights  of  way  has  continued  employing 
approximately  30  men.  New  work  to  be 
undertaken  shortly  consists  of  the  construc- 
tion of  fences,  the  pumping  plant  on  Keller 
ranch  on  the  west  side  of  Sacramento  River 
above  Colusa,  and  a  concrete  retaining  wall 
on  the  Sartain  and  Terrill  Ranch  on  the 
east  side. 

Flood  Measurements  and  Gages 

Actual  operation  of  the  flood  gages  main- 
tained by  this  Division  will  commence  No- 
vember 1st.  Preliminary  work  is  under 
way  preparing  and  putting  stations  in  good 
condition  and  improving  certain  installations. 
This  division  is  installing  a  new  automatic 
recorder  stiition  at  junction  of  Sacramento 
and  Yolo  By-passes.  The  War  Department 
is  preparing  to  install  similar  gages  on  Sac- 
ramento River  at  Ord's  Ferry  and  at  Sac- 
ramento Weir,  and  on  the  Feather  River  at 
Shanghai   Bend. 


SUPERVISION   OF   DAMS 


Application    for    approval    of    plans    and 


specifications  for  the  Crater  Lake  Dam  in 
Alpine  County  was  filed  on  August  26,  1936. 
The  dam  is  to  be  an  earth  fill  30  feet  in 
height  and  storing  320  acre-feet  of  water 
for   irrigation. 

Application  was  filed  September  12,  1936, 
for  approval  of  plans  and  specifications  for 
tlie  Mowich  Dam  in  Modoc  County.  The 
dam  is  to  be  an  earth  fill  11  feet  in  height 
storing  175  acre-feet  of  water  for  irrigation. 

Application  for  approval  of  plans  for  alter- 
ation of  the  Thomas  Briles  Dam  in  Modoc 
County  was  filed  August  20,  1936.  The 
work  consists  of  construction  of  an  adequate 
spillway. 

Application  for  approval  of  plans  for 
repair  of  tlie  Rye  Grass  Swale  Dam  in 
Modoc  County  was  filed  August  20,  1936. 
Tlie  work  consists  of  widening  the  dam, 
enlarging  the  spillway  and  increasing  the 
height  to  provide  adequate  wasting  capacity 
and  freeboaifl.  This  application  was  ap- 
proved on   September  2,  1936. 

Application  was  filed  August  21,  1936, 
for  approval  of  plans  for  repair  of  the 
Green  Valley  Lake  Dam  in  San  Bernardino 
County.  This  application  was  approved 
September  1,  1936. 

Application  was  filed  September  15,  1936, 
for  approval  of  plans  for  alterations  to  the 
Lake  Spaulding  Dam,  consisting  of  buttress 
repairs  on  the  small  auxiliary  dam. 

Application  for  the  approval  of  plans  and 
specifications  for  construction  of  Putah  Creek 
Dam  of  the  city  of  Winters  in  Yolo  County 
was  approved  August  28,  1936. 

Application  for  the  approval  of  plans  and 
specifications  for  alteration  of  Pine  Creek 
Dam  in  Modoc  County  was  approved  Aug- 
ust 22,   1936. 

Work  which  was  discontinued  during  the 
spring  and  summer  on  Coyote  Dam  of  the 
Santa  Clara  Valley  Water  Conservation 
District  has  been  resumed.  The  work  re- 
maining to  be  done  consists  principally  of 
concreting  the  spillway  channel  and  placing 
rockfill  on  the  two  faces  of  the  dam. 

Excavation  work  at  the  site  of  Mad  River 
Dam  for  the  city  of  Eureka  is  nearing 
completion. 

Construction  of  the  West  Valley  Dam  of 
South  Fork  Irrigation  District  in  Modoc 
County   has   been   completed. 

Pouring  of  concrete  on  the  enlargement 
of  O'Shaughncssy  Dam  of  tlie  city  of  San 
Francisco  in  Y'osemite  National  Park  is  pro- 
gressing. 

Work  is  under  way  at  both  Grant  Lake 
and  Long  Valley  dams  of  the  city  of  Los 
Angeles. 

Work  is  progressing  satisfactorily  at 
Cajalco  Dam  of  the  Meti-opolitan  Water 
District. 

Work  of  the  Los  Angeles  County  Flood 
Control  District  at  San  Gabriel  Dam  Num- 


|Twenty-eight] 


(October  19}  6)  California  Highways  and  Public  Works      ^ 


ber  One  and  at  Eaton  Wash  is  iiroceeding 
satisfactorily. 

Construction  of  Sliefiield  Dam  of  the  city 
of  Santa  Barbara  is  practically  completed 
and  work  is  well  along  on  Mono  Dam. 

Repairs  to  Lake  Hodges  Dam  of  the  city 
of  San  Diego  are  approximately  50  per  cent 
complete. 

Construction  of  Judson  Reservoir  Dam  in 
San  Diego  County  is  proceeding  satisfac- 
torily. 

The  usual  inspections  for  maintenance  and 
operation  are  being  made  in  addition  to 
those  necessary  on  the  construction  and  re- 
pair work. 


WATER   RIGHTS 


Supervision    of   Appropriafion   of    Water 

Thirty-two  applications  to  appropriate 
water  were  received  during  August.  12  were 
denied  and  19  approved.  Six  permits  were 
revoked  during  the  month  and  rights  under 
.5  permits  were  confirmed  by  issuance  of 
license. 

Since  our  last  report  projects  have  been 
inspected  preliminai-y  to  the  issuance  of  li- 
cense, or  orders  revoking  the  permits,  in 
Calaveras.  Amador.  Alpine,  El  Dorado, 
Placer,  Nevada,  Yuba.  Butte,  Sutter.  C^ilusa. 
Yolo  and  Sacramento  counties,  which  con- 
cludes the  field  work  for  this  season. 

Wafer  Distrihution 

Water  master  service  in  the  following  dis- 
tricts was  continued  throughout  the  month  : 
Owl,  Soldier,  Emerson,  Cedar,  Deep  and  Mill 
Creek  water  master  districts  (in  Surprise 
Valley,  Modoc  County)  New  Pine,  Davis  and 
Franklin  Creek  water  master  districts  (in 
Goose  Lake  Valley,  Modoc  County)  ;  South 
Fork  of  Pit  River,  Pine  Creek,  Hot  Springs 
Valley  and  Big  Valley  water  master  dis- 
tricts (in  Modoc  and  Lassen  counties)  ; 
Shasta  River  AVater  Ma.ster  District  (in 
Si-skiyou  County)  ;  Hat,  Burney  and  Cow 
Creek  water  master  districts  (in  Shasta 
County). 


SACRAMENTO  -  SAN      JOAQUIN 
WATER  SUPERVISION 


During  the  past  month,  the  activities  of 
this  office  have  been  that  of  cari-ying  on  the 
routine  detail  so  that  a  report  may  be  made 
at  the  end  of  the  irrigation  season  which 
will  show  the  amount  of  water  diverted  from 
and  returned  to  streams  in  the  Sacramento- 
San  Joaquin  territory.  It  will  also  show 
the  amount  of  land  irrigated ;  the  flow  in 
stream  channels  and  the  rate  of  advance 
and  retreat  of  salinity  in  the  Delta. 

The  stream  flow  has  passed  the  minimum 
stage  and  is  now  showing  a  marked  in- 
crease. Two  factors  contribute  to  this — - 
lessened  pumping  and  rice  field  drainage. 
Most  of  the  rice  is  now  being  drained  and 
in  some  areas  harvesting  has  actively  begun. 
Orchard  and  beans  are  the  main  crops  be- 
ing irrigated  at  present. 

The  salinity  at  the  Delta  stations  has  re- 
mained about  constant  during  the  month. 


CALIFORNIA    COOPERATIVE 
SNOW  SURVEYS 


work  to  be  done  next  winter.  All  agencies 
in  the  southern  end  of  the  San  Joaquin 
Valley  have  been  contacted,  inventories 
checked  over,  and  missing  items  of  equip- 
ment replaced. 

Three  new  snow  survey  courses  were  laid 
out  on  the  slopes  of  the  most  westerly  divide 
of  the  Sierra  in  Tulare  County.  One  of 
these,  on  the  headwaters  of  Deer  Creek, 
is  located  at  Dead  Horse  Meadow,  above 
Califoi-nia  Hot  Springs  and  the  other  two 
on  the  headwaters  of  Tule  River  are  at 
Quaking  Aspen  and  the  Old  Entei-prise  Mill 
site,  respectively,  the  former  being  above 
Camp  Nelson,  and  the  latter  in  the  vicinity 
of   Balch   Park. 

Rangers  of  the  Sequoia  National  Forest 
assisted  in  the  laying  out  of  these  courses 
and  arrangements  have  been  made  for  the 
men  of  the  Forest  Service  to  conduc-t  the 
necessary  winter  surveys  at  these  locations, 
as  well  as  at  several  otlier  stations  soon  to 
be  established  in  the  mountains  farther  north. 


TOPOGRAPHIC    MAPPING 


Progress  was  made  dtiring  August  on  field 
work  in  connection  with  the  Tobias  Peak 
Quadrangle  in  Tulare  and  Kern  counties 
and  the  Downieville  No.  1  Quadrangle  in 
Plumas  and  Sierra  counties  under  the  gen- 
eral  cooperative  mapping  program. 

Advance  sheets  of  Acton,  Boneyard  Can- 
yon, Camp  Baldy,  Camp  Bonita,  (i^amp  Rin- 
con,  Cima  Mesa,  La  Verne  and  Evy 
Canyon,  Mescal  Creek  and  Valyermo  Quad- 
rangles in  Los  Angeles  County  are  now 
available.  This  work  was  done  by  the 
United  States  Geological  Survey  in  coopera- 
tion with  the  county  of  Los  Angeles. 


WATER  RESOURCES 


During   the  past  month,  partial  arrange- 
ments have  been  made  for  the  snow  survey 


South  Coastal  Basin  Investigation 

Good  progress  has  been  made  in  the  field 
and  office  on  the  South  Coastal  Basin  Inves- 
tigation during  the  past  month. 

Water  supplies  of  four  proposed  prison 
sites  in  southern  California  have  been  in- 
vestigated and  reported  upon. 

San  Luis  Rey  River — San  Diego   County 

The  investigation  and  survey  of  San  Luis 
Rey  River  in  San  Diego  County  for  the 
purpose  of  securing  data  and  preparing 
plans  for  flood  control,  rectification  of  river 
channels  and  conservation  and  utilization  of 
the  waters  of  the  San  Luis  Rey  made  by 
the  Division  of  Water  Resources  in  coopera- 
tion witlv  WPA,  city  of  Oceanside, 
county  of  San  Diego  and  Carlsbad  Mutual 
Water  Company  have  been  completed  and 
a  report  on  the  results  of  the  survey  is 
now  in   course  of  preparation. 

Central   Valley  Project 

The  United  States  Bureau  of  Reclamation 
is  exerting  every  effort  to  complete  at  an 
early  date  the  preparation  of  plans  neces- 
sary for  starting  construction  on  the  initial 
units  of  the  project.  Preliminary  investiga- 
tions and  exploration  work  have  been  caiTied 
on  during  the  month  at  Kennett  and  Friant 
dam  sites  and  surveys  continued  along  the 
Contra  Costa  Conduit  and  Friant-Kern  Canal 
by  the  bureau.  Appraisers  are  in  the  field 
evaluating  lands  and  necessai-y  rights  of 
way  to  be  acquired.  The  Division  of  Water 
Resources  is  conducting  surveys  and  making 


Friant  Dam  Lake 
Will  Be  6  Miles 
Lons  By  2  Wide 

(Continued  from  page  17) 

age  capacity  of  450,000  acre-feet  and 
will  flood  an  area  of  4510  acres,  hav- 
ing a  length  of  six  miles  and  a  maxi- 
mum width  of  about  two  miles. 

Following  the  meeting  with  the 
Water  Project  Authority,  Mr.  Page 
and  a  large  number  of  guests  were 
entertained  at  a  dinner  at  the  Sutter 
Club  given  in  honor  of  the  acting  com- 
missioner by  the  Sacramento  Cham- 
ber of  Commerce. 

On  Wednesday,  September  23,  Mr. 
Page,  accompanied  by  Mr.  Young, 
the  State  Engineer,  and  members  of 
his  staff,  drove  by  automobile  to  Con- 
tra Costa  County  for  an  inspection  of 
the  Contra  Costa  County  conduit  and 
the  district  to  be  served  therefrom. 
Lunch  was  served  at  Los  ]\Iedanos 
Hotel,  Pittsburg,  attended  by  local 
representatives.  The  party  then  drove 
to  Fresno  by  the  West  Side  Highway, 
inspecting  irrigation  developments 
and  the  propo.sed  San  Joaquin  pump- 
ing system  of  the  project,  arriving  for 
dinner  at  the  Fresno  Hotel  that  eve- 
ning. 

Tlmrsday  morning,  September  2-4, 
the  party  inspected  Friant  Dam  and 
Friant-Kern  Canal  of  the  Friant  Di- 
vision of  the  project,  and  also  Pine 
Flat  Reservoir.  The  Fresno  Chamber 
of  Commerce  arranged  a  luncheon  at 
the  Californian  Hotel,  after  which 
the  party  proceeded  to  Navelencia, 
Orange  (T'ove,  and  thence  to  Lindsay 
for  dinner  and  a  night  meeting  with 
local  representatives  at  the  Mount 
Whitney  Hotel. 

Friday  morning,  September  25,  the 
acting  commissioner  and  his  party 
boarded  a  train  en  route  for  Los  An- 
geles. 


MILITARY  ROAD  MILEAGE  69,823 
Highways  classified  by  the  War  Depart- 
ment as  "military  priority  roads"  have 
reached  a  total  of  09,823  miles.  An  official 
map  issued  by  the  department  gives  first 
priority  designation  to  23,429  miles  of  high- 
way rated  of  prime  importance  from  the 
viewpoint  of  national  defense.  Second  prior- 
ity roads  total  32,230  miles,  and  third 
]irinrity  roads  14,l(i4  miles. 

investigations  ini  tlie  San  Joaquin  Valley 
preliminary  to  the  acquisition  of  properties 
and  water  rights  necessary  for  the  construc- 
tion of  the  project. 


California  Highways  and  Public  Works  (October  193 6) 


[Twenty-nine  1 


Highway  Bids  and  Awards  for  September,  1936 


COLUSA  COUNTT — Between  5.4  miles  west 
of  Williams  and  Williams,  about  5.4  miles 
to  be  widened,  surfaced  with  gravel  and  seal 
coat  applied.  District  III,  Route  15,  Section 
E.  Clausen-Embleton  Co.,  Albany,  $34,460  ; 
J.  A.  Casson,  Hayward,  $32,455  ;  Union  Pav- 
ing Co.,  San  Francisco,  $43,524;  Fredericksen 
&  Westbrook,  Lower  Lake,  $34,555.  Contract 
awarded  to  Hanrahan  Co.,  San  Francisco, 
$29,939. 

FRESNO  COUNTY — Between  Biola  Junc- 
tion and  Herndon,  3.9  miles  to  be  graded 
and  paved  with  asphalt  concrete  and  Port- 
land cement  concrete.  District  VI,  Route  4, 
Section  C.  United  Concrete  Pipe  Corp.,  Los 
Angeles,  $215,034.  Hanrahan  Co.,  San  Fran- 
cisco, $204,898.  Griffith  Co.,  Los  Angeles, 
$237,233.  Contract  awarded  to  Union  Paving 
Co.,  San  Francisco.  $196,576. 

FRESNO  COLTNTY — Bridge  across  Lone 
Tree  Channel,  13.8  miles  east  of  Fresno. 
District  VI,  Route  41,  Section  S.  Mid  State 
Const.  Co.,  Fresno,  $6,435.  Contract  awarded 
to  R.  R.  Bishop.  Long  Beach,   $6,085. 

FRESNO  COUNTY — Between  south  city 
limits  of  Fresno  and  Floral  Avenue.  About 
9.8  miles  crusher  run  base  borders  to  be  con- 
structed, nonskid  surface  treatment  to  exist- 
ing pavement  and  portion  of  borders  and 
road-mix  surface  treatment  to  shoulders. 
District  VI,  Route  125,  Section  B.  Hanra- 
han Company,  San  Francisco,  $52,512.  Con- 
tract awarded  to  L.  A.  Brisco,  Arroyo 
Grande,    $46,988.40. 

GLENN  COUNTY — Between  Artois  and 
Orland,  about  7.4  miles  graded  and  paved 
with  asphalt  concrete.  District  III.  Route  7, 
Sections  B,  C.  J.  A.  Casson,  Hayward,  $199,- 
813;  David  H.  Ryan,  San  Diego,  $191,858. 
Contract  awarded  to  Union  Paving  Co.,  San 
Francisco,    $186,585. 

HUMBOLDT  COUNTY — Repairs  to  exist- 
ing bridge  across  South  Fork  Trinity  River 
one  mile  west  of  Salyer.  District  I.  Route  20, 
Section  D.  E.  S.  Mackins,  Eureka,  $2,934. 
Contract  awarded  to  Mercer-Fraser  Co., 
Eureka,    $2,745. 

IMPERIAL  COUNTY — Liquid  asphalt  fur- 
nished and  applied  to  shoulders  and  road- 
sides, 32  miles,  between  Tritolium  Canal  and 
Imperial-Riverside  county  line.  District  XI, 
Route  26,  Section  B  C  D  E.  Morgan  Bros., 
$13,182;  Oilfields  Trucking  Co.,  $16,192; 
Paulsen  &  March,  $15,756  ;  Gilmore  Oil  Co., 
$15,163.  Contract  awarded  to  Square  Oil 
Company,    Los   Angeles,    $13,026. 

IMPERIAL  COUNTY — 7.6  miles  gravel 
surfacing  and  liquid  asphalt  furnished  and 
applied,  one  mile  east  of  Heber  and  three 
miles  east  of  Imperial.  District  XI,  Route 
201,  Section  A,  B.  V.  R.  Dennis  Constr.  Co., 
$20,959.  Contract  awarded  to  R.  E.  Hazard 
&  Sons,  San  Diego,   $14,865. 

INYO  COUNTY — Between  2  miles  east  of 
Lone  Pine  and  1  mile  east  of  Owens  River, 
about  1.7  miles  grading  and  road  mix  sur- 
facing and  timber  bridge.  District  IX,  Route 
127,  Section  C.  A.  S.  Vinnell  Co.,  Los  An- 
geles, $24,980  ;  Young  &  Son  Co.,  Ltd.,  Berke- 
ley, $32,475.  Contract  awarded  to  Basich 
Bros.,   Torrance,    $23,314.80. 

INYO  COUNTY. — Between  1.2  miles  north 
of  Lone  Pine  and  Big  Pine.  Portions,  18.6 
miles  surfaced  with  plant-mix  and  penetra- 
tion oil  treatment  of  shoulders.  District  IX, 
Route  23,  Sections  L,  M,  A,  B,  C.  A.  S.  Vin- 
nell Co.,  Los  Angeles,  $72,686;  C.  O.  Sparks 
&  Mundo  Eng.  Co.,  Los  Angeles,  $72,686. 
Contract  awarded  to  Oswald  Bros.,  Los  An- 
geles,  $64,890.20. 

INYO    COUNTY — Place    imported    borrow 


and  apply  road-mix  treatment  and  seal  coat 
to  about  0.9  mile.  Little  Lake  to  Cartago. 
District  IX,  Route  23,  Sections  G,  J.  Con- 
tract awarded  to  A.  S.  Vinnell  Co.,  Los  An- 
geles,  $10,225. 

INYO  COUNTY — Between  2.5  miles  and 
0.7  mile  south  of  Inyo-Mono  county  line,  1.7 
miles  graded  and  road-mix  surface  treatment 
and  seal  coat  applied.  District  IX,  Route  23, 
Section  F.  A.  S.  Vinnell  Co.,  Los  Angeles, 
$22,529.  Contract  awarded  to  Basich  Bros., 
Torrance,    $29,216.70. 

INYO  COUNTY— Between  4  miles  and  1.7 
miles  S.  of  Fist  Springs,  about  2.3  miles  to 
be  graded,  surfaced  with  salvaged  surfacing 
and  road-mix  surface  treatment  applied.  Dis- 
trict IX,  Route  23,  Section  B.  Oswald  Bros., 
Los  Angeles,  $49,323.  Contract  awarded  to 
Basich  Bros..  Torrance,  $43,555. 

KERN  COUNTY — Between  Bakersfield  and 
Mt.  View  school,  about  9  miles,  construct 
crusher  run  base  borders,  surface  roadbed 
with  plant-mix  and  apply  road-mix  surface 
treatment  to  the  shoulders.  District  VI, 
Route  58,  Sections  C,  A.  J.  A.  Casson,  Hay- 
ward, $89,225  ;  Oswald  Bros.,  Los  Angeles, 
$90,999;  Hanrahan  Co.,  San  Francisco,  $98,- 
701  ;  A.  S.  Vinnell  Co.,  Los  Angeles,  $84,962  ; 
Union  Paving  Co.,  San  Francisco,  $86,163. 
Contract  awarded  to  Griffith  Co.,  Los  Angeles, 
$84,420.80. 

KERN  COUNTY — Between  Grove  Street 
in  Bakersfield  and  11.7  miles  south,  grading 
and  paving  with  asphalt  concrete.  District 
VI,  Route  4,  Section  C  &  Bkd.  Southern 
California  Roads  Co.,  Los  Angeles,  $310,436; 

V.  R.  Dennis  Const.  Co.,  San  Diego,  $289,- 
270;  Union  Paving  Co.,  San  Francisco,  $284,- 
339  ;  David  H.  Ryan,  San  Diego,  $282,055  ; 
Gogo  &  Rados,  Los  Angeles,  $265,600; 
Basich  Bros.,  Torrance,  $305,585  ;  United 
Cone.  Pipe  Corp.,  Los  Angeles,  $251,152. 
Contract  awarded  to  Griffith  Co.,  Los  An- 
geles,   $245,578.20. 

KINGS  COUNTY — Between  Route  10  and 
Hub,  about  6  miles  crusher  run  base  borders 
to  be  constructed,  plant  mixed  surfacing  and 
road    mi.xed    surface    on    shoulders.      District 

VI,  Route  125,  Section  E.  Hanrahan  Com- 
pany, San  Francisco,  $38,455.  Contract 
awarded  to  Leo  F.  Piazza,  San  Jose,  $36,- 
471.50. 

KINGS  COUNTY — Timber  bridge  east 
branch  Cross  Creek,  two  miles  east  of  Cor- 
coran. District  VI,  Route  135,  Section  B. 
R.  Hodgreson  &  Sons,  Porterville,  $7,022  ; 
Wlm.  C.  Horn  Co.,  Pomona,  $8,353  ;  Peter  J. 
McHugh,  Sacramento,  $8,735  ;  Mid  State 
Const.  Co.,  Fresno,  $7,285.  Contract  awarded 
to  F.  O.  Bohnett  Co.,  Campbell,  Calif., 
$7,010. 

LASSEN  COUNTY — Between  Termo  and 
Madeline,  14.2  miles  to  be  graded.  District 
II,  Route  73,  Section  F.  Fredericksen  & 
Westbrook,  Lower  Lake,  $32,032  ;  Louis  Bia- 
sotti  &  Son  and  Claude  C.  Wood,  Stockton, 
$36,895;  Dunn  &  Baker,  Klamath  Falls, 
Ore.,  $38,324  ;  Harms  Bros.,  Doyle,  $38,995  ; 
Hemstreet  &  Bell,  Marysville,  $41,703  ;  Dan- 
iel Bayles,  Biggs,  $41,929  ;  Dodge  Construc- 
tion, Inc.,  Fallon,  Nev.,  $48,488  ;  Isbell  Con- 
struction Co.,  Reno,  Nevada,  $55,917  ;  Union 
Paving  Co.,  San  Francisco,  $84,809.  Con- 
tract awarded  to  Poulson  &  McEwen,  Sac- 
ramento,   $30,247.80. 

LOS  ANGELES  COUNT  Y— Sepulveda 
Boulevard  from  Lincoln  Boulevard  (Rte.  60) 
to  Centinela  Avenue  (Rte.  164),  about  3.1 
miles  graded  and  paved  with  Portland 
cement  concrete.  District  VII,  Route  158, 
Section  L.A.,   B.      Basich  Bros.,  Los  Angeles, 


$258,151;  Grifl^ith  Co.,  Los  Angeles,  $225,761; 
J.  E.  Haddock  Co.,  Ltd.,  Pasadena,  $254,- 
545  ;  United  Cone.  Pipe  Co.,  Los  Angeles, 
$234,377  ;  Oswald  Bros.,  Los  Angeles,  $236,- 
510.  Contract  awarded  to  Matich  Bros., 
Blsinore,  $218,501.80. 

LOS  AJ^GELES  COUNTY — A  reinforced 
concrete  girder  bridge  across  Los  Angeles 
River  at  Atlantic  Avenue,  about  7  miles 
north  of  Long  Beach,  consisting  of  thirteen 
64-ft.  spans  and  two  IS-ft.  cantilever  spans 
on  concrete  piers  with  pile  foundations. 
District  VII,  Route  167,  Section  A.  C.  W. 
Caletti  &  Co.,  San  Rafael,  $215,202  ;  R.  R. 
Bishop,  Long  Beach  $189,960;  Sharp  &  Fel- 
lows Contg.  Co.,  Los  Angeles,  $186,417  ; 
Shofner  &  Gordon,  Los  Angeles,  $237,051 ; 
Byerts  &  Dunn,  Los  Angeles,  $190,900;  John 
Strona,  Pomona,  $174,784  ;  Carlo  Bongio- 
vanni  Const.  Co.,  Los  Angeles,  $188,695. 
Contract  awarded  to  J.  F.  Knapp,  Oakland, 
$159,968. 

LOS  ANGELES  COUNTY — B  e  t  w  e  e  n 
Azusa  and  Claremont,  about  8  miles  graded 
and  paved  with  asphalt  concrete.  District 
VII,  Route  9,  Section  LA  9-H-I-J-LVn-C, 
Cla.  W.  E.  Hall  Co..  Alhambra,  $114,858  ; 
George  Herz  Co.,  San  Bernardino,  $116,464  ; 
Griffith  Co.,  Los  Angeles,  $113,351  ;  United 
Concrete  Pipe  Corp.,  Los  Angeles,  $125,248  ; 
Oswald  Bros.,  Los  Angeles,  $116,427.  Con- 
tract awarded  to  Geo.  R.  Curtis  Paving  Co., 
Los  Angeles,   $107,283.35. 

LOS  ANGELES  COUNTY— B  e  t  w  e  e  n 
Polyhi  Court  and  Stanley  Avenue,  1.2  miles 
graded  and  paved  with  asphalt.  District 
VII,  Route  60,  Section  L.  Bch.  Sig.H.  Grif- 
fith Co.,  Los  Angeles,  $145,012;  United  Con- 
crete Pipe  Corp.,  Los  Angeles,  $146,211  ;  Os- 
wald Bros.,  Los  Angeles,  $133,462.  Con- 
tract awarded  to  SuIIy-Miller  Cont.  Co., 
Long   Beach,    $129,722.50. 

LOS  ANGELES  COUNTY — Between  Brea 
and  Pomona,  about  6.5  miles  pavement 
borders  of  plant-mixed  surfacing  to  be  con- 
structed. District  VII,  Route  1.9,  Section  B. 
Southwest  Pave.  Co.,  Roscoe,  $16,887;  Geo. 
R  Cui-tis  Pave.  Co.,  Los  Angeles,  $23,608  ; 
Griffith  Co.,  Los  Angeles,  $21,145  ;  Oswald 
Bros.,  Los  Angeles,  $18,421.  Contract 
awarded  to  Sander  Pearson,  Santa  Monica, 
$15,501.20. 

LOS  ANGELES  COUNTY— Washington 
Boulevard,  between  Spence  Street  and  Dow- 
ney Road,  about  0.3  mile  graded  and  paved 
vv-ith  Portland  cement  concrete,  asphalt  con- 
crete and  bituminous  macadam  armor  coat 
on  selected  material  base.  District  VII, 
Route  Feeder  Road.  Griffith  Company,  Los 
Angeles,  $77,226  ;  C.  O.  Sparks  &  Mundo 
Engineering  Co.,  Los  Angeles,  $76,267  ; 
Southern  California  Roads  Co.,  Los  Angeles, 
$78,887  ;  R.  E.  Campbell,  Los  Angeles,  $76,- 
218.  Contract  awarded  to  C.  F.  Robbins,  Los 
Angeles,   $71,434.05. 

LOS  ANGELES  COUNTY — Between  Mon- 
terey Park  and  Pomona,  18.7  miles  Portland 
cement  concrete  pavement  widening  to  be 
placed.  District  VII,  Route  26,  Sections  A,  B. 
Mte,  B,  W  Cov  &  C.  Gogo  and  Rados,  Los 
Angeles,  $274,750;  David  H.  Ryan,  San  Diego, 
$261,021;  United  Concrete  Pipe  Corp.,  Los 
Angeles,  $294,639  ;  Oswald  Bros.,  Los  An- 
geles, $267,670  ;  J.  B.  Haddock,  Ltd.,  Pasa- 
dena, $288,422  ;  Basich  Bros.,  Torrance,  $283,- 
576.  Contract  awarded  to  Griffith  Co.,  Los 
Angeles,    $249,803. 

LOS  ANGELES  COUNTY — Between  Route 
19  and  Anaheim-Spadra  Road,  0.5  mile 
graded  and  paved  with  Portland  cement  con- 
crete. District  VII,  Route  172,  Section  C. 
Griffith    Co.,    Los    Angeles,    $32,045  ;    Dimmitt 


[Thirty] 


(October  }9i6) 


California  Highways  and  Public  Works 


&  Taylor,  Los  Angeles,  528,865  ;  Sander 
Pearson,  Santa  Monica,  $28,650.  Contract 
awarded  to  C.  R.  Butterfleld,  San  Pedro, 
$21,951.50. 

LOS  ANGELES  COUNTY — A  reinforced 
concrete  girder  bridge  across  San  Gabriel 
River  3  miles  north  of  Santa  Fe  Springs,  con- 
sisting of  six  63'  spans  and  two  22'  canti- 
levers and  0.39  mile  of  approach  to  be  graded 
and  paved  with  Portland  cement  concrete  and 
plant-mixed  surfacing.  District  VII,  Route 
166,  Section  A.  T.  A.  Allen  Const.  Co.,  Los 
Angeles,  $112,475.  J.  F.  Knapp,  Oakland, 
$119,882.  D.  W.  Thurston,  Los  Angeles, 
$156,394.  J.  E.  Haddock,  Ltd.,  Pasadena, 
$117,325.  Contract  awarded  to  John  Strona, 
Pomona,  $108,890.75. 

LOS  ANGELES  COUNTY — F  i  r  e  s  t  o  n  e 
Boulevard  through  Downey,  about  0.9  mile 
existing  roadbed  to  be  widened  and  widen- 
ing strips  of  P.  C.  C.  and  plant-mixed  sur- 
facing to  be  placed.  District  VII,  Route  174, 
Section  B.  Gogo  &  Rados,  Los  Angeles, 
$83,491;  Griffith  Co.,  Los  Angeles,  $80,869; 
Geo.  R.  Curtis  Paving  Co.,  Los  Angeles, 
$87,661  ;  United  Concrete  Pipe  Corp.,  Los 
Angeles,  $98,152;  Oswald  Bros.,  Los  Angeles, 
$83,173.  Contract  awarded  to  Sander  Pear- 
son,   Santa  Monica,   $69,950.75. 

MADERA  COUNTY — Between  0.6  miles 
and  7.9  miles  north  of  Madera,  about  7.3 
miles  constructing  borders  of  plant-mix  sur- 
facing and  applying  road-mix  surface  treat- 
ment to  shoulders.  District  VI,  Route  4, 
Section  B.  Leo  F.  Piazza,  San  Jose,  $32,- 
461  ;  Union  Paving  Co.,  San  Francisco, 
$37,210.  Contract  awarded  to  Hanrahan  Co., 
San   Francisco,    $31,385. 

MERCED  COUNTY — Between  Los  Bancs 
and  10.5  miles  E.,  10.5  miles  to  be  graded 
with  crusher  run  base  and  surfaced  with 
plant  mix.  District  X,  Route  32,  Section  C. 
Union  Paving  Co.,  San  Francisco,  $226,722. 
United  Concrete  Pipe  Corp.,  Los  Angeles, 
$249,759.  Contract  awarded  to  Louis  Biasotti 
&  Son  and  Claude  C.  Wood,  Stockton,  $222,- 
557.50. 

MONO  COUNTY — Between  Convict  Creek 
and  Antelope  Valley,  about  46.7  miles,  apply 
seal  coat.  District  IX,  Route  23,  Sections  D, 
E,  F,  G,  H,  and  K.  Oilfields  Trucking  Co., 
Bakersfield,  $27,606.  Contract  awarded  to 
A.    S.    Vinnell    Co.,    Los    Angeles,    $25,773.15. 

MONO  COUNTY — Between  Bridgeport 
and  2.4  miles  northerly,  2.4  miles  to  be 
graded.  District  IX,  Route  96,  Section  A. 
Isbell  Construction  Co.,  Reno,  Nevada,  $13,- 
833  ;  Basich  Brothers,  Torrance,  $14,040. 
Contract  awarded  to  C.  A.  Baker,  North 
Sacramento,    $8,358.40. 

MONTEREY  COUNTY  —  Between  San 
Ardo  and  King  City,  about  5.8  miles  retread 
surfacing  on  portions  and  seal  coat  applied 
to  portions.  District  V,  Route  2,  Sections 
G,  F.  L.  A.  Brisco,  Arroyo  Grande,  $20,329. 
Contract  awarded  to  Granite  Construction 
Co.,  Watsonville,  $18,646. 

MONTEREY  COUNTY  —  Between  Big 
Creek  and  Anderson  Canyon,  about  7.1  miles, 
penetration  oil  treatment  to  existing  roadbed. 
District  V,  Route  56,  Section  D.  A.  E.  Garcia, 
Jr.,  Irvington,  $7,158;  L.  A.  Brisco,  Arroyo 
Grande,  $5,071  ;  Treslau  Bros.,  Berkeley, 
$7,417.  Contract  awarded  to  Oilfields  Truck- 
ing Co.,  Bakersfield,  $4,881.75. 

MONTEREY  COUNTY — Between  Gon- 
zales and  Chualar  and  between  Hilltown  and 
Monterey,  about  20.1  miles,  shoulders  treated 
with  liquid  asphalt.  District  V,  Route  2,  117, 
Section  C.  A.  Oilfields  Trucking  Co.,  Bakers- 
field,  $11,064  ;  L.  A.  Brisco,  Arroyo  Grande, 
$10,779  ;  Granite  Constr.  Co.,  Ltd.,  Watson- 
ville, $11,724;  A.  E.  Garcia,  Jr.,  Irvington, 
$11,519.  Contract  awarded  to  Albert  J. 
Raisch,   San  Jose,    $10,566. 

NAPA  COUNTY — Maintenance  station 
buildings  and  appurtenances.  District  IV, 
Route  49,  Section  B.  John  E.  Branagh,  Pied- 
mont, $12,489;  Empire  Construction  Co., 
Ltd.,  San  Francisco,  $11,777;  Central  Cali- 
fornia Construction  Co.,  Inc.,  San  Francisco, 


$12,748  ;  Fred  J.  Early,  Jr.,  San  Francisco, 
$14,067.  Contract  awarded  to  C.  G.  Langum, 
Napa,    $10,889. 

ORANGE  COUNTY — Reinforced  concrete 
bridge  across  Santa  Ana  River,  on  Bolsa 
Avenue,  2.3  miles  west  of  Santa  Ana,  consist- 
ing of  seven  57'  girder  spans  and  two  19' 
end  Sloans  on  concrete  piers  and  approxi- 
mately 20  miles  of  grading  and  plant-mixed 
surfacing.  Griffith  Co.,  Los  Angeles,  $67,161  ; 
Carlo  Bongiovanni  Const.  Co.,  Los  Angeles, 
$69,700.  Contract  awarded  to  J.  F.  Knapp, 
Oakland,  $62,235.50. 

ORANGE  COUNTY — On  Ocean  Ave.  at 
Santa  Ana  River,  0.5  miles,  a  reinforced 
concrete  girder  bridge,  thirteen  44'  6"  spans 
and  two  16'  end  cantilevers  on  concrete  bents 
to  be  constructed  and  approaches  to  be  graded 
and  surfaced  with  plant  mix.  District  VII, 
Route  17  9,  Section  A.  Griffith  Co.,  Los 
Angeles,  $76,818.  Bates  and  Rogers  Const. 
Co.,  San  Francisco,  $78,812.  Byerts  and 
Dunn,  Los  Angeles,  $71,841.  R.  R.  Bishop, 
Long  Beach,  $74,950.  Donald  Atkinson,  San 
Francisco,  $72,242.  Contract  awarded  to 
J.  F.  Knapp,  Oakland,  $66,575. 

ORANGE  COUNTY — Between  Newport 
Beach  and  Laguna  Beach,  about  8.9  miles 
graded  and  paved  with  Portland  cement  con- 
crete. District  VII,  Route  60,  Section  Npt. 
B  &  B.  Gogo  and  Rados,  Los  Angeles,  $173,- 
270;  Griffith  Co.,  Los  Angeles,  $180,148; 
Oswald  Bros..  Los  Angeles,  $191,206.  Con- 
tract awarded  to  Geo.  R.  Curtis  Paving  Co., 
Los  Angeles,   $172,176.40. 

RIVERSIDE  COUNTY — Between  Edom 
and  Riverside-Imperial  County  line,  liquid 
asphalt  furnished  and  applied  to  shoulders, 
about  32  miles.  District  XI,  Route  26,  Sec- 
tions E,  F,  G.  Paulsen  &  March,  $6,736  ; 
Morgan  Bros.,  $6,259  ;  Gilmore  Oil  Co., 
$6,359.  Contract  awarded  to  Square  Oil  Co., 
Los  Angeles,  $5,747.50. 

RIVERSIDE  COUNTY — Desert  Center  to 
Blythe,  liquid  asphalt  to  be  furnished  and 
applied  to  47.2  miles.  District  XI,  Route  64, 
Section  C,  D.  &  E.  Lamb  Transfer  Co.,  $16,- 
548;  Paulsen  &  March,  $15,330;  Square  Oil 
Co.,  $14,700;  Morgan  Bros.,  $14,980.  Con- 
tract awarded  to  Regal  Oil  Co.,  Long  Beach, 
$13,930. 

SACRAMENTO  C  O  U  N  T  T— Between  H 
Street  subway  and  Auburn  Boulevard,  1.2 
mile  to  be  surfaced  with  bituminous  treated 
surfacing  (plant-mixed)  and  4.1  miles  to  be 
surfaced  with  crusher  run  base.  District 
III,  Route  98,  Section  A.  Heafey-Moore 
Co.,  Oakland,  $61,445  ;  A.  Teichert  &  Son, 
Inc.,  Sacramento,  $65,760  ;  Geo.  Pollock 
Company,  Sacramento,  $63,795.  Contract 
awarded  to  J.   A.  Casson,  Hayward,   $59,065. 

SACRAMENTO,  PLACER,  YUBA,  SUT- 
TER, BUTTE,  YOLO,  COLUSA,  GLENN, 
EL  DORADO  and  NEVADA  COUNTIES— 
At  various  locations,  about  425  miles  of  traf- 
fic striping.  District  III,  various  routes  and 
sections.  S.  A.  Cummings,  San  Diego,  $2,762. 
Contract  awarded  to  Al  W.  Simmonds,  Sac- 
ramento,  $2,470. 

SAN  BENITO,  MONTEREY,  SAN  LUIS 
OBISPO,  SAN  BERNARDINO  COUNTIES 
— Traffic  stripe  at  various  locations.  Dis- 
trict V,  Route,  various.  Al.  W.  Simmonds, 
Sacramento,  $4,296  ;  D.  I.  Ansite,  Inglewood, 
$4,604.  Contract  awarded  to  S.  A.  Cum- 
mings,  San   Diego,   $3,874.50. 

SAN  BERNARDINO  COUNTY  —  Steel 
stringer  bridge  with  concrete  deck  across 
Chino  drainage  canal  about  4  miles  south  of 
Pomona,  to  be  constructed  and  0.27  miles 
roadway  graded  and  road  mix  surface  treat- 
ment. District  VII,  Route  77,  Section  A. 
Dimmitt  &  Taylor,  Los  Angeles,  $32,379  ;  V. 
R.  Dennis  Const.  Co.,  San  Diego,  $40,290  ;  John 
Strona.  Pomona,  $36,644.  Contract  awarded 
to  C.  F.  Robbins,  Los  Angeles,  $32,269.25. 

SAN  BERNARDINO  COUNTY— In  San 
Bernardino  County  between  Yermo  and 
Baker,  about  11.6  miles,  asphaltic  emulsion 
furnished  and  applied  for  20  foot  average 
width.      District   VIII,    Route    31,    Sections   H 


and  J.  Square  Oil  Co.,  Los  Angeles,  $2,090  ; 
American  Bitumuls  Co.,  Los  Angeles,  $2,280  : 
Lambs  Transfer  Co.,  Long  Beach,  $2,100 ; 
Paulsen  &  March,  Inc.,  Los  Angeles,  $2,185. 
Contract  awarded  to  Gilmore  Oil  Co.,  Los 
Angeles,   $1,914.25. 

SAN  DIEGO-IMPERIAL  COUNTIES — At 
various  locations  between  2  miles  east  of 
Alpine  and  0.2  mile  east  of  the  San  Diego- 
Imperial  County  line,  about  8.4  miles;  plant- 
mix  surfacing  of  existing  pavement,  con- 
structing shoulders  and  applying  road-mix 
surface  treatment.  Daley  Corp.,  San  Diego, 
$72,569  ;  V.  R.  Dennis  Cons.  Co.,  San  Diego, 
$76,805.  Contract  awarded  to  R.  E.  Hazard 
&  Co.,  San  Diego,  $67,812. 

SAN  DIEGO  COUNTY — North  city  limits 
of  San  Diego  to  Linda  Vista  Road,  liquid 
asphalt  furnished,  applied  to  shoulders,  about 
7.1  miles.  District  XI,  Route  77,  Section  A. 
Morgan  Bros.,  Huntington  Beach,  $2,824 ; 
Paulsen  &  March,  Los  Angeles,  $2,532.  Con- 
tract awarded  to  Regal  Oil  Company,  Long 
Beach,  $2,309.50. 

SAN  DIEGO  COUNTY — On  El  Cajon  Ave- 
nue in  San  Diego,  from  Texas  Street  to 
Euclid  Avenue,  2.7  miles  graded  and  paved 
with  Portland  cement  concrete.  V.  R.  Den- 
nis Construction  Co.,  San  Diego,  $299,973  ; 
Griffith  Co.,  Los  Angeles,  $304,929  ;  Basich 
Bros.,  Torrance,  $285,390.  Contract  awarded 
to  Daley  Corporation,  San  Diego,  $283,922.45. 

SAN  MATEO  COUNTY— Between  Menlo 
Country  Club  and  Woodside,  1.3  miles  to  be 
graded  with  crusher  run  base  and  surfaced 
with  bituminous  macadam.  District  IV, 
Route  107,  Section  A.  Hanrahan  Co.,  San 
Francisco,  $82,861.  Piombo  Brothers  &  Co., 
San  Francisco,  $68,959.  Fredericksen  and 
Westbrook,  Lower  Lake,  $66,585.  Contract 
awarded  to  Union  Paving  Co.,  San  Francisco, 
$64,869.80. 

SANTA  BARBARA  COUNTY — Between 
Puente  Drive  and  Maria  Ygnacio  Creek, 
about  1.4  miles,  removal  and  disposal  of  trees. 
District  V,  Route  2,  Section  K.  The  Gillum 
Co.,  Summerland,  $6,165.  Contract  awarded 
to  L.  A.  Brisco,  Arroyo  Grande,  $4,940. 

SANTA  BARBARA  COUNTY — Between 
Las  Cruces  and  Lompoc  and  between  Zaca 
and  Painted  Caves  Road,  about  43.8  miles, 
portions  of  existing  pavement  to  be  surfaced 
with  plant  mi.x  and  seal  coat  applied  to  ex- 
ing  pavement  and  new  surfacing.  District 
V,  Route  56  and  SO,  Section  A  B  and  ABC. 
J.  A.  Casson,  Hayward,  $44,928.  Contract 
awarded  Heafey-Moore  Co.,  Oakland,  $44,- 
899. 

SANTA  CLARA  COUNTY — Between  Ag- 
new  Underpass  and  San  Jose,  about  3.0  miles 
to  be  graded  and  paved  with  Portland 
cement  concrete.  District  IV,  Route  68,  Sec- 
tion B.  Union  Paving  Co.,  San  Francisco, 
$263,933  ;  Fredericksen  &  Westbrook,  Lower 
Lake,  $267,808  ;  Basich  Bros.,  Torrance, 
$243,920;  Hanrahan  Co.,  San  Francisco, 
$301,510.  Contract  awarded  to  A.  J.  Raisch 
&  Earl  W.  Heple,  San  Jose,   $225,112.45. 

SANTA  CLARA  COUNTY — Between  San 
Jose  and  Coyote,  10.4  miles,  to  be  graded 
and  paved  with  asphalt  concrete.  District 
IV,  Route  2,  Section  B.  David  H.  Ryan,  San 
Diego,  $307,364  ;  A.  Teichert  &  Son,  Inc., 
Sacramento,  $343,072.50;  A.  J.  Raisch,  San 
Jose,  $318,247  ;  Basich  Brothers,  Torrance, 
$299,433  ;  Union  Paving  Co.,  San  Francisco, 
$293,525  ;  Hanrahan  Company,  San  Fran- 
cisco, $273,611.  Contract  awarded  to  Jones 
&    King,    Hayward,    $253,494. 

SANTA  CLARA  COUNTY — Between  State 
Route  68  and  the  north  city  limits  of  San 
Jose,  about  1.2  miles  graded  and  road-mi.x 
surface  treatment  applied.  District  IV, 
Route  Feeder  Road.  J.  A.  Casson,  Hayward, 
$67,968  ;  Fredericksen  &  Westbrook,  Lower 
Lake,  $73,374  ;  Basich  Brothers,  Torrance, 
$62,657  ;  Earl  W.  Heple,  San  Jose,  $62,976  ; 
Hanrahan  Co.,  San  Francisco,  $89,515;  Union 
Paving  Co.,  San  Francisco,  $71,442.  Con- 
tract awarded  to  A.  J.  Raisch  Co.,  San  Jose, 
$42,808. 


California  Hightvays  and  Public  Works  (October  19}  6) 


[Thirty-one] 


SANTA  CLARA  COUNTY — Five  bridges 
across  Guadalupe  River  and  overflow  clian- 
nels  about  3  miles  north  of  San  Jose,  District 
IV,  Route  68,  Section  B.  A.  J.  Raisch  Co., 
San  Jose,  $57,942;  F.  O.  Bohnett  Co.,  Camp- 
bell, $59,572  :  Earl  W.  Heple,  San  Jose,  $58,- 
548  ;  Carl  N.  Swenson  Co.,  San  Jose,  $59,042  , 
Heafey-Moore  Co..  Oakland,  $60,362  ;  Lind- 
gren  &  Swinerton,  Inc..  Oakland,  $63,796  ; 
McManus  &  Chick,  Berkeley,  $64,393;  Bunde- 
sen  &  Lauritzen  &  Delta  Dredging  Co.,  Pitts- 
burg, $66,273  ;  A.  Soda  &  Son,  Oakland, 
$66,476  ;  M.  B.  McGowan,  Inc.,  San  Fran- 
cisco, $08,433.  Contract  awarded  to  Rocca 
&  Co.,  San  Rafael,  $55,917. 

SANTA  CRUZ  COUNTY — Between  Dav- 
enport and  Santa  Cruz-San  Mateo  county 
line,  a  bridge  across  Scott  Creek  and  a  cul- 
vert across  Mill  Creek.  District  IV,  Route 
56,  Section  C.  Peter  J.  McHugh,  Sacra- 
mento, $11,819;  A.  Soda  &  Son,  Oakland, 
$11,773;  F.  O.  Bohnett  Co.,  Campbell,  $11,- 
568.  Contract  awarded  to  Earl  W.  Heple, 
San  Jose,    $11,248.50. 

SHASTA  COUNTY — Between  Shasta  and 
Redding,  about  4.7  miles  graded  and  surfaced 
with  crusher  run  base  and  plant-mix.  Dis- 
trict II,  Route  20,  Section  B.  Hemstreet  & 
Bell,  Marvsville,  $191,271  ;  Louis  Biasotto  & 
Son,  Stockton,  $206,663  ;  George  Pollock 
Company,  Sacramento,  $229,319  ;  Union  Pav- 
ing Co.,  San  Francisco,  $248,804  ;  P.  L. 
Crooks  &  Co.,  Inc.,  Portland,  $198,778;  Guy 
F.  Atkinson  Company,  San  Francisco,  $243,- 
402  ;  A.  Teichert  &  Son,  Inc.,  Sacramento, 
$177,891.  Contract  awarded  to  D.  McDonald, 
Sacramento,  $163,019.60. 

SOLANO  COUNTY — Between  Denverton 
and  Rio  Vista.  Widening  about  11.9  miles 
existing  roadbed,  placing  untreated  crushed 
gravel  or  stone  borders  and  armor  coating. 
District  X,  Route  53,  Section  B.  D.  Mc- 
Donald, Sacramento,  $94,481;  Heafy-Moore 
Co.,  Oakland,  $85,630;  Pacific  States  Con- 
struction Co.,  San  Francisco,  $86,253  ;  A.  G. 
Raisch,  San  Francisco,  $76,713;  Jones  and 
King,  Hayward,  $77,758.  Contract  awarded 
to  L.  C.  Seidel,  Oakland,   $72,459. 

TULARE  COUNTY — Between  0.4  and  0.7 
miles  north  of  Elda  school,  bridge  and  grad- 
ing. District  VI,  Route  129,  Section  F.  Con- 
tract awarded  to  Rexroth  &  Rexroth,  Bakers- 
field,    $12,4SS. 

TULARE  COUNTY — Between  Kingsburg 
and  12.2  miles  southerly,  and  between  0.6 
miles  and  2.4  miles  south  of  Goshen  Subway, 
about  13.8  miles.  Constructing  borders  of 
plant-mixed  surfacing  and  applying  road-mix 
treatment  to  shoulders.  District  VI,  Route 
4,  Section  E,  F.  Union  Paving  Co.,  San 
Francisco,  $63,637.  Contract  awarded  to 
Hanrahan   Co.,   San  Francisco,    $53,448. 

TULARE  COUNTY — Between  13  mile  and 
2 J  mile  east  of  Porterville,  0.4  4  mile  to  be 
graded,  road-mix  surface  treatment  applied 
and  constructing  a  timber  bridge  with  con- 
crete deck.  District  VI,  Route  127,  Section 
B.  Peter  J.  McHugh,  Sacramento,  $17,389. 
Contract  awarded  to  N.  M.  Ball  Sons,  Berke- 
ley. 

TULARE  COUNTY — Between  Olive  School 
and  one-fourth  mile  east,  reinforced  concrete 
bridge,  grading,  road-mix  surface  treatment. 
District  VI,  Route  127,  Section  A.  R.  R. 
Bishop,  Long  Beach,  $10,070;  R.  Hodgeson 
&  Sons,  Porterville,  $9,625  ;  N.  M.  Ball  Sons, 
Berkeley,  $8,214.  Contract  awarded  to 
Peter  J.  McHugh,  Sacramento,  $8,012.50. 

VENTURA  COUNTY — At  Teague-McKev- 
ett  Crossing,  about  one-half  mile  east  of 
Santa  Paula,  0.3  miles  to  be  graded  and 
surfaced  with  plant  mix.  District  VII,  Route 
79,  Section  B.  Southwest  Paving  Co.,  Roscoe, 
$12,881.  A.  S.  Vinnell  Co.,  Los  Angeles, 
$13,114.  Kovacevich  and  Price,  Inc.,  South 
(!ate,  $14,418.  Oswald  Bros.,  Los  Angeles, 
$16,347.  Contract  awarded  to  Dimmitt  and 
Taylor,   Los  Angeles,   $11,447.60. 

VENTURA  COUNTY — One  bridge  across 
Todd  Barranca,  and  one  across  Hopper 
Creek,  both  with  approaches,  at  points  8.5 
and  27.7  miles  east  of  junction  with  Route  2. 


Don't  Cross  Double 
Lines—They  Are 
Your  Protection 

California's  Highway  Patrol 
is  g:iving  special  attention  these 
days  to  motorists  who  cross  the 
painted  double  lines  on  the 
highways.  It  is  a  point  that 
should  be  stressed  the  year 
around. 

Because  there  is  some  leeway 
for  the  motorist  who  becomes 
stymied  on  a  grade,  curve  or 
hillside  the  tendency  is  to 
abuse  that  privilege.  Any  Sun- 
day driver  is  aware  of  many 
violations  in  the  course  of  a 
typical  afternoon. 

The  double  lines  are  placed 
at  certain  places  on  the  high- 
ways where  engineers,  after 
careful  study,  have  decided 
that  unusual  traffic  hazards  ex- 
ist. It  is  unlawful  to  cross  the 
lines  at  any  time  unless  it  can 
be  seen  that  the  highway 
ahead  is  entirely  free  of  traffic. 
Where  the  lines  are  painted  on 
hills  or  blind  curves,  motorists 
are  allowed  to  cross  over  after 
the  brow  of  the  hill  is  reached 
and  the  oncoming  traffic  can 
be  seen  and  on  curves  where 
the  view  is  unobstructed  and 
the  highway  is  clear  of  ap- 
proaching cars. 

The  safest  plan,  however,  is 
to  stay  on  the  right  hand  side 
of  the  double  lines  until  you 
are  out  of  the  danger  zone  so 
designated.  The  lines  were 
placed  there  for  your  protec- 
tion, not  for  your  annoyance, 
as  you  may  sometimes  think. 
Chiseling  drivers,  to  whom  the 
lines  mean  nothing,  should  be 
arrested  on  sight.  The  con- 
scientious motorist  has  had  his 
attention  called  to  the  danger 
of  the  restricted  areas  by  the 
announcement  of  the  highway 
police.  He  will  willingly  co- 
operate.— Exchange. 


District  VII,  Route  79,  Section  A-C.  R.  E. 
Campbell,  Long  Beach,  $71,259.  Contract 
awarded  to  Fv.  R.  Bishop,  Long  Beach,  $53,177. 
YOLO  COUNTY — Between  Putah  Creek 
and  Davis,  about  4.3  miles  armor  coat.  Dis- 
trict III,  Route  6,  7,  Section  A,  A.  Claud  C. 
Wood,  Stockton,  $13,160;  Heafey-Moore  Co.. 
Oakland,  $11,128  ;  E.  A.  Forbes,  San  Anselmo, 
$10,610.  Contract  awarded  to  E.  F.  Milliard, 
Sacramento,    $9,750. 


Most  Accidents 
Due  to  Drivers 
or  Pedestrians 

EHNEST  Lieberman,  chief  engi- 
neer for  the  Illinois  Division 
of  Highways,  exonerated  high- 
way design  for  the  largest  slice  of  re- 
sponsibility for  traffic  accidents  in 
rural  areas  and  tos.sed  it  into  the  laps 
of  motorists  and  rural  highway  pedes- 
trians, in  an  address  at  the  recent 
National  Safety  Council  Congi-ess  in 
Atlantic  City.  ~ 


LACK  OP  STATISTICS 

"Only  recently,"  Lieberman  said, 
"have  ample  statistics  permitted 
authorities  to  give  to  the  accident  situ- 
ation on  rural  highways  the  attention 
it  deserves.  Previous  lack  of  statis- 
tics prevented  realization  of  the  seri- 
ousness of  the  problem,  as  compared 
with  traffic  accident  frequency  in 
cities." 

Lieberman  said  that  during  the 
first  eiglit  months  of  1936  about  one- 
third  of  all  traffic  accident  deaths  oc- 
curred in  "strictly  rural  areas"  and 
pointed  out  that  in  1935  about  two- 
thirds  or  25,000  of  the  37,000  total  of 
fatalities  were  suffered  in  accidents 
occurring  in  cities  of  less  than  10,000 
population  and  in  rural  areas. 

"Statistical  studies  of  conditions 
that  caused  these  accidents,"  he  said, 
"show  definitelj'  that  while  some  were 
due  to  poor  road  design,  the  driver 
and  jiedestrian  were  chargeable  with 
responsibility  for  most  of  them.  Con- 
sequently, it  is  essential  that  we  de- 
velop a  program  directed  toward 
users  of  the  highways." 

PRONE  TO  ACCIDENTS 

Tlie  auto  driver  who  is  prone  to  ac- 
cidents is  probably  the  same  type  of 
man  who  falls  off  a  ladder  in  a  fac- 
tory, who  breaks  dishes  if  he  is  a 
waiter,  and  who  falls  over  chairs  and 
stumbles  on  stairs  at  home.  George  W. 
Barton,  of  the  Chicago  :\Iotor  Club, 
told  the  delegates. 

A  driver  may  have  as  low  an  aver- 
age as  one  serious  accident  every  five 
years  and  still  be  classified  as  acci- 
dent-prone, according  to  Mr.  Barton, 
who  contrasted  this  record  with  the 
average  noncommercial  driver,  who 
has  one  accident  of  some  severity 
about  once  every  50  years. 


I  Thirty-two] 


(October  i9}6)  California  Highways  and  Public  Works 


STATE  OF  CALIFORNIA 


Department  of  Public  Works 

Headquarters:   Public  Works  Building,.  Eleventh  and  P  Sts.,  Sacramento 


FRANK  F.  MERRIAM Governor  EARL   LEE   KELLY 

EDWARD  J.  NERON Deputy  Director 


-Director 


CALIFORNIA  HIGHWAY  COMMISSION 


HARRY    A.    HOPKINS,    Chairman,    Taft 

PHILIP  A.    STANTON,   Anaheim 

H.  R.  JUDAH,  Santa  Cruz 

PAUL   G.   JASPER,    Fortuna 

WILLIAM  T.  HART,  Carlsbad 

JT'LIEN  D.   ROUSSEL.   Secretary 


DIVISION  OF  HIGHWAYS 


C.  II.  I'I'KCELL,  State  Ilighwa.v  Engineer,  Sacramento 
G.  T.  McCOY,  Assistant   State  Highway   Engineer 
.J.    G.    STANDLET,    Principal    Assistant    Engineer 

R.    H.    WILSON,    Office    Engineer 

T.  E.  STANTON,  Materials  and  Research  Engineer 

FRED  .T.  GRUMM,  Engineer  of  Surveys  and  Plans 

C.   S.   POPE,   Construction   Engineer 

T.  H.  DENNIS,  Maintenance  Engineer 

F.  AV.  PxVNHORST  (Acting),  Bridge  Engineer 

L.  V.  CAMPBELL,  Engineer  of  City  and  Cooperative  Projects 

R.  H.  STALNAKER,  Equipment  Engineer 

E.    R.   HIGGINS,    Comptroller 

DISTRICT    ENGINEERS 

J.    W.    VICKREY.    Di.strict    I,    Eureka 

F.    W.    HASELWOOD,    District    II,    Redding 

CHARLES   H,   WHITMORE,   District   III,   Marysville 

.TNG.   H.   SKEGGS,  District   IV,   San   Francisco 

L.  H.  GIBSON,  District  V,  San  Luis  Obispo 

R.  M.  GILLIS,  District  VI,  Fresno 

S.  V.  CORTBLYOU,  District  VII,  Los  Angeles 

E.   Q.   SULLIVAN,   District  VIII,   San   Bernardino 

S.  W.  LOWDEN   (Acting),  District  IX.  Bishop 

R.  E.  PIERCE,  District  X,  Stockton 

E.  E.  WALLACE,  District  XI,  San  Diego 

(ieneral  Headquarters,  Public  Works  Building,  Eleventli  and 
P    Streets,    Sacramento,    California 


DIVISION  OF  WATER  RESOURCES 


EDWARD  HYATT,  State  Engineer.  Chief  of  Division 

.1.   .1.   HALEY',   Jr.,  Administrative  Assistant 

HAROLD  CONKLIN6,  Deputy  in  Charge  Water  Rights 

A.  D.  EDMONSTON,  Deputy  in  Charge  Water 
Resources  Investigation 

R.  L.  JONES,  Deputy  in  Charge  Flood  Control  and  Reclamation 

GEORGE  W.  HAWLEY.  Deputy  in  Charge  Dams 

SPENCER    BURROUGHS,    Attorney 

EVERETT  N.  BRYAN,  Hydraulic  Engineer  Water  Rights 

(iORDON   ZANDER.  Adjudication,   Water  Distribution 


DIVISION  OF  ARCHITECTURE 


GEORGE  B.  McDOUGALL,  State  Architect,  Chief  of  Division 

P.  T.  POAGE,  Assistant  Chief 

W.   K.  DANIELS,   Administrative  Assistant 

HEADQUARTERS 

H.    W.    DeHAVEN,    Supervising   Architectural   Draftsman 

C.    H.    KROMER,    Principal    Structural    Engineer 

CARLETON  PIERSON,  Supervising  Specification  Writer 

J.  W.  DUITON.  Principal  Engineer.  General  Construction 

W.  H.  ROCKINGHAM.  Principal  Mechanical  and  Electrical 
Engineer 


DIVISION  OF  CONTRACTS  AND  RIGHTS  OF  WAY 


C.  C.  CARLETON.  Chief 

CLARENCE  W.  MORRIS,  Attorney,  San  Francisco 

FRANK  B.  DURKEE,  General  Right  of  Way  Agent 

C.  R.  MONTGOMERY,  General  Right  of  Way  Agent 

ROBERT  E.   REED.  General  Right  of  Way  Agent 


DIVISION  OF  PORTS 


I'ort  of  Eureka — William  Clark,  Sr..  Surveyor 


36410      10-36      13,600 


.  MOORE.  State  Pm^ 


Return   postage  guaranteed. 

PM:    If  addressee  has  moved 

notify  sender  on 

Form  3547 

Division  of   Highways 

P.  O.  Box  1499 
Sacramento,  California 


Secittle   Public   Library, 
Seattle, 


SEC 

562  P.  L.  &  R. 

U. 

S.  POSTAGE 

PAID 

Sat 

ramento,  Cal. 

Pfrmit  No.  1.5:; 

MAP 

SHOWING 

STATE  HIGHWAY  SYSTEM 


LOS  ANGELES  AND  VICINITY 


Rftnttle  Public  Librarv 


CALIFORNIA 

HIGHWAYS  AND   PUBLIC  WORKS 


'anDranclscO"  Oakland  fiay  Bridge 

X>e^dlcaUori  Tiumbdr 

Uovember  J9)6 


DfficI^|rt|Dr4ia[>f  +hEllBpar+mEnt  of  Public  Works 


fr*  r  ("^      '■  N^  rt  rt  ^ 


Cantilever  Span  and  East  Bay  Approach  Structure  as  Seen  from  Verba  Bucna  Island 


Flanked  by   Earl   Lee  Kelly,  Director  of  Public  Works   (left)   and   Chief    Engineer    C.     H.     Purcell     (right),    Governor    Frank    F.    Merriam 

burns  first  barrier   on   Oakland   side   of   Bay    Bridge. 


Burnins  Barriers,  Governor  Merriam 
Opens  San  Francisco-Oakland  Bay  Bridge 


AN  ACETYLENE  torch  in  the 
hands  of  Governor  Franlv  F. 
llerriam  burned  asunder  a 
heavy  chain  barrier ;  an  electric  but- 
ton pressed  by  President  Roosevelt  in 
the  White  House  in  Washington 
flashed  the  green  ' '  Go ' '  signal  and 
three  eohunns  of  whirring  automo- 
biles sped  from  each  shore  of  San 
Francisco  Bay  over  six  lanes  of  the 
world's  greatest  aerial  highway — the 
San  Francisco-Oakland  Bay  Bridge — 
a  half  hour  after  noon  on  November 
12,  1936. 

Cannons  roared,  bombs  burst  in 
air,  sirens  and  whistles  shrieked  and 
massed  thousands  of  enthusiastic  citi- 
zens at  the  east  and  west  approaches 
to  the  great  structure  blasted  the  wel- 
kin with  their  cheers. 

California's  long  dreamed  of  bridge 
across  the  bay  of  San  Francisco  had 
become  a  reality. 

With  the  formal  opening  of  the 
huge  span  to  automobile  and  truck 
traffic,  the  curtain  rose  on  the  high- 
way drama  of  wheels  over  San  Fran- 
cisco Bay  that  will  present  a  continu- 
ous performance  to  be  enjoyed  by 
future  generations  down  through  the 
centuries. 

During  the  first  108  hours  of  its 


operation  as  a  State  Highway  this 
record  breaking  bridge  broke  all 
traffic  and  safety  i-ecords  by  carry- 
ing more  than  250,000  autos,  buses 
and  trucks  and  approximately  one 
million  persons  without  one  serious 
accident.  Traffic  experts  have  fig- 
ured that  for  each  100,000  cars  trav- 
eling at  highway  speed  there  are 
three  fatal  accidents  in  each  cycle 
of  twenty-four  hours.  The  only 
mishaps  were  bent  fenders  and 
bumpers. 

The  setting  of  this  remarkable 
record  was  attributed  to  the  bridge's 
six  trafiBc  lanes,  its  unsurpassed 
night  lighting  system,  the  segrega- 
tion of  truck  and  auto  traffic  on 
different  decks  and  efficient  handling 
of  an  unprecedented  traffic  situation 
by  the  California  Highway  Patrol. 

This  safety  record  climaxed  a  day 
of  thrilling  events  on  land  and  sea 
beginning  with  impressively  staged 
dedication  ceremonies  at  botli  the 
Oakland  and  San  Francisco  ])lazas 
marked  by  stirring  speeches  by  noted 
state  and  national  figures,  the  cheer- 
ing of  jubilant  throngs,  a  spectacular 
air  show  by  fifteen  squadrons  of  navy 
planes,  a  colorful  marine  parade  by 


scores  of  gaily  decorated  yachts  and 
motor  boats,  and  roaring  salutes  from 
the  big  guns  of  the  United  States 
battle  fleet  anchored  just  south  of  the 
bridge. 

San  Francisco  and  the  East  Bay 
district  celebrated  the  opening  of  the 
bridge  with  a  four-day  festival  lui- 
equalled  in  the  history  of  the  state. 
Oakland  set  the  pace  on  Armistice 
Day  with  parades,  a  regatta  on  Lake 
Merritt,  fireworks  and  a  great  mili- 
tary and  naval  ball,  curtain  raiser 
for  the  long-awaited  opening  of  the 
structure  on  November  12  and  the 
parades,  pageants  and  festivities  that 
were  to  follow  in  San  Francisco. 

STARTED   AT   OAKLAND   END 

Official  dedication  ceremonies  began 
at  10  o'clock  on  the  morning  of  No- 
vember 12  at  the  toll  plaza  at  the 
eastern  terminus  of  the  bridge.  Here 
were  gathered  thousands  of  men, 
women  and  children,  many  of  whom 
had  passed  most  of  the  night  in  their 
automobiles  in  order  to  be  among  the 
first  to  cross  the  bridge  when  it  was 
formally  thrown  open.  They  came 
to  hear  the  speeches  of  prominent 
officials,  leading  citizens  and  the 
builders  of  the  huge  transbay  strue- 


vater  level,  this  photograph  shows  the  majestic  sweep    of  the    Bay    Brii 

Verba    Buena    Island. 


ge   suspension   spans   between    San    Francisco   and 


ture  themselves,  and  to  see  Governor 
Merriam  cut  the  chain  barrier  that 
stretched  across  the  trafBc  lanes  soon 
to  be  opened  to  them. 

In  front  of  the  crowd,  vividly  re- 
mindful of  pioneer  California  days 
and  slower  modes  of  travel  were  an 
ox-drawn  cart  from  Sacramento,  a 
stage  coach  from  Auburn,  a  prairie 
schooner  from  Woodland,  an  Indian 
with  squaw  and  papoose  on  a  drag 
from  Oroville  and  prospectors  and 
their  burros  from  Placerville. 

Presiding  on  a  speakers'  platform 
filled  with  notables,  Harrison  S.  Rob- 
inson of  Oakland,  president  of  the 
Financial  Advisory  Committee,  offici- 
ally started  the  dedication  ceremonies. 

"This  bridge,"  he  said,  "is  an  in- 
spiring example  of  the  great  things 
which  can  be  accomplished  when  men 
work  together — a  modern  miracle — a 
supreme  achievement  of  human  en- 
deavor." 

Mayor  William  J.  McCracken  of 
Oakland  marvelled  at  what  the  bridge 
engineers  had  achieved. 

ANOTHER   WORLD   WONDER 

"What  they  have  produced,"  he 
said,  "  is  a  world-wonder,  significant 
in  its  economic,  human  and  spiritual 
advantages  to  all  of  California." 

"It  is  the  greatest  engineering  feat 
of  modern  times,"  declared  William 
J.  Hamilton,  chairman  of  the  Ala- 
meda County  board  of  supervisors. 

Mayor  E.  N.  Ament  of  Berkeley  and 


W.  J.  Buchanan,  chairman  of  the 
Contra  Costa  County  Board  of  super- 
visors expressed  tliemselves  in  similar 
vein  and  were  followed  by  former 
Governor  C.  C.  Young,  under  whose 
administration  preliminary  steps 
toward  the  building  of  the  bridge 
were  taken. 

"Feeling  that  privately  owned 
bridges  had  no  proper  place  in  a  great 
publicly  owned  state  highway  sys- 
tem," Mr.  Young  said,  "we  laid  in 
1929  the  legislative  foundation  upon 
which  this  magnificent  structure  has 
been  built.  A  policy  of  public  toll 
bridges  was  inaugurated.  The  present 
Toll  Bridge  Authority  was  created 
and  given  the  specific  task  of  pro- 
jecting a  bridge  between  San  Fran- 
cisco and  Alameda  counties." 

MEEK's    visit    to   WASHINGTON 

Mr.  Young  told  of  the  visit  B.  B. 
Aleek,  then  Director  of  the  Depart- 
ment of  Public  Works,  made  to 
President  Hoover  in  Washington  in 
the  summer  of  1929  and  of  the  cooper- 
ation he  obtained  from  the  federal 
government  in  the  creation  of  the 
joint  State  and  Federal  Bridge  Com- 
mission. 

"The  commission  met  and  organ- 
ized in  my  office  in  Sacramento, 
October  7,  1929,"  Mr.  Young  con- 
cluded. "With  the  assistance  of  State 
Highway  Engineer  C.  H.  Purcell  and 
the  Department  of  Public  Works 
within    a    year    the    commission    had 


completed  its  study  and  made  its  re- 
port. The  site  had  been  selected. 
The  design  had  been  adopted.  The 
finished  product  is  before  us. 

' '  Hearty  congratulations  are  due  to 
the  present  State  administration, 
which  has  brought  this  great  work  to 
so  successful  a  conclusion.  I  know 
how  happy  they  must  be  to  present 
it  to  the  people  of  California  and  I 
rejoice  with  them  in  its  completion. 
This  is  a  great  day  for  all  of  us. ' ' 

TRIBUTE    TO    WORKERS 

The  man  who  built  the  bridge, 
Charles  H.  Purcell,  Chief  Engineer 
and  State  Highway  Engineer,  fol- 
lowed Mr.  Young.  He  declared  that 
the  completion  of  the  bridge  ahead  of 
schedule  and  below  estimated  cost 
is  "a  tribute  to  the  intelligence  of  the 
American  working  man,  which  can 
not  be  equalled  by  any  other 
nation."* 

"The  opening  of  this  bridge,"  said 
Earl  Lee  Kelly,  Director  of  the  De- 
partment of  Public  Works,  "is  the 
first  .step  in  eliminating  the  isolation 
of  San  Francisco.  This  isolation 
never  will  be  entirely  done  away  with 
until  the  bridge  is  toll  free  and  I  pre- 
dict that  it  will  be  toll  free  in  not  to 
exceed  twenty  yeai-s. 

"This  bridge  today  becomes  a  part 
of  our  State  highway  system,  a  high- 
way system  that  is  equalled  by  none 
in  the  world.    It  will  do  much  to  help 

•  Mr.   PuroeU's  speech  in   full  on  pase   22. 


[Two] 


(November  193  6)  Colifomia  Htghtvays  and  Public  Works 


Photo  by  Courtesy  of  San  Francisco  Exa^niner 
Wheels  over  San  Francisco  Bay.     Six  traffic  lanes  on  new  bridge  filled  with  autos.     View  from  Verba  Buena  Island  to  San   Francisco. 


California  Highways  and  Public  Works  (November  i936) 


[Three! 


The  San  Francisco-Oakland  Bay  Bridge  is  open  for  business!  Pliotograph  shows  automobiles  leaving  toll  station  on  Oakland 
side  and  machines  from  San  Francisco  arriving  there  shortly  after  President  Roosevelt  in  Washington  flashed  by  wire  the  "Go" 
signal   on    November  12. 


the  great  exposition  San  Francisco  is 
planning  for  1939.  It  will  bring  the 
cities  of  the  bay  district  into  closer 
union  and  on  this  day  of  its  dedica- 
tion I  am  proud  to  sit  with  the  Gov- 
ernor and  distinguished  guests  gath- 
ered for  its  opening." 

NO   LABOR    TROUBLE 

Director  Kelly  paid  a  tribute  to 
Walter  Gaines,  bridge  foreman,  for 
his  untiring  zeal  and  the  hazardous 
chances  he  took  with  his  men  during 
construction  of  the  bridge. 

"I  also  want  to  express  my  appre- 
ciation of  labor's  treatment  of  us," 
said  Director  Kelly.  "There  were  no 
labor  troubles.  For  that  I  express  the 
appreciation  of  the  Governor  and 
myself.  Labor  has  been  more  than 
fair  to  us  and  I  hope  that  we  have 
been  fair  to  them. 

"This  bridge  was  constructed  by 
your  highway  engineers,  the  men 
who  work  on  your  highways.  They 
are  the  State  men  who  built  your 
bridge.  We  did  not  have  to  employ 
outside  engineers  except  in  one  or 
two  instances  in  an  advisory 
capacity. 

"I  want  to  express  my  ajiprecia- 
tion  of  the  untiring  cooperation  and 
wise  counsel  which  the  Governor  has 
given  to  us.  And  I  wish  to  thank 
the  financial  interests  of  San  Fran- 
cisco and  the  East  Bay  and  the  public 
generally  for  their  encouragement 
and  support." 

Director  Kelly  expressed  regret 
tliat    illness    prevented    B.    B.    Meek, 


[Fourl 


former  Director  of  Public  Works, 
from  attending  the  dedication  of  the 
bridge  "which  was  started  under  his 
jurisdiction." 

SOUNDLY    FINANCED    AND    BUILT 

Charles  Henderson,  Director  of  the 
Reconstruction  Finance  Corporation, 
which  loaned  the  money  for  the 
bridge,  declared  that  the  sti'ucture  is 
' '  soundly  financed  and  soundly 
built." 

"Great  and  magnificent  as  this 
structure  is,"  he  said  "it  will  not 
convey  to  the  men,  women  and  chil- 
dren crossing  on  its  decks  the  unseen 
obstacles  encountered  in  its  building. 

' '  Those  whose  engineering  skill  and 
science  have  created  this  bridge,  and 
the  men  far  above  the  water  who  have 
done  the  work,  deserve  the  highest 
praise.  It  is  not  only  a  monument  to 
the  genius  of  Charles  H.  Purcell,  the 
engineer  in  charge,  it  is  a  symbol  of 
the  unlimited  capacity  of  modern 
men,  working  togetlier  through  gov- 
ernment, to  unify  the  physical  world 
around  them. 

"It  is  a  symbol  as  challenging  to 
those  of  us  who  are  not  scientists  as 
the  China  Clipper  that  flies  above  it. 
Twelve  minutes  from  San  Francisco 
to  Oakland — eighteen  hours  from 
Oakland  to  Honolulu. 

"May  we  all  work  with  equal  suc- 
cess to  unify,  not  alone  the  physical 
world  around  us,  but  the  hearts  and 
the  goodwill  of  men." 

High  praise  of  the  men  who  actu- 
ally built  the  San  Francisco-Oakland 
Bay  Bridge  M'as  extended  by  former 


President  Herbert  Hoover  who  took 
an  active  interest  in  the  project. 

FORMER   PRESIDENT    SPEAKS 

"I  have  taken  great  pride,"  said 
Mr.  Hoover,  "as  a  modest  link  in  this 
bridge.  Some  12  years  ago  while  Sec- 
retary of  Commerce  I  received  the 
report  of  an  investigation  by  Govern- 
ment engineers  of  this  route  for  a 
bridge.  They  thought  unfavorably  of 
it  because  of  military  reasons.  But 
later,  as  President,  I  was  able  to  take 
up  the  problem  again  in  cooperation 
with  Governor  Young  and  Commis- 
sioner Meek. 

"Our  joint  commission,  whose  mem- 
bers were  Mark  Requa,  George  Cam- 
eron, Admirals  Gregory  and  Standley, 
Colonels  Pillsbury  and  Daly.  Senator 
Breed,  Professor  Marx  and  Chief 
Engineer  Charles  Purcell,  gave  first 
favorable  and  practicable  report  on 
this  bridge. 

"Then  arose  the  problem  of  the 
financing  of  such  a  daring  project. 
I  u.sed  this  bridge  and  other  projects 
as  an  illustration  of  what  we  could 
do  to  help  unemploj'ment  during  the 
depression  and  urged  the  Federal 
Government  lending  money  for  this 
kind  of  reproductive  public  works. 
Congress  save  tliat  authoritv  to  the 
RFC  in  19^32  and  the  financing  of  the 
bridge  l)ccam(>  a  practicality. 

DEVOTED   WORK   REQUIRED 

"But  let  no  one  think  these  things 
are  as  easy  to  do  as  to  say  them. 
The  devoted  work  of  scores  of  citizens 
is  required  to  make  such  great  enter- 


(Novcmber  19}  6) 


California  Highways  and  Public  Works    ^ 


pris(\  I  have  perhaps  had  more 
opportunity  than  most  to  observe 
that  service.  The  work  of  your 
finance  committee,  Mr.  Leland  Cutler, 
Mr.  Robinson,  Mr.  Cameron  and  Mr. 
Knowland,  the  backing  by  Governors 
Young,  Rolph  and  Merriam,  by  Lieu- 
tenant Governor  Hatfield,  by  Earl 
Kellj',  by  Mayors  of  all  the  municipal- 
ities, all  .stand  out. 

"That  this  is  the  greatest  bridge 
yet  constructed  in  the  world  requires 
no  repetition  by  me.  Its  construction 
also  spans  the  whole  advance  in  indus- 
trial civilization — our  discoveries  in 
science,  our  inventions,  our  increasing- 
skill.  It  is  the  product  of  hundreds 
of  years  of  cumulative  knowledge. 

DAILY    RISKED    LIVES 

"But  above  them  all  are  the  en- 
gineers and  workmen  right  here  who 
combined  all  those  centuries  of  knowl- 
edge with  courage  and  imagination — 
your  own  chief  engineer,  Charles  Pur- 
-  cell  and  his  able  assistants,  Charles 
Andrew  and  Glenn  Woodruff,  are  men 
whose  courage  and  whose  knowledge 
combine  not  only  the  product  of  these 
generation.s  of  ideas  but  from  their 
own  genius  designed  and  built  this 
bridge. 

"Deserving  high  credit  with  them 
are  the  manufacturers,  the  contrac- 
tors. But  not  the  least  was  the  part 
of  these   couragi'ous   men   who   daily 


risked  their  lives  in  its  construction." 
Governor  Merriam  concluded  the 
speech  making.  As  lie  took  his  place 
before  the  michrophone  on  the  speak- 
er's stand,  a  thousand  pigeons  were 
released  from  cages  back  of  the  plat- 
form and  soared  into  the  air  with  a 
din  of  drumming  wings. 

The  Governor  said  it  should  be  a 
matter  of  gratification  that  the  bridge 
was  constructed  for  less  than  the  esti- 
mated cost  and  completed  far  ahead 
of   schedule. 

"This  bridge,"  the  Governor  said, 
' '  belongs  to  this  generation.  We  built 
it  and  we  shall  pay  for  it.  But  in  a 
broader  sense  it  belongs  to  the  gener- 
ations that  are  to  come.  When  the 
youths  of  today  become  the  citizens  of 
tomorrow  they  will  use  it  without 
cost.  Accordingly  we  dedicate  it  today 
to  our  own  use  and  to  theirs,  hoping 
that  they  will  receive  it  as  a  legacy 
of  great  worth  and  an  indication  of 
our  desire  to  serve." 

The  Governor  concluded  his  dedi- 
catory speech  by  reading  a  poem  by 
Evelyn  Simms  lauding  the  builders 
of  the  bridges  of  the  world.* 

When  the  State's  Chief  Executive 
concluded,  he  left  the  platform  and 
with  Director  Kelly  and  Chief  En- 
gineer Purcell  crossed  the  plaza  to  the 
toll  stations  where,  stretched  across 
the  lanes  of  traffic  was  a  heavy  golden 
cliaiti. 


t'HAlN  BARRIER  SEVERED 

An  acetylene  torch  was  handed  to 
the  Governor  who  applied  its  searing 
flame  to  the  center  links  of  the  chain. 
Overhead,  two  hundred  navy  planes 
in  perfect  mass  formation  roared  by, 
huge  bombs  burst  high  in  the  sky 
releasing  parachutes  with  American 
flags,  sirens  and  whistles  in  Oakland 
and  the  East  Bay  cities  added  to  the 
bedlam  of  noise,  and  the  chain  bai'rier 
fell  apart. 

The  eastern  end  of  the  bridge  was 
open  to  the  traffic  that  soon  was  to 
flood  over  it  to  San  Francisco. 

Hastening  to  automobiles,  the  Gov- 
ernor and  his  official  party  sped  across 
the  bridge  to  the  San  Francisco 
approach,  where  another  chain  barred 
their  way. 

The  Governor  alighted  from  his  car 
and  surrounded  by  his  party  again 
wielded  a  blow  torch,  severing  this 
second  golden  chain. 

IMPRESSIVE  MARINE  PARADE 

In  the  bay,  far  below  the  center 
towers  of  the  bridge,  several  hundred 
yachts,  fishing  boats  and  other  water 
craft,  brilliantly  beribboned  and  with 
flags  flying,  were  passing  in  the  great- 
est marine  parade  San  Franci.sco  ever 
has  witnessed. 

*  See  Governor's  speech  in  full  on  pagre  14. 
(Continued  on  page  9) 


While  notables  who  participated  in  the  dedication  ceremonies  look  on,  Governor  Frank  F.  Merriam  severs  the  golden  chain 
barrier  at  the  San  Francisco  end  of  the  San  Francisco-Oakland  Bay  Bridge.  Left  to  right:  Charles  H.  Purcell,  Chief  Engineer; 
former  President  Herbert  Hoover;  Mayor  W.  J.  McCracken  of  Oakland;  the  Governor;  Charles  Henderson,  Director  of  Recon- 
struction   Finance   Corporation;    Senator   William    G.   McAdoo,  and    Earl   Lee   Kelly,   Director  of  Public  Works. 


California  Hightvays  and  Public  Works  (November  19 ie) 


[Five] 


Chief  Engineer  Purcell  Tells 
Construction  Story  oF  the  Bridge 


BY  C.  H.  PURCELL 

Chief  Engineer  and  State  Hishway  Engineer 


FOR  85  Ti'jirs  San  Fiauciscans 
dreamed  of  a  great  bridge  that 
would  bring  closer  to  them  the 
East  Bay  Empire  and  the  vast  and 
wealthy  liiiiterlaud  which  speeded  the 
progress  and  development  of  the  pros- 
perous cities  of  Oakland,  Berkeley 
and  Alameda. 

Long  ago  men  of  brains  and  money 
joined  with  a  madman  "Emperor" 
Norton  in  visioning  a  giant  structure 
aiToss  their  beloved  bay. 

It  was  William  Walker,  a  militant 
San  Francisco  newspaper  editor,  who, 
as  early  as  1850,  proposed  the  con- 
struction of  a  causeway  from  his  city 
to  Contra  Costa  County.  He  had  in 
mind  as  a  precedent  the  famous  2000 
foot  Clay  Street  wharf,  some  of  whose 
foundations  reached  a  depth  of  40 
feet. 

SHERMAN   EEVWED  IDKA 

His  plan  was  received  with  en- 
thusiasm, but  nothing  came  of  it. 
Six  years  later,  General  William  Te- 
cumseh  Sherman  of  Civil  War  fame, 
then  a  youthful  banker  in  San  Fran- 
cisco, revived  the  idea. 

In  1869  when  the  continent  was 
spanned  by  the  Central  Pacific  and 
Union  Pacific  railroads  Lelantl  Stan- 
ford, later  United  States  Senator 
from  California,  joined  San  Fran- 
ciscans ill  urging  his  railway  asso- 
ciates to  cl<i  something  about  bridging 
the  bay. 

These  bridge  ])roponents  were  prac- 
tical men,  but  even  before  some  of 
them  gave  serious  thought  to  the  great 
idea,  the  mad  "Emperor"  Norton, 
worshipped  for  his  eccentricities  by 
fun-loving  San  Franciscans,  had  de- 
manded of  the  Central  Pacific  that 
it  build  a  suspension  bridge  from  San 
Francisco  to  his  "summer  capital"  in 
Oakland. 

TUBE   PLAN    CONSroERED 

It 'Was  not  until  1921  that  definite 
plans  for  a  San  Francisco-Oakland 
Bay  Bridge  began  to  take  form.     In 


that  \ear  the  San  Francisco  Motor 
Car  Dealers  Association  contributed 
money  to  defray  the  cost  of  an  engi- 
neering report  on  the  feasibility  of 
building  a  combined  tube  and  con- 
crete causeway  which  would  connect 
the  City  by  the  Golden  Gate  with  its 
East  Bay  neighbors. 

Seven  years  later  the  Board  of 
Supervisors  of  San  Francisco  had 
before  it  thirty-five  proposals  for  dif- 
ferent kinds  of  bridges  and  tubes 
submitted  by  corporations  and 
individuals.  In  1928  a  bill  was  intro- 
duced in  Congress  authorizing  San 
Francisco  to  construct  a  bridge  across 
the  bay  and  delegations  from  San 
Francisco  and  the  East  Bay  cities 
headed  by  James  Rolph  Jr.,  then 
mayor  of  San  Francisco,  went  to 
Washington  to  urge  passage  of  the 
measure. 

ARMY  AND  NAVY  OBJECTED 

Objections  raised  by  Army  and 
Navy  ofiicials  defeated  the  plan. 

It  became  apparent  that  the  bridge 
would  have  to  be  built  by  the  State  of 
California  and  in  1929  the  legislature 
created  the  California  Toll  Bridge 
Authority.  In  June,  1932,  Congres- 
sional approval  of  a  loan  from  the 
Reconstruction  Finance  (Jorporation 
to  the  State  was  obtained  and  thirteen 
months  later  actual  construction  of 
the  San  Francisco-Oakland  Bay 
Bridge  began. 

On  July  9,  1933,  first  ground  was 
broken  for  the  bridge. 

On  November  12,  1936,  the  struc- 
ture was  ojiened  to  automobile  and 
truck  traflSc. 

The  three  years  and  five  months 
intervening  were  fuU  of  intensive  and 
interesting  work  for  all  of  us  who 
have  had  the  honor  to  be  connected 
with  the  construction  of  this  gigantic 
span. 

The  project  on  the  whole  progressed 
smoothly  according  to  schedule  and 
without  serious  delay. 

For    example,    on    July    6,    1935, 


spinning  was  started  on  the  first 
strands  of  the  north  and  south  cables 
of  the  West  Bay  Crossing.  The  steel 
arch  girders  of  the  timnel  were  being 
placed,  while  on  the  East  section  steel 
work  was  in  process  of  erection  only 
as  far  as  E-33  to  E-23. 

SEVENTEEN    MONTHS   RECORD 

This  means  that  in  seventeen 
months  the  cables  were  spun,  the 
steel  erected,  paving  placed,  and  the 
structure  painted  for  the  two  miles 
of  the  West  Bay  Crossing  on  two 
decks;  the  tunnel,  largest  bore  ever 
attempted,  was  lined  with  concrete, 
excavated,  the  flooring  of  the  decks 
placed,  and  the  upper  deck  roofing 
relined  with  tile;  while  on  the  East 
side  the  cantilever  span,  unequaled 
in  length  by  any  in  the  United 
States,  was  erected;  and  the  entire 
East  side  paved  and  painted. 

Simultaneously  the  San  Francisco 
approaches  and  all  of  the  East  Bay 
approaches  were  completed  from 
University  Avenue  on  the  north  to 
Cypress  Avenue  and  Seventh  on  the 
south  and  38th  Avenue  and  Market 
Street  on  the  East. 

It  was  a  gigantic  task,  and  one 
necessarily  coordinated  to  have 
brought  about  the  completion  of  this 
bridge  at  the  designated  time.  For 
tliis  thanlcs  are  due  to  the  cooperation 
of  Governor  Frank  F.  Merriam, 
ehainnan  of  the  California  Toll 
Pjridge  Authority;  State  Director  of 
Public  Works  Earl  Lee  Kelly;  Bridge 
Engineer  Charles  E.  Andrew;  Design 
Engineer  Glenn  B.  Woodruff;  our  fine 
engineering-  staff;  and  our  contractors 
and  their  able  workmen. 

TWO   I  AISSONS   TIPPED 

Aside  from  the  tipping  of  the  cais- 
sons W-6  and  W-4  in  the  earlier 
stages  of  the  work  in  constructing  the 
foundations,  we  had  no  mishaps  that 
caused  delay  other  than  those  pro- 
vided for  in  our  schedule. 


Picture  of  Chief  Engineer  C.  H.  Purcell  reproduced  through  courtesy  of  California   Magazine  of  Pacific   Business. 


(November  i9i6)  California  Highways  and  Public  Works 


Probably  the  only  other  one  oc- 
curred in  September,  1935,  when  the 
23d  cable  strand  of  the  south  cable 
became  twisted  and  had  to  be  respun. 

Toward  the  middle  of  October, 
1935,  the  spinning  of  the  north  cable 
of  the  West  Suspension  spans  (be- 
tween the  San  Francisco  and  Center 
Anchorages)  was  completed.  On  the 
following  week  spinning  of  the  south 
cable  was  completed  (October  16.  at 
8.30  p.m.)  and  equipment  erected  at 
the  Yerba  Buena  Andioi-age  for  work 
on  the  East  Suspension  Spans. 

In  the  same  Aveek  all  of  the  steel 
girders  of  the  tunnel  were  erected  and 
the    last    concrete    of    the    roof    was 


pouro( 


A    HAZARDOUS   TASK 


Meanwhile  work  was  progressing  on 
the  East  and  West  cantilever  arms  of 
the  East  Bay  Crossing,  with  the  haz- 
ardous task  of  erecting  the  1400-foot 
cantilever  span  itself  imminent. 

Scarcely  one  month  after  the  spin- 
ning of  the  cables  had  been  completed 
on  the  we.st  suspension  spans,  the 
cables  of  this  section  were  squeezed 
and  bound  every  three  feet.  That 
same  week  work  started  on  the  spin- 
ning of  the  mile  long  cables  on  the 
east  suspension  spans  from  the  Center 
Anchorage  to  Yerba  Buena  Island. 

Actual  starting  time  of  the  spin- 
ning of  the  south  cable  of  this  sec- 
tion was  at  8  a.m.,  November  12, 
1935,  exactly  one  year  from  the  time 
the  bridge  is  open  to  trafiBc. 

Six  days  later  the  entire  core  of 
the  great  tunnel  had  been  excavated. 

On  December  9,  1935,  the  Folger 
Avenue  Underpass  was  completed,  one 
of  the  features  of  the  Berkeley  ap- 
proach to  the  bridge. 

FIRST   SUSPENDERS   PLACED 

On  December  16,  1935,  the  first  of 
the  suspended  cables  was  placed  and 
lifting  struts  were  rigged  up  prepara- 
tory to  erecting  the  deck  steel. 

Four  days  after  the  New  Year  (Jan- 
uary 5,  1936)  the  first  of  the  deck 
steel  was  erected  for  the  suspension 
spans.  In  the  same  week  the  second 
panel  of  the  East  cantilever  arm  was 
placed. 

At  10  o'clock,  the  morning  of  Jan- 
uary 20,  1936,  the  spinning  wheel 
made  its  last  trip  over  the  north 
cable  of  the  east  suspension  spans, 
completing  all  spinning  six  and  one- 
half  months  after  operations  were 
first   started.     In   this   time    17,464 


wires  had  been  placed  in  each  cable, 
having  a  total  length  of  70,815  miles. 

On  March  2,  1936,  cable  wrapping 
first  started  at  a  point  between  the 
San  Franci.sco  Anchorage  and  Pier 
W-1,  while  on  the  East  Bay  Crossing 
the  gap  between  the  east  and  west 
arms  of  the  cantilever  span  was  slowly 
lessening. 

The  last  main  unit  of  the  deck  steel 
between  Pier  W-1  and  the  Center 
Anchorage  was  erected  on  March  10, 
1936,  approximately  four  months 
after  the  first  truss  was  lifted  in  this 
section. 

CANTILEVER    SPAN    CLOSED 

Early  on  the  morning  of  March  21, 
commuters  were  startled  to  see  tiny 
spider-like  figures  dangling  on  the 
suspender  rope,  hundreds  of  feet 
above  the  Bay.  These  were  painters 
applying  the  first  coat  to  the  sus- 
penders at  spans  W-1  and  W-2. 

On  that  same  morning  only  two 
panels  remained  to  be  erected  on  the 
East  Bay  Crossing  before  the  canti- 
lever span  would  be  closed. 

On  March  25,  1936,  at  4.30  p.m., 
the  cantilever  span  was  closed,  al- 
though to  the  public  the  first  eyebar 
thrown  across  the  gan  early  Monday 
morning  on  March  24  achieved  the 
purpose. 

Next  to  the  sinking  and  anchoring 
of  the  caissons,  the  closing  of  the 
cantilever  was  probably  the  most 
t'cklish  job  in  the  construction  of 
this  world's  largest  bridge. 

First,  it  was  the  longest  cantilever 
to  he  suspended  and  the  heaviest ; 
1400  feet  in  its  total  length;  it 
weighed  21,000  tons.  Second,  chang- 
ing weather  and  tidal  conditions  made 
the  closing  of  the  gap  difficult  to 
calculate  to  a  nicety. 

DIFFERENCE    OF    FOUR    INCHES 

At  one  time  during  the  closing, 
for  instance,  with  a  cold  wind  blow- 
ing through  the  Golden  Gate  on  the 
west  and  a  warm  sun  on  the  east, 
one  side  of  the  structure  was  as 
much  as  four  inches  longer  than  the 
other. 

From  Tower  E-2  near  Yerba  Buena 
Island  and  from  Tower  E-2  east  of  it, 
traveling  derricks  had  moved  slowly 
toward  each  other,  lifting  steel  mem- 
bers from  barges  approximately  195 
left  below.  Week  after  week  bridge- 
iiicii  fitted  these  steel  members  and 
bolted  tliem  into  place  until  625  feet 
of  steel,  weighing  around  10,000  tons, 


were  suspended  from  each  tower.  It 
remained  then  to  close  the  gap  of  96 
feet. 

It  was  the  eyebars  of  the  lower 
chord  that  were  slipped  into  place 
early  one  morning  which  the  com- 
muters considered  closed  the  gap,  but 
not  so  spectacular  but  even  more  ex- 
citing to  engineers  and  certainly  more 
exacting  was  the  completion  of  the 
final  closure. 

Following  the  placing  of  the  lower 
eyebars  and  steel  members  (such  as 
horizontals),  sufficient  to  give  the 
structure  support  but  the  minimum 
weight,  four  steel  pins — about  one- 
half  ton  in  weight  and  three  feet  in 
length — were  to  be  driven  and  the 
upper  chords  placed  and  bolted. 

BRIDGE   MOVED   BY    JACKS 

Here  eight  giant  hydraulic  jacks, 
each  exerting  a  "push"  of  500  tons, 
which  had  been  temporarily  installed 
for  just  this  purpose,  came  into  play. 
Four  of  these  jacks  were  located  at 
the  top  of  the  split  steel  bent  on 
Tower  E.  With  these  it  was  pos- 
sible to  push  or  pull  an  entire  half 
of  the  bridge  east  or  west.  It  was 
these  horizontal  jacks,  1200  feet 
away,  that  jockeyed  the  eyebars  into 
position  so  that  the  steel  pins  could 
be  driven  through,  thus  securely  fas- 
tening the  lower  chords. 

The  four  remaining  jacks  with  a 
longitudinal  action  had  been  placed  at 
each  end  of  the  upper  chords  of  the 
CrUitilever  arms. 

It  was  now  necessary  to  bring  these 
into  operation  to  adjust  the  arms  of 
the  cantilever  so  that  the  upper  chord 
could  be  slipped  into  place  and  bolted. 
This  was  done  just  as  we  had  calcu- 
lated, and  not  until  then  was  the 
bridge  closed. 

Operations  during  the  entire  pro- 
cedure were  directed  by  engineers 
stationed  with  a  full  view  of  the 
project  through  telephonic  communi- 
cation to  operators  on  the  jacks  sev- 
eral hundred  feet  away. 

WORK  PROGRESSED  STEADILY 

After  the  closing  of  the  cantilever, 
work  continued  there  with  the  erec- 
tion of  additional  steel  members  and 
the  winding  up  of  all  riveting  on  the 
East  Bay  Crossing.  Meanwhile,  the 
placing  of  paving  on  both  decks  had 
been  under  way  for  some  weeks  over 
that  area  which  had  been  completed 
east  of  the  Island  and  west  of  the 
bridge  head. 

Work  progressed  on  the  West  Bay 
Crossing  steadily  but  less  sensation- 


California  Highways  and  Public  Works  (November  i9}6) 


[Seven] 


This   night    photograph    shows   the   excellent 


ally  as  the  lit'tiii<;-  of  deck  trusses  con- 
tinued. At  the  same  time  construc- 
tion of  tlie  San  Francisco  viaduct 
was  Hearing;  completion  while  work 
elsewhere  was  continuinn;  at  the  San 
Francisco  anchorage,  Yerba  Buena 
anchorage  and  viaduct,  the  Yerba 
Buena  spans.  East  Portal  of  the  tun- 
nel and  the  San  Pablo  Underpass, 
arterial  of  one  of  the  three  jirineipal 
East   Bay  approaches. 

First  light  standards  were  erected 
as  early  as  April  18,  1936,  when  poles 
were  placed  on  the  north  and  south 
railings  of  the  San  Francisco  ap- 
proach. 

Erection  of  major  steel  for  the  con- 
tinuous spans  on  the  West  Bay 
Crossing  was  completed  April  14, 
l!i:!(). 

At  two  o'clock  Monday  afternoon, 
April  20,  the  last  of  the  main  units 
of  the  stiffening  trusses  of  the  suspen- 
sion   spans    was    lifted,    carrying    its 


American  flag,  symbol  of  work  com- 
I)leted. 

On  May  27  the  first  machine  was 
driven  across  the  lower  deck  of  the 
East  Bay  Crossing,  with  the  curing 
of  the  last  concrete  to  be  poured  in 
that  section. 

Last  concrete  of  the  entire  Ea.st 
Bay  Crossing  was  placed  on  the  upper 
deck  on  June  1,  approximately  three 
months  after  the  closing  of  the  canti- 
lever. 

First  concrete  of  the  upper  deck  of 
the  suspension  spans  of  the  West  Bay 
Crossing  was  poured  just  after  sun- 
rise on  June  18,  two  weeks  after  the 
(ompletion  of  concreting  operations, 
ou  tb.e  east  side. 

COXCRETK    KECORII    SET 

This  work  continued  rapidly,  with 
a  new  record  for  concrete  pouring 
established  on  August  20,  when  750 
feet  of  paving  was  placed  in  one  day. 


On  August  28,  the  last  steel  floor 
beam  of  the  west  bridge  was  erecteil 
at  the  west  end  of  the  San  Francisco 
anchorage,  completing  all  major  steel 
work. 

The  last  batch  of  concrete  on  the 
entire  structure  was  placed  in  the 
lining  of  the  upper  deck  of  the  Yerba 
Buena  tunnel.  The  bridge  was  re:idy 
to  take  care  of  vehicular  traffic  (ni 
November  12. 

There  remains  only  the  installation 
of  electric  railway  facilities  and  the 
erection  of  the  terminal  in  San  Fran- 
cisco for  train  trafiBc.  This  in  itself 
is  a  mammoth  task,  which  we  expect 
to  finish  in  the  spring  of  1938. 

The  engineers  and  those  connected 
with  the  construction  of  this  great 
bridge  have  worked  long  and  hard 
during  these  past  three  years.  We 
now  turn  the  structure  over  to  the 
iieoijle  f'iU'  their  use. 


lEightl 


(November  19U)  California  Hightvays  and  Public  Works 


President  Roosevelt  Switches  on  Signal  Starting  Traffic 


(Continued  from  page  5) 

Meanwhile,  the  great  siren  on  the 
Ferry  Building  and  hundreds  of  fac- 
tory whistles  throughout  San  Fran- 
cisco were  adding  to  the  chorus  of 
thousands  of  cheering  San  Francis- 
cans gathered  at  the  Fifth  Street 
plaza  between  Harrison  and  Bryant 
streets. 

The  ceremonj'  of  severing  the  sec- 
ond barrier  finished,  Governor  Mer- 
riam  led  his  party  to  a  speaker's 
platform  erected  at  the  western  end 
of  the  plaza. 

Here  Leland  Cutler,  president  of 
the  Golden  Gate  International  Expo- 
sition of  1939  and  vice  president  of 
the  Finance  Advisory  Committee,  pre- 
sided and,  after  an  invocation  deliv- 
ered by  Monsignor  Ramm,  introduced 
Mayor  Angelo  Rossi  of  San  Francisco. 

SYMBOL  OF  PROGRESS 

"This  bridge."  said  Mayor  Rossi, 
"is  a  sample  of  the  West  to  come,  a 
signal  for  renewed  civic  effort,  a  proof 
that  the  pioneer  spirit  of  San  Fran- 
cisco still  lives.  This  magnificent 
structure  will  serve  to  unite  us  more 
closely  with  our  friendly  neighbors 
across  the  bay  and  means  progress  for 
all  of  us." 

Lieutenant  Governor  George  J. 
Hatfield  said  that  to  him  the  great 
structure  looming  up  ma.jestically  be- 
fore him  is  "the  greatest  triumph  in 
bridge  engineering  the  world  has  ever 
seen — an  opening  gateway  to  a  new 
Manhattan  of  the  Pacific — a  splendid, 
miraculous  realization  of  the  Cali- 
fornia of  today." 

And  United  States  Senator  Wil- 
liam Gibbs  McAdoo  said : 

"This  l)ridge  is  a  bridge  of  national 
implieation.s — an  imposing  tribute  to 
the  genius  of  our  people  and  the 
progress  of  our  times  —  a  great 
miracle." 

REMEMBER  MARTYR  WORKERS 

Walter  Gaines,  assistant  bridge 
foreman  and  worker,  wearing  the 
steel  helmet  which  he  wore  daily 
during  the  years  the  bridge  w-as  under 
construction,  urged  San  Franciscans 
not  to  forget  the  men  who  died  in  the 
perfornuince  of  their  duty  while  en- 
gaged in  work  on  the  great  span. 

"R<>gard  this  bridge  as  a  tribute 
to  the  American  working  man,  both 
.skilled  and  unskilled,"  he  said. 

Other  speakers,  including  Governor 


Merriam,  Director  of  Public  Works 
Kelly  and  Chief  Engineer  Pureell, 
cut  "their  speeches  on  the  San  Fran- 
cisco side  short  due  to  the  imminence 
of  the  moment  when  President  Roose- 
velt would  press  the  electric  button  in 
Washington  which  would  throw  open 
the  bridge  to  the  public. 

The    Governor   read    a   number   of 
telegrams    from    prominent    national 


Statistical  Facts 
of  Piers,  Towers, 
Spans  and  Cables 

San  Francisco-Oakland  Bay 
Bridge  has: 

Two  west  bay  towers  of  474 
feet  and  two  of  519  feet. 

Six  west  bay  piers  of  100  to 
240  feet  depth,  and  22  east 
bay  piers  of  50  to  242  feet 
depth. 

Two  2310-foot  center  suspen- 
sion spans  and  two  1160-foot 
side  spans  in  the  west  bay  cross- 
ing. 

Center    anchorage    300    feet 

high- 
Vertical  clearances  of  200  feet 

at  center  span  and  216  feet  at 

anchorage. 

Two    28^-inch    cables,    each 

containing  17,464  wires. 
Cantilever  span  of  1400  feet 

in  the  east  bay  crossing. 

Two  decks — a  six-lane  upper 

deck  for  fast  traffic;  a  lower 

deck  of  three  truck  lanes  and 

two  interurban  track  lines. 
Tunnel    carrying    the    decks 

through   Yerba   Buena  Island, 

76  feet  wide  by  58  feet  high. 


labor  leaders  in  which  the  latter  sent 
their  felicitations  and  expressed  their 
pleasure  over  the  amicable  relations 
which  existed  between  labor  and  the 
bridge  builders  throughout  the  period 
of  construction. 

DRAM.\TIC  ACT  BY  PRESIDENT 

With  one  eye  on  his  watch,  Gov- 
ernor Merriam  concluded  his  remarks 
with  these  words : 

"At  this  minute  the  President  of 
the  United  States  is  seated  at  his  de.sk 
in  the  White  House.  In  a  few  sec- 
onds he  will  press  an  electric  switch. 


Turn  around  all  of  you  and  look  at 
the  signal  tower.  Soon  the  red  light 
will  turn  to  orange  and  then  to  green. 
Ah!  There  it  goes.  I  now  declare 
the  San  Francisco-Oakland  Bay 
Bridge  officially  opened." 

It  was  a  dramatic  moment.  A  dra- 
matic, stirring  scene.  As  the  light 
on  the  signal  tower  flashed  from 
orange  to  green  cheens  from  thousands 
of  throats  swelled  into  the  air,  whistles 
and  sirens  screeched  and  down  on 
navy  row  big  guns  boomed  a  salute. 

Governor  Merriam  and  his  party 
hastened  from  the  platform,  crossed 
the  plaza  to  their  waiting  ears  on 
the  western  approacli,  where  Chief 
E.  Raymond  Cato  of  the  California 
Highway  Patrol,  and  Captain  Charles 
Goif  of  the  San  Francisco  police 
traffic  department  and  their  men  were 
holding  back  the  eager  motorists  who 
wished  to  make  their  first  bridge 
crossing. 

AN    UNFORGETTABLE    SIGHT 

The  Governor  and  his  party  entered 
their  cars  and  flashed  away  toward 
Oakland,  followed  by  a  stream  of 
cars  that  steadily  throughout  the  day 
and  night  mounted  into  the  thousands. 

On  the  Oakland  side  a  similar  flood 
of  machines  at  that  identical  moment 
was  sweeping  over  the  eastern  ap- 
proaches, headed  for  San  Francisco. 

It  was  an  unforgettable  sight  when 
the  two  streams  of  automobiles  met 
and  pa.ssed  on  their  respective  lanes 
in  the  middle  of  the  giant  structure 
that  is  the  San  Francisco-Oakland 
Bay  Bridge. 

Governor  Merriam  and  party  pro- 
ceeded from  the  ea.stern  terminus  to 
the  Hotel  Oakland  where  they  were 
guests  at  luncheon  of  the  City  of  Oak- 
land under  the  auspices  of  the  Junior 
Chamber   of   Commerce. 

BRIDGE  BATHED  IN   LIGHT 

The  night  of  November  12  in  San 
Francisco  ever  will  be  a  memorable 
one. 

When  darkness  fell  the  huge  bay 
bridge  that  had  loomed  up  in  the 
dusk  as  a  great  silvery  span  across 
the  bay  suddenly  became  aflame  with 
light  as  the  sodium  vapor  lamps 
spaced  along  the  upper  deck  from 
the  Oakland  plaza  to  the  curving 
ramps  of  tlie  San  Francisco  ap- 
proaches burst  into  fire. 

(Pontinued  on  iiago  2i') 


California  Highways  and  Public  Works  (November  i9i6) 


[Nine] 


Construction  Records  Made 
by  Perfect  Coordination 

BY    CHARLES    E.    ANDREW,  Bridse  Engineer 
San  Francisco  -  Oakland  Bay  Bridge 


THE  FIRST  and  major  stage  of 
construction  of  the  San  Fran- 
cisco-Oakland Bay  Bridge  is 
now  a  reality.  More  than  200,000 
automobiles  passed  over  its  roadway 
during  the  first  84  hours  of  opera- 
tion in  orderly  fashion  and  without 
mishap. 

It  is  a  wonderful  satisfaction  to 
tlie  engineers  and  contractors  who 
have  toiled  with  untiring  energy  for 
sevei-al  years  to  bring  this  great 
project  to  completion  at  a  cost  well 
within  the  first  estimates  made  in 
1929,  and  several  months  ahead  of 
contract  schedules. 

The  general  public  can  not  pos- 
sibly realize  the  great  amount  of 
detail,  hard  work  and  long  hours 
necessary  in  the  planning  and  exe- 
cution of  such  a  structure. 

We  are  proud  of  the  fact  that  the 
world's  greatest  bridge  has  been 
wholly  designed  and  constructed 
under  the  supervision  and  direction 
of  employees  of  the  Department  of 
Public  Works  of  the  State  of  Cali- 
fornia. No  finer  or  more  efficient 
organization  has  ever  been  assem- 
bled. Too  much  credit  can  not  be 
given  to  every  member  of  the  staff. 
All  have  worked  long  hours  when 
necessary  and  have  given  their  best. 

Tliey  have  (so  to  speak)  been  out 
in  the  front  line  trenches.  Coor- 
dination of  effort,  both  on  the  part 
of  engineers  and  contractors  has 
been  the  secret  of  success.  Engi- 
neers have  constantly  exhorted  and 
assisted  contractors  to  keep  their 
work  planned  to  the  minutest  detail 
and  the  contractors  have  responded 
with  the  finest  equipment  and  skill 
ever  before  assembled  on  a  bridge 
project. 

Some  15  major  contracts  have  been 
so  synchronized  that  each  one  has 
been  completed  in  such  unison  as  to 
cause  practically  no  delay  to  the 
•succeeding  contract. 


C.    E.   ANDREW 

Such  proper  sequence  is  only  ar- 
rived at  by  careful  scheduling  of 
contract  dates  and  correct  estima- 
tion of  time  required  followed  by 
almost  exact  performance  on  the 
part  of  contractors. 

The  bridge  as  it  stands  today  is 
evidence  of  almost  perfect  perform- 
ance on  the  part  of  all  engineers  and 
contractors. 


Mabel — Do  .vou  think  it  is  i-iglit  tn  lii.ss  a 
boy  friend  goodnight'.' 

Marie — It  is  if  there  isn't  any  oIIum-  way 
to  get  rid  of  him. 


Mrs.  Gabber — I've  had  such  a  cold  I  was 
unable  to  speak  for  three  whole  days. 

Mrs.  Ulabber — 'Why  you  poor  dear.  How 
you  must  have  suffered. 


First  Batter-leg 
Towers  on  Major 
Suspension  Spans 

ADDING  a  new  chapter  to  the 
uL  liLstory  of  bridge  construction, 
JT^tlie  towers  supporting  the  double 
suspension  span  forming  the  San 
Francisco-Yerba  Buena  section  of  the 
Bay  Bridge  are  the  first  "batter-leg" 
towers  ever  used  in  a  major  suspen- 
sion bridge. 

Each  tower  leg  inclines  inward  to- 
ward tlie  other  and  tapers  toward  the 
top.  In  designing  them,  the  engi- 
neers were  faced  with  the  problem  of 
flexibility.  Under  extreme  load  con- 
ditions, there  will  be  a  longitudinal 
movement  of  the  bridge — either  east 
or  west — of  six  feet,  sis  inches  at  the 
top  of  tower  W-2,  near  the  western 
end  of  the  bridge.  With  such  move- 
ment, a  flexible  tower  was  required. 

WALL  CELLS  IN  TOWERS 

As  designed  and  built,  the  towei-s 
consist  of  two  columns  joined  by  diag- 
onal bracing.  They  are  109  feet  wide 
at  the  base,  tapering  up  to  78  feet 
in  width  at  the  top.  Each  tower  leg 
covers  a  cross-shaped  area  of  32  by 
19  feet  at  the  base,  and  contains  21 
small  wall  cells,  or  rooms,  separated 
by  silicon  .steel  plate.  The  number 
of  cells  is  reduced  to  nine  just  below 
the  top. 

Stresses  in  the  towers  were  calcu- 
lated for  transverse  loading,  from  a 
90-mile-an-hour  Avind  and  from  earth- 
quake. Transverse  stresses  from  earth- 
quakes are  comparatively  small  in  a 
suspension  bridge.  Experts  have  said 
there  is  no  need  for  fear  that  the 
bridge  ever  will  be  seriously  damaged 
by  earthquake. 

ALLOWANCE  FOR  SWAY 

The  roadways  over  the  truss  spans 
of  the  bridge  are  attached  to  the 
towers  by  means  of  anchor  arms,  al- 
lowing for  the  required  play.  A 
rectangular  slot  in  the  lower  roadway 
strut  in  each  tower  provides  for  a 
wind  resistance  connection  to  the  span. 

The  two  outer  towers,  these  proxi- 
mate to  Rincon  Hill  in  San  Francisco 
and  Yerba  Buena  Island,  rise  474  feet 
from  the  top  of  their  concrete  piers, 
which  in  turn  are  40  feet  above  the 
bay  waters.  The  inner  towers,  on 
either  side  of  the  great  center  anchor- 
age, are  519  feet  high. 


I  Ten] 


(November  19)6)  California  Highivays  and  Public  Works 


^S^^^^^^^0^^jii^iMy^.'^ 


This   view   looking    east   on   the    bridge   from   the    Fifth    Street    Plaza    in   San    Francisco   shows   auto   traffic   coming   and    going   over   main 

western  approach. 

TRAFFIC  DISTRIBUrrON  IN  SAN  FRANCISCO 

NOW  CENTERING  AT  FIFTH  STREET  PLAZA 


NOT  THE  least  of  the  problems 
confronting  the  buildei-s  of  the 
San  Franeisco-Oakland  Ba.y 
Bridge  was  that  of  getting  traffic  on- 
to and  off  the  structure  on  the  San 
Francisco  side. 

Western  approaches  had  to  be  con- 
structed through  a  large  industrial 
district  and  the  building  of  "on"  and 
"off"  ramps  was  a  big  task  in  itself. 
Projected  rights  of  way  were  occu- 
pied by  many  tj-pes  of  buildings, 
from  frame  dwellings  to  four-storj' 
concrete  and  brick  buildings.  All 
had  to  be  demolished  and  the  prop- 
erty upon  which  they  stood  acquired. 
In  all  two  hundred  and  sixteen  sep- 
arate parcels  of  real  estate  had  to  be 
purchased,  and  the  acquisition  of 
some  of  them  required  litigation. 


A  number  of  streets  had  to  be  re- 
aligned, Rincon  Hill  was  razed,  rail- 
road and  street  car  tracks  moved  and 
viaducts  built. 

The  San  Francisco  distribution 
center  is  in  a  plaza  embracing  an 
area  of  121,000  square  feet  at  Fifth 
Street,  between  Harrison  and  Bryant 
streets.  All  of  it  will  be  landscaped, 
sixty-four  thousand  feet  of  it  being- 
planted  to  gra.ss. 

Two  roadways  lead  to  the  bridge, 
one  diagonally  to  the  main  roadway 
from  the  corner  of  Fifth  and  Bryant 
streets,  and  the  other  completing  a 
triangle  from  Fifth  and  Harrison, 
with  Fifth  Street  as  the  base. 

The  main  approach  is  a  single-deck 
structure  on  a  3.6  per  cent  grade 
from  ground  level  to  bridge  level  and 


consists  of  a  series  of  51  concrete  two- 
girder  spans,  varying  in  length  from 
50  feet  on  Rincon  Hill  to  93  feet  over 
Second,  Third  and  Fourth  streets. 
The  roadway  width  is  58  feet  through- 
out. 

An  "on"  ramp  and  an  "off"  ramp 
constitute  two  branches  from  the  main 
approach  for  vehicular  traffic. 

The  "  on  "  ramp  leaves  ground  level 
on  Fremont  street  just  south  of  Har- 
rison, its  20-foot  roadway  curving  on 
easy  grades  upward  on  twenty-one 
45-foot  spans  to  a  juncture  with  the 
main  approach  approximately  at  Ster- 
ling Street. 

Leaving  the  main  approach  at  span 
46,  or  Rincon  Street,  the  "off"  ramp 
curves  downward  to  First  and  Clem- 
entina streets. 


California  Highways  and  Public  Works  (November  19} 6) 


[Eleven] 


Bridge  a  Mighty  Symbol  of 
California  Genius  and  Vision 


BY  EARL  LEE  KELLY,  State  Director  of  Public  Works 


TO  I\IE  the  San  Francisco-Oak- 
land Bay  Bridge  is  a  mighty 
symbol  of  California  achieve- 
ment and  a  great  State's  faith  in  its 
splendid  fntnre. 

It  has  been  a  tremendous  project, 
unequaled  by  anything'  of  its  kind  in 
the  world  and  its  snceessful  comple- 
tion is  due  to  the  combined  efforts 
of  the  communities  of  San  Francisco, 
and  the  East  Bay,  the  State  of  Cali- 
fornia and  the  Federal  Government. 
The  whole  State,  I  am  sixre,  feels 
as  much  pride  in  this  great  bridge  as 
do  the  cities  of  the  Bay  area,  for  it 
must  be  regarded  as  an  important 
part  of  our  State's  highway  system 
and  as  such  is  of  paramount  interest 
to  every  citizen ;  ]iarticularly  be- 
cause it  is  built  without  one  dollar  of 
.cost  to  the  taxpayers. 

VAST  PUBLIC  PROJECT 

While  the  proposition  of  spanning 
the  Bay  was  discussed  long  before 
an.v  of  us  can  remember,  nothing 
much  was  ever  done  about  it  because 
it  was  naturally  a  public  project,  too 
big  to  be  haiuUed  by  any  private  in- 
terests. Yet  when  the  possibility  of 
its  construction  began  to  crystallize 
into  definite  form  a  few  years  ago, 
we  had  about  thirty-five  pro])ositions 
from  private  corjiorations  and  indi- 
viduals who  wanted  franchises,  but 
it  was  realized  that  none  of  them 
could  successfully  carry  out  such  a 
vast  undertaking. 

So  the  big  job  was  laid  in  the  lap 
of  the  State  and  became  a  problem 
of  the  De])artment  of  Public  Works 
aiul  while  we  are  rejoicing  that  the 
broad  expanse  of  San  Francisco  Bay 
has  at  last  been  bridged,  let  us  look 
back  briefly  at  some  of  the  historical 
events  that  led  to  this  epochal  ac- 
complishment. 

While  the  idea  of  bridging  the  Bay 
seems  to  have  been  a  topic  of  con- 
versation among  San  Franciscans 
ever  since  the  city  existed,  it  was  not 
nnfil  the  spring'  of  1929  when  the 
State  legislature  created  the  Califor- 


nia Toll  Bridge  Authority  Act  "to 
authorize  and  direct  the  Department 
of  Public  Works  to  build,  purchase, 
condemn,  or  otherwise  acquire  for 
the  State  of  California,  toll  bridges, 
toll  highways,  crossings  and  ap- 
proaches thereto  across  waters  with- 
in the  State     *     *     *"  that  Califor- 


EARL    LEE    KELLY 

nia  as  a  whole  became  a  party  to  the 
project. 

JOINT   COMMITTEE  APPOINTED 

The  passage  of  this  act  was  fol- 
lowed by  the  appointnuuit  of  a  joint 
Federal-State  committee  in  the  fall 
of  the  same  year,  which  rejjorted 
after  intensive  stud.v  that  a  bridge 
could  be  built  at  a  cost  not  too  great 
to  be  paid  off  by  tolls  with  interest 
over  a  period  of  twenty  years. 


This  committee,  known  also  as  the 
Hoover-Young  commission,  recom- 
mended the  general  design,  specifica- 
tions and  route  of  the  bridge.  These 
have  been  altered  somewhat  in  the 
completed  plans  of  the  present 
bridge  but  they  provided  a  very 
definite  basis  upon  which  to  proceed. 

The  cities  of  San  Francisco  and 
Oakland  appropriated  money  toward 
test  borings;  the  Army  and  Navy 
withdrew  objections  to  the  bridge  as 
a  bar  to  navigation  and  a  menace  to 
defense;  and  on  February  20,  1931, 
Congress  granted  the  State  of  Cali- 
fornia the  right  to  construct  a  bridge 
from  Rincon  Hill,  San  Francisco,  to 
Yerba  Buena  Island  to  Oakland. 

ROLPII  !t;IGNED  APPROPRIATION 

Governor  James  Rolph,  Jr.,  signed 
amendments  to  the  California  Toll 
Bridge  Authority  Act  to  provide  for 
the  financing  of  state-owned  bridges 
b.y  revenue  bonds  on  May  25,  193], 
and  simultaneously  signed  an  ap- 
propriation of  $6.'i0,000  for  the  crea- 
tion of  the  San  Francisco-Oakland 
Bay  Bridge  Division  of  the  State  De- 
partment of  Public  Works. 

This  division  got  down  to  business 
on  September  15,  1931,  when  it  open- 
ed offices  at  No.  500  Sansome  Street, 
San  Francisco,  which  its  staff  after 
over  five  years  of  hard  and  anxious 
labor  will  vacate  when  their  work  is 
accomplished. 

Charles  II.  Purcell,  state  highway 
engineer,  was  appointed  chief  engi- 
neer of  the  bridge,  and  to  Mr.  Pur- 
cell and  his  fine  work,  sincere  tribute  i 
must  be  paid. 

NAVY    GRANTS    DEED 

Next  of  importance  was  the  permit 
to  cross  Yerba  Buena  Island  granted 
the  State  in  January,  1932,  by  the 
secretaries  of  War,  Navy  and  Com- 
merce, and  the  presentation  of  a  deed 
to  the  right  of  way  to  Governor 
Rolph  by  Rear  Admiral  William 
Carey  Cole,  on  February  25. 


[Twelve] 


(Novel 


,bcr  i9}6)  California  Highivays  and  Public  Works 


These  men  as  members  of  the  California  Toll  Bridge  Authority,  direct  the  affairs  of  the  Bay  Bridge. 
A.  Hopkins,  chairman  California  Highway  Commission;  Arlin  E.  Stockburger,  State  Finance  Director;  Gove 
Lieutenant   Governor   George    J.    Hatfield;    Earl    Lee    Kelly,    Director   of    Public    Works. 


Left   to    right:     Han 
lOr   Frank   F.   Merriar 


Our  next  problem  was  the  old  one 
— money.  The  private  bond  market 
was  gloomy,  because  the  depression 
had  dealt  it  a  bad  blow.  After  much 
negotiation  with  the  Reconstruction 
Finance  Corporation  it  agreed  on 
October  10,  1932,  to  purchase  $61,- 
400,000  of  California  Toll  Bridge 
Authority  bonds  for  the  construction 
of  the  bridge  proper,  providing  that 
the  State  would  maintain  the  bridge 
and  build  the  approaches. 

ISids  for  the  first  contract  were 
opened  on  February  28,  1933,  by 
Governor  Rolph  in  Sacramento.  The 
R.  F  .C.  announced  the  money  avail- 
able on  April  27,  1933,  and  ground 
was  broken  on  Jul}'  9,  1933. 

AMAZING  CONSTRUCTION  PEOGRESS 

Tlnis  in  tliree  years  and  five 
montlis  tlie  world's  greatest  bridge 
lias  been  built  and,  considering  the 
magnitude  of  the  task  and  the  engi- 
neering pioneering  required,  its 
quiet,  steady  progress  has  been  in- 
deed amazing. 

It  can  not  be  said  that  the  bridge 
is  entirely  completed  because  the 
electric  railway  .system  and  the 
terminal  have  yet  to  be  finished.  This 
work  will  be  ready  by  March,  193S. 
it  is  estimated. 

Tlie  bridge  will  have  an  automo- 
bile capacity  of  16,000  vehicles  an 
hour  without  congestion.    More  than 


30,000,000  passenger  cars  and  trucks 
can  pass  over  it  a  year  without 
straining  its  capacity  to  handle  traf- 
fic. The  engineers  have  designed  the 
bridge  to  accomodate  a  traffic  vol- 
ume of  motor  vehicles  and  interur- 
ban  trains  and  passengers  far  beyond 
the  estimated  requirements  in  1975. 

(',,-,,1111(1,(1(10   P.\SSEXGEiR.S   IX   l!(r>0 

By  1950  we  estimate  the  bridge 
will  be  carrjdng  12,600,000  automo- 
biles and  trucks,  25,000,000  motor 
vehicle  passengers  and  40,000,000 
interurban  train  passengers. 

It  will  save  the  interurban  train 
])assengers  at  least  15  minutes  a  trip, 
and  automobile  passengers  a  half 
hour  or  more.  This  time  saving 
alone  would  make  the  bridge  worth 
while.  Figure  out  the  amount  of 
time  saved  by  a  commuter,  multiply 
it  by  the  number  of  passengers  a 
year,  and  then  try  to  figure  out  tlie 
total  amount  of  time  saved  in  a 
year.  The  result  will  be  almost  an 
astronomical  figure. 

Yes,  the  bridge  will  be  a  great 
break  for  the  commuter  from  the 
time  standpoint,  and  that  alone 
would  make  it  worth  while.  Surely 
the  Bay  commuters  deserve  this 
break. 

Time  saving  is  not  the  only  ad- 
vantage the  commuter  will  eventual- 
ly reap  from  the  bridge,  however. 


There  is  the  financial  advantage.  It 
will  save  commuters  and  motorists 
hundreds  of  thousand  dollars  in 
lower  fares  and  tolls.  Keep  this 
fact  also  in  mind  as  supremely  im- 
portant— the  bridge  is  being  built 
without  one  dollar  of  cost  to  the  tax- 
payers. It  will  be  paid  for  out  of 
revenue  only. 

The  flat  rate  toll  has  been  fixed  at 
65  cents  per  car  and  5  passengers. 
This,  however,  may  be  adjusted  ac- 
cording to  revenues.  A  larger  vol- 
ume of  traffic  than  we  anticipate 
would  most  likely  result  in  lower  toll 
cliarges. 

But  according  to  our  most  careful 
estimates,  the  bridge  should  pay  for 
itself  in  about  20  years. 

After  that  it  will  become  a  FREE 
BRIDGE ! 

When  I  say  that  its  construction 
will  not  cost  the  taxpayer  a  dollar,  I 
am,  of  course,  referring  to  the  bi-idge 
proper;  the  approaches  will  be  paid 
for  out  of  northern  California's 
share  of  the  State  gasoline  tax  allot- 
ment. But  this  amounts  to  only 
$6,600,000  and  will  be  repaid  out  of 
bridge  revenues. 

The  importance  of  this  great  new 
bridge  unit  as  a  connecting  link  of 
our  State  Highway  System  is  em- 
phasized by  a  glance  at  tlie  map  re- 

(Continued  on  page  20) 


California  Hightvays  and  Public  Works  (Noiember  i9}6) 


[Thirteen  1 


Governor  Merriam  at  Dedication 
Pays  Tribute  to  Workers  and  Looks 
Forward  to  a  Free  Toll  Bridge 

Two  addresses  were  delivered  by  Governor  Frank  F.  Merriam  in  the  dedication  exercises,  the  first  at  the 
Oakland  terminus  and  the  second  at  the  San  Francisco  end. 

In  his  Oakland  address,  the  Governor  paid  tribute  to  the  civic  leaders,  government  and  State  ofiBcials  and  the 
army  of  workers  who  made  the  bridge  possible.  He  looked  forward  to  the  time  when  the  great  structure  will  be 
owned  by  the  people  of  California  and  be  toll  free. 

The  Governor  in  San  Francisco  emphasized  the  great  strides  made  in  the  development  of  California  and  expressed 
his  gratification  that  the  bridge  had  been  constructed  for  less  than  the  estimated  cost  and  ahead  of  schedule. 


Governor  Cites  Ideals 
In  San  Francisco  Speech 

Governor  Merriam  said  in  San 
Francisco : 

We  have  assembled  upon  this  oeca- 
sion  to  celebrate  the  completion  of 
tills  prreat  bridge.  In  so  doing,  we  are 
following  a  custom  that  has  marked 
the  progress  of  highway  construction 
tlironghout  the  Nation.  The  building 
of  bridges  has  always  stimulated  the 
interest  and  aroused  the  enthusiasm 
of  our  people.  But  never  had  any 
sroup  a  greater  incentive  for  celebra- 
tion than  have  we  because  we  are 
dedicating-  a  bridge  of  stupendous 
construction,  magnificent  design,  mar- 
velous beauty,  amazing  strengtli  and, 
withal,  a  capacity  for  unlimited 
service. 

Our  meeting  today  will  do  more 
than  celebrate  the  completion  of  this 
project.  In  a  broader  sense,  we  must 
recognize  this  as  a  day  of  commence- 
ment rather  than  a  day  of  attainment. 
In  the  past  we  have  been  interested  in 
its  construction,  in  the  future  we  shall 
be  interested  in  its  use. 

HARD    WORK    STRESSED 

For  more  than  three  years  engi- 
neers, construction  corporations  and 
workmen  all  under  the  Department  of 
Public  Works  of  the  State  of  Cali- 
fornia, have  been  working  together  in 
this  building  program.  This  gigantic 
structure  required  the  be.st  thought 
and  concentrated  effort  of  some  of 
the  leading  engineers  of  our  State 
and  Nation.  It  involved  the  forma- 
tion of  fiscal  policies  that  demanded 
the  highest  ingenuity  of  outstanding 
financial  leaders.  Moreover,  it  re- 
quired  the  devoted  service  of  thou- 


GOVERNOR    FRANK     F.    MERRIAM 

sands  of  men  who  labored  daily  in 
placing  the  materials  and  in  operating 
tlie  machinery. 

This,  then,  is  a  monument  to  the 
combined  efforts  of  governmental 
authorities,  construction  experts, 
architectural  engineers,  skillful  work- 
men and  a  cooperative  people.  It  is 
the  result  of  the  broad  vision  and  the 
heroic  efforts  of  courageous  men. 

TWO   THEORIES    CITED 

We  can  not  dedicate  this  bridge 
without    noting    the    remarkable    ad- 


vancement of  tlie  last  300  years.  In 
reviewing  that  history  we  discover 
that  our  progress  has  evolved  out  of 
the  common  struggles  of  men.  In  the 
I'ecords  covering  these  few  centuries 
we  find  two  threads  of  philosophy  that 
run  through  the  whole  fabric  of 
American  life.  The  one  expounds  the 
theory  of  isolation,  the  other  extols 
the  icleal  of  cooperation. 

In  the  formation  of  one  of  the 
early  communities  on  the  Atlantic 
Coast,  the  local  government  assumed 
the  responsibility  of  providing  every 
person  with  a  musket,  one  pound  of 
powder,  twenty  bullets  and  two  fath- 
oms of  match,  with  sword  and  i"est 
and  bandoliers.  This  was  in  a  period 
when  the  rivers,  marshes  and  moun- 
tains served  as  barriers  of  protection 
and  security.  Throughout  the  cen- 
turies they  had  stimulated  the  organi- 
zation of  the  clan,  the  tribe  or  the 
village. 

CREEDS    BECOME    STATIC 

Obviously  people  living  under  such 
circumstances  were  deprived  of  the 
stimulus  that  comes  from  contact  with 
otlier  people  and  other  races.  This 
ideal  of  i-solation  prevented  the  exten- 
sion of  knowledge  and  the  develop- 
ment of  the  spirit  of  service.  Creeds, 
customs  and  conventions  became 
static.  Even  habits  of  thought  and 
tlie  expression  of  ideas  became  stilted 
Hud  circumscribed. 

In  striking  contrast  to  that  type 
of  civilization  we  survey  our  own. 
In  analyzing  the  qualities  and  char- 
acteristics of  this  great  bay  area  we 
discover  many  factors  that  create 
common  interest  among  the  residents. 
Tiiey  are  held  together  by  bonds  of 
education,    religion,   government   and 


[Fourteen] 


(No, 


nbcr  19} 6)  California  Hightvays  and  Public  Works 


suTir 


Section    of    huge    crowd    attending    Bay    Bridge    dedication    ceremonies   on    Oakland    side,   with    Administration    Building    in    background. 


Speakers   platform    in    Fifth   Street   Plaza   on   dedication   day.        Lieutenant  Governor  George  J.  Hatfield   is  addressing  throng  of  citizens. 


social  service.  They  share  the  ad- 
vantages of  great  community  enter- 
prises, projected  and  maintained 
through  public  leadershiji  and  the 
use  of  public  funds.  Tliis  bridge 
which  we  dedicate  today  stands  as  a 
symbol  of  cooperative  achievement 
for  the  residents  of  this  local  com- 
munity, the  State  and  the  Nation. 
We  have  learned  that  isolation  stim- 
ulates fear  while  cooperation  inspires 
confidence.  Isolation  never  advances 
commerce,  business,  industry  and  cul- 
tui-e.  It  curtails  rather  than  impels  a 
feeling   of   community   consideration. 

EMBLEM    OF    FRIENDSHIP 

Accordingly  we  dedicate  this  great 
structure  as  a  part  of  the  highway 
system  of  California  to  the  use  of 
tlie  people  in  an  emblem  of  friendship 
and  neighborly  association — an  ideal 
which  is  beautifull.v  and  emphatically 
portrayed  in  the  words  of  the  poet 
when  he  said  : 

'I    like  a  bridge — 

'It   cries  "Come   on 

'I'll    take    you    there    from    here    and     here 

from    there. 
'And    save    you    time    and    toil." 
'I   like  a  bridge — 
'It    breathes    romance; 
'There's    new    adventure    on    the    further 

side 
'And   I   will   help  you  cross. 
'I   like  a  bridge — 
'It   makes   me  think 
'That  when   a   worry   comes,   my   mind   will 

find 
'Somewhere    a    friendly    bridge. 

Workers,   Engineers   Are 
Praised  In  Oakland  Talk 

Governor  Merriam,  in  his  .speech 
at  the  Oakland  end  of  the  bridge, 
said : 

We  are  privileged  today  to  cele- 
brate the  completion  of  the  greatest 
l)ridge  yet  constructed  and  to  place 
it  at  the  disposal  of  the  multitudes 
who  will  cross  and  recross  it  as  the 
years  come  and  go.  Never  in  the 
events  of  recorded  years  has  such  a 
bridge  been  built  to  span  so  great  a 
stretch  of  water.  The  secrets  of  Na- 
ture, the  science  of  their  use,  the  art 
of  construction  and  the  inventive  ge- 
nius of  man,  have  all  contributed  to 
this  tremendous  enteriu'ise.  San 
Francisco,  Oaklaiul,  the  adjoining 
communities,  California,  and  the  Na- 
tion may  well  be  proud  of  this  world 
leiiowned  structure. 

This  bridge  is  not  the  product  of 
:i  day.  In  the  early  years  men  gazed 
(lilt  ui)on  the  waters  se]iarating  the 
])eiiinsula  from  the  mainland  and  ad- 


vocated building  a  bridge  upon  which 
traffic  nught  pass  at  will,  successively 
a  dream,  a  vision,  a  subject  of  scien- 
tific research,  the  definite  engineering 
plans,  governmental  api)roval  and  fi- 
nancing, and  finally  the  builders, 
realization — we  are  assembled  here  to 
inaugurate  its  service  to  mankind  who 
may  travel  this  way. 

MANY  TOOK  PART 

Nor  has  the  bridge  resulted  from 
the  activities  of  a  single  individual. 
A  myriad  of  thinkers  and  workers 
have,  through  their  individual  and 
combined  efforts,  carried  their  share 
of  the  responsibility  and  have  added 
their  part  to  this  great  undertaking. 
Without  the  earnest  cooperation  of 
many  minds  and  hands,  this  magnifi- 
cent structure  would  not  stand,  at 
once,  as  the  result  and  thi'  instrument 
of  modern  progress. 

PRESIDENTS    PRAISED 

Presidents  Hoover  and  Roosevelt 
generallv  contributed  to  the  enter- 
prise ;  President  Hoover  in  the  ini- 
tiation of  planning  and  financing, 
and  President  Roosevelt  in  the  sup- 
port and  aid  which  made  possible  its 
completion. 

Governors  Young  and  Roljih 
worked  without  reserve  in  promoting 
the  enterprise — Governor  Young  in 
apjiroving  the  act  establishing  the  Toll 
Bridge  Authority,  the  organization 
which  has  had  immediate  charge  of 
the  financing  and  supervision  of  its 
construction  and  Governor  Rolph  in 
enthusiasticall.v  carrying  forward  the 
executive  activity  during  his  term 
of  office. 

COMMISSIONS  LAUDED 

Two  commissions,  one  appointed  by 
President  Hoover,  the  other  by  Gov- 
ernor Rolph,  rendered  splendid  serv- 
ice. The  first  special  committee,  usu- 
ally designated  as  the  IIoover-Young 
Commission,  was  nami^d  to  select  a 
site,  determine  the  route  and  to  nego- 
tiate with  the  war  depai'tment  regard- 
ing these  and  other  important  items. 
The  second,  known  as  the  Financial 
Advisoi'>'  Committee,  was  instrument- 
al in  financing  and  convincing  the 
Reconstruction  Finance  Corjioration 
of  the  soundness  of  such  an  invest- 
ment and  in  arranging  for  the  sale 
of  the  revenue  bonds.  Both  of  these 
commissions  gave  generously  and 
gratuitously  of  their  time  and  ability 
in  the  advancement  of  the  project. 

Many  others  should  be  commended. 
Rvervone,  in  anv  wav  connected  witli 


the  work,  was  most  zealous  in  his 
effort  to  be  helpful.  The  contractors, 
the  workmen  who  labored  with  their 
hands  and  those  who  operated  the 
machinery,  must  all  be  commended  for 
their  skill  and  diligence.  Director  of 
Public  Works  Earl  Lee  Kelly  and 
Chief  Engineer  Charles  H.  Pureell, 
rendered  outstanding  service  in  their 
]iarticiilar  lines  of  activity,  as  did 
their  associates. 

These  bridge  builders  have  looked 
forward  with  enthusiastic  anticipa- 
tion to  this  hour.  In  all  of  the  proc- 
esses of  construction  they  followed  a 
plan  that  had  been  inspired  by  the 
commanding  ideal  of  service. 

They  now  enjoy  the  results  of  their 
handiwork.  Through  the  authority 
vested  in  the  state  they  offer  it  today 
to  the  public  as  a  masterpiece  of  archi- 
tectural and  engineering  skill,  a  road- 
way between  two  great  conununities. 

FINANCING  CITED 

While  we  extol  the  achievement  of 
its  building,  and  sing  the  praise  of 
those  who  have  accomplished  its  com- 
pletion, the  ulitarian  and  practical 
features  which  induced  investors  to 
finance  the  project  should  not  be 
passed  unnoticed.  It  was  this  deci- 
sion wliich  finally  insured  success. 

The  financing  of  the  undertaking 
is  as  bold  in  the  field  of  investment 
as  is  the  project  in  engineering  and 
construction.  Self-liquidating,  the 
.$55,000,000  in  bonds,  alreadv  issued, 
and  the  .$15,000,000  or  $20,000,000 
additional  necessary  to  provide  in- 
terurban  electric  ear  service  over  the 
bridge,  are  guaranteed,  only  by  the 
revenues  derived  from  its  operation. 
The  receipts  and  income  must  pay 
the  indebtedness  incurred.  The  taxes 
and  credit  of  the  cities,  counties  and 
even  the  State  are  in  no  wise  pledged 
for  the  satisfaction  of  the  bridge 
obligations.  When  the  bonds  and  in- 
debtedness have  all  been  paid,  the 
In'idge  becomes  the  property  of  the 
state,  to  be  operated  toll  free  as  part 
of  the  highway  system. 

COST  IS  REDUCED 

It  is  a  matter  of  gratification  tluit 
the  bridge  has  been  constructed  for 
less  than  the  estimated  cost  and  com- 
pleted in  less  than  the  time  allotted 
under  the  contract. 

This  bridge  was  designed  and  has 
Ijeen  constructed  to  improve  trans- 
portation facilities,  to  make  travel 
less  expensive,  to  save  time  and  to 
provide  convenience,  safety,  and  com- 

( Continued    on    paere    23) 


[Sixteen] 


(November  i9}6)  California  Highways  and  Public  Works 


I 


Entrancing    view    of    Bay     Bridge    showing    majestic     lines  of  structure,  with   San    Francisco   in   background. 


California  Highways  and  Public  Works  (November  19)6) 


[Seventeen] 


Main  Highway  Artenals 

Lead  to  Bay  Crossing 


(Continued  from   page    13) 


vealiiig:  some  of  the  traffic  arterials 
that  lead  to  it. 

NEW  HIGHWAY  CONNECTION 

First,  there  is  tlie  new  East  Shore 
hin-liway,  a  jiortion  of  which  was 
ruslicd  to  completion  for  the  opening: 
of  the  bridge.  This  highway,  desig;- 
nated  State  Ronte  69,  intersects  with 
United  States  40  which  is  also  State 
Hig:hway  14,  in  El  Cerrito  and  tra- 
verses the  tide  flats  to  connect  with 
IT.  S.  48  (State  Highway  Ronte  5) 
near  Emeryville.  It  extends  also 
sonthward  to  join  Seventh  Street 
and  Cypress  in  Oakland. 

This  double  highway,  which  fea- 
tures a  ten-foot  dividing  strip,  has 
been  designed  to  be  one  of  the  safest 
in  California. 

U.  S.  40  (Lincoln  Highway)  trav- 
erses San  Pablo  Avenue  through 
Oakland  and  Berkeley  and  follows 
the  shore  of  San  Pablo  Bay  and  the 
Straits  of  Carquinez,  which  it  crosses 
to  connect  with  State  Highway 
Route  7.  Route  7  is  the  link  that 
carries  traffic  to  the  various  roads 
covering  the  fertile  Sacramento  Val- 
ley regions. 

Two  recent  improvements  on  this 
route,  the  American  Canyon  Cut-off 
from  the  vicinity  of  the  Carquinez 
Bridge  to  Fairfield  and  the  realign- 
ment south  of  Vacaville  will  shorten 
the  driving  time  from  Sacramento  to 
the  Bay  region  by  a  full  hour. 

NEW  TUNNEL  BUILDING 

Another  important  project  that 
will  give  easier  access  to  a  prosper- 
ous region  from  which  traffic  will 
flow  directly  over  the  bridge  is 
State  Highway  Route  75 — the  road 
to  Moraga  Valley  and  Walnut  Creek. 
The  Broadway  low  level  tunnel 
when  eom])lete  will  replace  the  old 
narrow  tunnel  east  of  Berkeley  and 
considerabl.y  shorten  the  distance. 

It  is  easy  to  visualize  the  great 
activity  in  motor-car  travel,  both  in- 
dustrial and  pleasure,  which  will  re- 


sult in  the  Bay  Region  with  the  cre- 
ating of  such  an  important  link  in 
our  highway  chain  as  the  San  Fran- 
cisco-Oakland Bay  Bridge. 

This  structure  will  be  maintained 
by  the  State  Highway  Department 
from  gas  tax  funds  allotted  to  the 
northern  counties. 

SPECIAL  HIGHWAY  SQUAD 

Traffic  regulations  will  be  those  of 
all  State  highways,  with  the  speed 
limit  4.'i  miles  per  hour.  For  the  pro- 
tection of  motorists  and  to  safeguard 
against  reckless  driving  a  special 
bridge  detail  of  the  California  High- 
way Patrol  has  been  assigned  to  duty 
within  the  confines  of  the  structure 
operating  from  the  Fifth  Street 
Plaza  in  San  Francisco  to  the  East 
Bay  approaches.  Their  quarters  will 
be  at  the  Administration  Building. 
In  order  to  expedite  traffic  over  the 
bridge  the  Vehicle  Code  specifies 
that  "on  vehicular  crossings"  ac- 
quired under  the  provisions  of  the 
Califoi-nia  Toll  Bridge  Authority 
Act,  pedestrians,  bicycles  and  ani- 
mals led  or  driven  can  not  be  per- 
mitted. 

In  closing,  I  want  to  pay  a  tribute 
of  appreciation  and  sincere  admira- 
tion to  the  men  whose  brains  and 
brawn  have  built  this  great  struc- 
ture. To  the  engineering  geniuses 
who  conceived  and  designed  it  and 
to  the  thousands  of  American  work- 
men whose  daring  courage  and  skill 
erected  it  the  San  Francisco-Oakland 
Bay  Bridge  will  be  an  enduring 
monument  of  steel  and  concrete,  a 
memorial  of  high  endeavor  and  sacri- 
fice for  future  generations  to  grate- 
fully contemplate. 


"Sii.v,  porter,  did  you  find  a  big  roll  of 
money  under  my  pillow?" 

"Yes.suh.  I  did,  suli.  .ind  I  thanks  you. 
suli,  very  much,  .suh." 


Doctor:  "Ilumph  !  I  can't  quite  diagnose 
your  ca.so.     I  think  it's  drink." 

Patient :  "Oh,  I  see.  Now,  look  here,  doc- 
tor. Would  you  like  me  to  come  again  when 
you're  sober?" 


Pres.  Roosevelt 
Starts  Traffic 
Over  Bay  Bridge 

(Continued    from    page    9) 

Simultaneously,  searchlights  on 
every  battleship  in  navy  row  shot 
great  beams  of  light  into  the  clear 
night  sky  and  for  an  hour  wove  de- 
signs in  the  heavens. 

Against  a  blue-black  background 
of  the  soiithern  horizon  an  endless 
procession  of  automobiles  moved  back 
and  forth  across  the  bridge,  their 
headlights  giving  the  impression  of 
flaming  pearls  in  motion  on  an  un- 
earthly jewelled  brooch  stretched 
across  the  bay. 

GREAT    PYROTECHNIC    DISPLAY' 

Many  thousands  of  San  Franciscans 
and  visitors  sat  spellbound  on  every 
vantage  point  in  the  city  for  hours 
watching  the  gorgeous  show  of  light. 
And  to  top  it  off,  from  a  barge 
anchored  in  mid-bay,  San  Francisco 
staged  such  a  display  of  fireworks  as 
never  before  has  been  witnessed  on 
the  west  coast. 

It  was  a  breath-taking  scene. 

To  add  to  the  glamour  of  the  night, 
every  large  office  building  and  hotel 
in  downtown  San  Francisco  was 
aflame  with  electric  lights,  each  an 
incandescent,  colorful  pattern  of  its 
own. 

On  Friday,  November  13,  San 
Francisco  staged  the  greatest  parade 
in  its  history,  and  San  Francisco  ever 
has  been  a  city  that  loved  parades. 
The  afternoon  parade  of  that  day, 
starting  at  the  Embarcadero  at  2 
o'clock  in  the  afternoon,  consumed 
three  hours  in  passing  the  reviewing 
stand  in  the  Civic  Center. 

BRILLIANT    NIGHT   PAGEANT 

The  city  gave  itself  over  to  a  riot 
of  fun  and  celebration  ending  with  a 
huge  pageant  of  light  on  Saturday 
night,  a  night  parade  of  brilliantly 
illuminated  floats,  marching  troops, 
sixty  liaiids  and  drum  corps  and  nu- 
merous civic  and  military  organiza- 
tions. 

Tired,  but  still  joyous,  citizens  of 
San  Francisco  went  to  their  churches 
on  Sunday  morning  where  special 
services  in  commemoration  of  the 
realization  of  the  city's  bay  bridge 
dream  were  held. 


I  Twenty] 


(November  193  6)  California  Hightvays  and  Public  Works 


New  Problems  of  Design 
Solved  by  Bridge  Engineers 

By  Glenn  B.  Woodruff,  Engineer  of  Design 
San  Francisco   -   Oakland  Bay  Bridge 


THE  LARGEST  and  deepest 
foundations  on  record,  the 
world's  largest  tunnel,  a  new 
type  of  suspension  bridge,  the  long- 
est and  heaviest  cantilever  span  in 
the  United  States  were  among  the 
problems  that  faced  the  designers 
of  the  Bay  Bridge. 

For  all  of  these,  it  was  necessary 
not  only  to  provide  a  design  that 
would  be  adequate  when  completed 
hut  to  develop  construction  methods 
on  which  the  contractors  would  stake 
their  resources  to  accomplish  what 
many  engineers,  not  to  speak  of  lay- 
men, had  declared  impossible. 

There  was  still  another  task,  to 
produce  such  designs  that  this  work 
could  be  accomplished  within  reason- 
able financial  limits.  For  several 
parts  of  the  work  it  was  necessary  to 
develop  not  only  new  designs,  but 
also  new  theories  of  design.  It  is 
now  jiossible  to  report  that  all  these 
problems  have  been  successfully 
solved. 

DESIGN    HIGHLIGHT 

Among  the  hig-hlights  of  these  de- 
signs, the  following  may  be  briefly 
mentioned. 

The  Purcell-Moran  caissons  used 
for  the  foundations  of  the  West  Bay 
piers,  which  not  only  permitted  car- 
rying our  foundations  to  rock  240 
feet  below  water  surface  but  also 
made  it  possible  to  force  the  cutting 
edge  through  25  feet  of  sandstone. 

The  false  bottom  caissons  in  the 
East  Bay,  which  permitted  placing 
foundation  concrete  245  feet  below 
water,  60  feet  beyond  all  records 
other  than  those  on  the  bridge. 

The  tunnel  through  Yerba  Buena 
Island,  80  feet  wide,  60  feet  high, 
with  lining,  and  involving  the  new 
method  of  completing  the  tunnel 
lining   before   excavating   the   core. 

The    twin    suspension    span   West 


G.  B.  WOODRUFF 

Bay  Crossing,  with  its  immense  cen- 
ter anchorage. 

The  East  Bay  cantilever,  longi- 
tudinally anchored  at  one  point  only 
with  provisions  for  taking  all  the 
expansion  in  a  mile  of  bridge  at  one 
point. 

No  mention  of  this  project  can  be 
complete  without  a  tribute  to  the 
efficient  staff  of  engineers,  all  of 
them  employees  of  the  State  Depart- 
ment of  Public  Works,  whose  indus- 
try and  ability  have  brought  the 
project  to  its  successful  culmination. 


Commuters  Will 
Save  35,000,000 
Hours  per  Year 

WHEN  electric  train  service  is 
installed  on  the  San  Fran- 
cisco-Oakland Bay  Bridge, 
bay  commuters  will  be  saved  approxi- 
mately 35  million  hours  of  time  a 
year,  according  to  Earl  Lee  Kelly, 
Director  of  the  Department  of  Public 
Works. 

This  saving,  figured  in  dollar  value 
of  time  saved  by  commuters,  ulti- 
mately will  be  woi'th  almost  the  cost 
of  the  bridge,  in  the  opinion  of  Mr. 
Kelly. 

35.000,000    COMMUTERS 

At  the  time  the  bridging  of  the  bay 
began  to  receive  serious  considera- 
tion in  Washington,  Director  Kelly 
ordered  an  exhaustive  survey  of  com- 
muter needs  between  San  Francisco 
and  the  East  Bay  district.  His  engi- 
neers found  that  35  million  persons 
a  year  used  the  ferryboats  and  that 
the  average  trip,  counting  waits,  con- 
sumed an  hour  each  way. 

"Our  studies  showed  that  a  bridge 
with  high-speed  electric  trains  replac- 
ing the  ferryboats  would  save  each 
commuter  nearly  au  hour  a  da.y," 
Director  Kellj^  said. 

ELEfTEIC  TRAINS  PLANNED 

"The  next  problem  was  that  of  cost 
to  the  commuter.  The  State's  engi- 
neers and  the  California  Toll  Bridge 
Authority  had  their  choice  between  a 
'gold  plate'  service  that  would  be  the 
last  word  in  luxury  but  which  would 
be  more  expensive  than  the  ferry- 
boats, and  the  cheapest  kind  of  elec- 
tric train  service  which  took  no  ac- 
count of  comfort  or  speed. 

' '  The  electric  trains  planned  for  the 
bridge  are  a  happy  medium  between 
these  two  extremes.  They  will  pro- 
vide fast,  comfortable  service  and  at 
the  same  time  will  l>e  sufficiently  inex- 
pensive to  allow  the  money  borrowed 
from  the  Reconstruction  Finance  Cor- 
lioration  for  the  interurban  system 
to  be  repaid  in  about  a  score  of  years 
out  of  commuter  fares." 


Jack  Tar  had  just  an-ivcd  at  the  old  home 
cottage  after  voyaging  about  for  a  number 
of  years.  "Well,  mother,"  he  said  heartily, 
"how  did  you  like  the  parrot  I  sent  you?" 

"Well,"  said  his  old  mother  dubiously,  "it 
was  nice  and  jilump.  Jack,  but  my!  it  was 
tougli." 


California  Highways  and  Public  Works  (November  i9ib) 


[Twenty-one] 


Bridge  Built  in  40  Months 

With  Saving  of  Over  $7,500,000 

In  his  speech  at  the  dedication  ceremonies,  Chief  Engineer  Charles  H.  Purcell  of  the  San  Francisco-OaMand 
Bay  Bridg-e,  who  is  also  State  Highway  Engineer,  paid  a  high  tribute  to  the  intelligence  of  American  workmen 
whose  skill  constructed  the  great  span  in  forty  months  with  a  saving  of  $6,000,000  under  estimate  and  over  $1,500- 
000  in  interest  on  bonds.    The  speech  in  full  was  as  follows: 

BY  CHARLES  H.  PURCELL 

Chief   Engineer  and   State   Highway   Engineer 


THIS  bridge  today  becomes  a 
part  of  the  State  Highway  Sys- 
tem of  California — a  part  of  a 
system  that  has  kept  pace  with  the 
development  of  California  since  its 
establishment  in  1909. 

The  people  of  California  have 
contributed  through  the  years  to 
the  maintenance  and  construction 
of  this  sj'stem  which  has  returned 
to  the  people  a  service  in  economi- 
cal transportation  of  the  varied 
products  of  the  farms,  mines  and 
industry.  The  highway  system 
has  done  its  part  in  lowering  the 
cost  of  bringing  these  products  to 
the  competitive  markets  of  the 
world  on  such  a  basis  that  Cali- 
fornia has  prospered. 

Into  this  bridge  have  gone  the 
results  of  the  combined  research 
and  experience  through  the  years 
of  the  various  engineering  and 
scientific  professions.  We  have 
in  this  structure  contributions 
from  the  metallurgists,  the  mining 
engineers,  the  electrical  engineers, 
the  mechanical  engineers,  the 
chemical  engineers,  and  the  civil 
engineers. 

TRIBUTE  TO  AMERICAN  WORKERS 

The  personnel  of  these  groups 
have  all  contributed  to  this  struc- 
ture. The  rapid  production  of 
materials  and  the  speed  of  assem- 
bly materials,  with  improved  qual- 
ity of  workmanship,  permitted  the 
completion  of  this  structure  in  the 
short  period  from  July,  19.'?3,  to 
November  12,  19.'j6 — h  jicriod  of 
forty  months. 

The  intelligence  of  the  American 
skilled  workman,  which  enables  a 
large  organization  to  adapt  itself  to 


the  newest  mechanical  developments, 
can  not  be  equalled  in  any  nation, 
and  to  this  great  body  of  skilled 
labor  on  this  structure  I  am  sure 
that  the  people  of  California  are 
grateful.      This    great    undertaking 


C.   H.   PURCELL 

was  carried  on  through  the  depres- 
sion, under  varying  conditions,  with 
no  strike  or  serious  labor  dispute. 

1  I'cel  tliat  ;i  word  of  |)i'iiis('  is  due 


the  great  contracting  firms  who  bid 
upon  our  plans  and  carried  them 
through  to  completion  with  that  spirit 
of  cooperation  with  the  engineering 
staff  that  is  essential  to  any  success- 
ful engineering  project. 

SAVING  OF   $7,500,000 

This  bridge  stands  completed 
today,  ready  for  motor  trans- 
port, with  a  saving  of  over  six 
million  dollars  under  the  esti- 
mated authorization  for  its  con- 
struction. It  is  available  for  the 
use  of  the  public  six  months  in 
advance  of  the  scheduled  com- 
pletion date,  with  a  saving  in 
cost  of  interest  on  bonds  during 
construction  of  over  a  million 
and  a  half  dollars.  Total  cost  of 
the  bond-financed  bridge  at  this 
stage  is  fifty-three  million  six 
hundred  thousand  dollars  in 
cash. 

I  wish  to  pay  a  tribute  at  this 
time  to  the  great  statf  of  engineers 
who  worked  so  diligently  and 
skillfully  during  the  past  five 
years.  Often  long  hours  of  over- 
time have  been  necessary  to  make 
today's  completion  date  possible. 
No  chief  engineer  could  have  had 
a  more  loyal  and  skillful  design 
and  field  force  than  it  has  been 
my  privilege  to  have  on  this 
project. 

I   am  deeply  grateful  to   Gov- 
ernor Frank  F.  Merriam  for  his 
kindly  and  sound  advice  and  for 
his  sincere  cooperation.     1  am  in- 
debted to  Earl  Lee  Kelly,  State 
Director    of    Public   Works,    for   his 
untiring  assistance   and   encouraging 
counsel. 

To  the  Board  of  Consulting  Engi- 


I  Twenty-two] 


(November  19} 6)  California  Highways  and  Public  Works 


Night   vi. 


in    Verba    Buena    Island    tunnel    of    San    Francisco-Oakland   Bay   Bridge   showing  excellent   lighting   effects  of  sodiur 

lamps. 


iieers  whom  I  selected  for  tliis  work 
five  years  ago — whom  I  considered 
outstanding  in  their  particular  fields 
— I  am  grateful  for  technical  advice. 

I  am  grateful,  too,  for  the  wise 
counsel  of  the  Financial  Advisory 
Board,  composed  of  business  men  who 
gave  freely  of  their  time  and  money 
to  assist  in  launching  and  guiding  the 
financial  questions  which  are  impor- 
tant in  a  project  of  this  kind. 

Those  who  were  appointed  to  mem- 
bership on  the  original  Hoover-Young 
Commission  can  look  with  satisfac- 
tion upon  the  work  which  they  did  as 
a  basis  for  this  structure  when  the 
location  and  agreements  with  the 
Army  and  Navy  were  reached  and  the 
report  made  to  President  Hoover  and 
Governor  Young  on  August  6,  19.30. 

COOPERATION  BY  RFC  STAFF 

The  businesslike  decisions  on  all 
fiscal  questions  and  technical  ques- 
tions arising  during  the  progress  of 
this  work,  by  the  Directors  of  the 
Reconstruction  Finance  Corporation 
and  Chief  Engineer  and  legal  staff 
have  contributed  largely  to  the  rapid 
progress  and  the  prompt  completion 
of  this  project  well  within  the  esti- 
mates. 

For  the  patience  and  the  kind 
under.standing  of  the  people  of  the 
San  Francisco  Bay  Area  we  of  the 
engineering   staff   are   duly   grateful. 


Poem  Quoted  in 
Dedication  Speech 
by  Gov.  Merrlam 

Inclosing  his  dedication  speech  at 
Oakland,  Governor  Merriam  quoted 
the  following  poem: 

'They     have     builded     magnificent 
bridges 
'Where  the  nation's  highways  go; 
'O'er  perilous  mountain  ridges 

'And  where  great  rivers  flow. 
'Wherever   a   link    was   needed   be- 
tween the  new  and  the  known 
'They    have    left    their    marks    of 
Progress,  in  iron  and  steel  and 
stone. 
'There  was  never  a  land  too  distant 

'Nor  ever  a  way  too  wide, 
'But  some  man's  mind,  insistent, 
'Reached  out  to  the  other  side. 
'They  cleared  the  way,  these  heroes, 

for  the  march  of  future  years. 
'The     march     of     Civilization — and 
they  were  its  Pioneers.' 

— Evelyn  Simms 


As  this  bridge  daily  carries  on  the 
work  for  which  it  is  intended,  we  hope 
it  will  develop  a  character  as  have 
the  venerated  old  bridges  of  the  world. 
We  hope  that  in  time  the  public  in  this 
great  metropolitan  area  around  San 
Francisco  Bay  will  feel  the  same  affec- 
tion towards  this  that  they  do  towards 
their  many  interesting  historical  spots 
that  thev  now  treasure. 


Governor  Merriam 
Dedicates  Bay  Bridge 

(Continued  from  page  16) 

fort  for  the  commuter  and  the  visi- 
tor. In  the  realization  of  this  service 
will  the  project  fulfill  the  objective 
of  its  builders  and  the  hope  and  ex- 
pectations, not  alone  of  the  residents 
around  the  bay,  but  of  all  Califor- 
nians. 

This  bridge  belongs  to  this  genera- 
tion. We  built  it  and  we  shall  pay 
for  it.  But  in  a  broader  sense  it  be- 
longs to  the  generations  that  are  to 
come.  Wlien  the  youths  of  today 
become  the  citizens  of  tomorrow  they 
will  use  it  without  cost.  Accordingly, 
we  dedicate  it  today  to  our  own  use 
and  to  theirs,  hoping  that  they  shall 
receive  it  as  a  legacy  of  great  worth 
and  as  an  indication  of  our  desire  to 
serve. 

BRIDGE     DEDICATED 

May  it  always  remain  a  thing  of 
beauty  and  interest,  an  example  of 
the  genius  and  courage  of  the  engi- 
neer, financier,  builder  and  the  people 
of  California. 


Cub  Reporter:  "I'd  like  some  advice, 
please,  on  how  to  run  a  newspaper." 

Editor:  "You've  come  to  the  wrong  per- 
.son,  son.     Ask  one  of  my  subscribers." 


California  Hightvays  and  Public  Works  (November  i9S6) 


[  Twenty-three  ] 


Legal  History  oF  the 
Transbay  Bridge  Project 


By  C.  C.  CARLETON,    Chief  Attorney 
State  Department  oF  Public  Works 


PURSUANT  to  an  act  of  the 
1927  Legislature,  introduced 
by  Senator  Roy  Pellom  of  San 
Francisco,  providing  for  an  investi- 
gation by  the  California  Higliway 
Commission  of  the  operation  of  toll 
bridges  in  California,  a  comprehen- 
sive report  was  submitted  by  the  Com- 
mission to  the  1929  Legislature. 

In  the  summary  of  conclusions  in 
that  report  the  following  statement 
appears : 

"A  general  conclusion  is  drawn  that, 
due  to  the  generally  high  cost  of  public 
service  of  privately  owned  toll  bridges, 
and  the  extreme  difficulty  of  acquiring 
them  after  they  are  constructed,  at  a 
value  consistent  with  that  for  which  the 
state  or  county  could  build  and  oper- 
ate them,  necessary  steps  should  be 
taken  to  permit  the  state  or  counties  to 
finance  and  build  toll  bridges  on  an  in- 
come  bond   basis." 

The  report  contains  the  following 
significant  paragraphs : 

"There  have  been  a  large  number  of 
franchises  sought  by  different  parties 
to  bridge  the  waters  of  the  San  Fran- 
cisco Bay  district,  all  of  which  have 
been  denied  by  the  supervisors  of  the 
county   having   jurisdiction,   they   are: 

MANY     WANTED     FRANCHISES 

Applications  for  franchises  to  con- 
struct bridges  across  San  Francisco  Bay 
from  the  municipal  district  of  San  Fran- 
cisco to  that  of  the  east  bay  cities. 
Some  33  applications  have  been  made 
to  San  Francisco  County,  two  to  Ala- 
meda County  and  four  to  San  Mateo 
County  for  such  franchise.  The  city  of 
San  Francisco  has  applied  to  congress 
for  a  permit  to  build  a  bridge  across  the 
bay  at  the  location  proposed  by  its 
board  of  engineers  in  their  report  dated 
May,    1927." 

In  the  year  1928  several  confer- 
ences were  held  between  State  and 
city  and  county  officials  in  which 
the  endeavor  was  made  to  interest 
the  State  itself  in  undertaking  the 
construction  of  .such  a  bridge.  An 
early  legal  question  arose  whether 
under  the  Constitution  of  the  State 
of  California  the  State,  through  ap- 


propriate legislative  machinery,  could 
issue  revenue  bonds  to  finance  the 
construction  without  sulimitting  such 
a  bond  issue  to  a  vote  of  the  people. 
While  such  bonds  were  not  to  be  in- 
tended to  constitute  a  debt  or  general 
obligation  upon  the  State,  but  to  be 
retired  solely  from  the  earnings  of  the 
structure,  yet  the  constitutional  ques- 


C.    C.    CARLETON 

tion  became  a  vital  one  at  the  outset. 
It  was  the  fir.st  time  this  form  of 
financing  had  been  proposed  to  be 
used  by  the  State  of  California,  itself. 
However,  it  had  been  used  success- 
fully in  a  number  of  other  states,  not- 
ably New  York,  Indiana,  Kentucky, 
Ohio  and  in  many  municipalities 
throughout  the  Nation.  It  was  an 
ohl   established   method   of   public   fi- 


nancing  in    Europe    for    projects   of 
both  local  and  general  importance. 

At   a   meeting   held    by   interested 
public  officials  and  private  citizens  in 
the  State  Building  at  San  Francisco 
on  November  20,  1928,  the  legal  as- 
pects of  the  construction  and  opera- 
tion   of    the    bridge    connecting    San 
Francisco  with  Alameda  County  were 
discussed  and  a  legal  committee  ap- 
pointed to  study  the  constitutionality 
of  the  suggested  revenue  bond  plan 
of  financing  and  to  draft  any  new 
legislation  that  might  be  required  to 
lie  introduced  in  the  1929  Legisla- 
ture. 

This  committee  was  composed  of 
Frank  Englisli,  Deputy  Attorney 
Oneral,  representing  Attorney  Gen- 
eral U.  S.  Webb,  John  J.  0 'Toole, 
City  Attorney  of  San  Francisco, 
and  John  J.  Dailey,  his  assistant, 
representing  the  City  and  County 
of  San  Francisco,  and  the  writer,  as 
legal  representative  of  the  State  De- 
partment of  Public  Works.  Judge 
Matt  I.  Sullivan,  former  Chief  Jus- 
tice of  California,  also  advised  in 
the  legislation. 

The  1929  Legislature  duly  passed 
the  necessary  legislation,  also  intro- 
duced by  Senator  Fellom,  creating  a 
California  Toll  Bridge  Authority 
and  authorized  the  issuance  of  reve- 
nue bonds  to  build  or  purchase  toll 
bridges  in  the  State  of  California. 

LOCATION    DETERMINED   1930 

The  first  pi'ojeet  undertaken  was 
the  San  Francisco-Oakland  Bay 
Bridge.  In  1930  the  location  of  the 
bridge  was  determined  under  the 
direction  of  a  special  commission 
appointed  by  the  President  of  the 
United  States  and  the  Governor  of 
the  State  of  California. 

Congress  passed  an  act  granting  a 
permit  for  the  construction  of  the 
bridge.  The  1931  Legislature  of  Cali- 
fornia   passed    an    act    appropriating 


[Twenty-four] 


(November  19J6)  California  Highways  and  Public  Works 


This  photograph,  looking  east  from  the  Fifth  Street  Plaza  in  San  Francisco,  shows  the  on  and  off  ramps  for  both  upper  and 
lower  decks  of  Bay  Bridge.  In  foreground  is  the  approach  to  the  plaza.  The  artist  has  sketched  in  his  conception  of  interurban 
trains   using  the   lower  deck. 


.'};6.'i0,0flO  for  the  preparaticm  of  net-es- 
sary  plan.s  and  estimates. 

It  was  determined  that  it  would 
I)e  advisable  to  prepare  a  test  case 
in  the  Supreme  Court  of  California 
to  establish  the  constitutionality  of 
the  California  Toll  Bridge  Authority 
Act  of  1929. 

CONSTITUTIONALITY  UPHELD 

The  Supreme  Court  in  the  case  of 
California  Toll  Bridge  Authoritij. 
ef  al,  vs.  Wentu'orth,  etc..  212  Cal. 
298,  upheld  such  constitutionality. 

The  Authority  was  represented  in 
the  i)roceeding-  by  U.  S.  Webb,  Attor- 
ney General,  Robert  W.  Harrison. 
Chief  Deputy  Attorney  General, 
Frank  Enprlish,  Deputy  Attorney  Gen- 
eral, and  the  City  and  County  of 
San  Francisco  by  John  J.  0 'Toole, 
City  Attorney :  John  J.  Dailey  and 
the  writer,  of  Counsel. 

Special  credit  is  due  John  J. 
Daileu,  now  a  Deputy  Attorney  Gen- 
eral of  California,  for  the  valuable 
contributions  he  made  toward  liand- 
linpr  legal  and  legi-slative  matters 
during  tliis  early  period. 

In  19,32  requests  were  made  to  the 
Reconstruction  Finance  Corporation 
at  Washington  to  aid  in  the  financing 
of  the  San  Praneisco-Oakland  Bay 
Bridge,  and  a  formal  contract  and 
formal  agreement,  dated  December 
If).  19.S2,  for  sucli  financinn'  was  en- 
tered    into    between     the    California 


Toll   Bridge   Authority   and   the   Re- 
construction  Finance   Corporation. 

BOND  VALIDITY  ESTABLISHED 

The  Reconstruction  Finance  Cor- 
poration required  as  a  condition  prec- 
edent to  the  purchase  of  the  bonds, 
that  the  validity  thereof  be  passed 
upon  by  attorneys  approved  by  such 
corporation. 

The  firm  of  Thomson,  Wood  &  Hoft'- 
man,  attorneys  at  law  and  nationally 
recognized  bond  experts  of  New  York 
City,  being  acceptable  to  the  Recon- 
struction Finance  Corporation,  was 
then  employed  by  the  California  Toll 
Bridge  Authority  and  have  since 
served  as  the  eastern  bond  counsel. 

On  December  l.'i,  1932,  the  law 
firm  of  Heller.  Ehrman,  White  & 
McAuliffe,  of  San  Francisco,  was 
employed  by  the  Authority  to  render 
legal  services  in  connection  with  the 
transactions  with  the  Reconstruction 
Finance  Corporation  at  Washina'ton 
and  litigation  and  legislation  in  Cali- 
fornia, and  have  since  served  as  spe- 
cial counsel  for  the  California  Toll 
Bridge  Authority. 

McAULIP'FKS  WORK  LALTDED 

F.  M.  IMcAuliffe  and  Lloyd  W. 
Dinkelspiel  of  that  firm  have  made 
numerous  trips  to  Washington  and 
both  there  and  in  California  have 
rendered  conscientious  and  conspicu- 
ous ]iublic  service. 


They  have  handled  the  legal  work 
in  connection  with  the  drafting  of 
the  agreements  with  the  railway  com- 
[lanies  for  the  installation  of  rail 
facilities  on  the   new  bridge. 

In  1933  they  also  conducted  the 
second  test  case  entitled,  "California 
Toll  Brifh/e  Authority  vs.  Kelly," 
218  Cal.  7,  where  the  Supreme  Court 
of  California  again  upheld  the  con- 
stitutionalitv  of  revenue  bonds  issued 
by  the  California  Toll  Bridge 
Authority. 

Much  legal  woi-k  has  also  been 
handled  by  the  regular  legal  staff  of 
the  State  Division  of  Highways,  De- 
partment of  Public  Works,  and  at 
all  times  the  coordination  of  the  work 
of  the  regular  and  special  counsel  has 
been   complete   and   cordial. 

It  would  be  beyond  the  scope  of  this 
brief  article  to  catalogue  all  the  cases 
and  prolilems  disposed  of  by  the 
legal  advisers. 

Considering  the  immensity  of  the 
San  Francisco-Oakland  Bay  Bridge 
project,  it  is  remarkable  that  it  has 
been  so  free  from  vexatious  and  dila- 
tory litigation. 

In  conclusion  it  is  safe  to  assert 
that  every  attorney  who  has  been 
associated  in  any  manner  in  the  ini- 
tiation, development  and  accomplish- 
ment of  this  vast  enterprise  feels  that 
he  has  en.joyed  one  of  the  most  out- 
standing opportunities  of  his  pi'o- 
fessional  career. 


California  High-ways  and  Public  Works  (November  ms) 


[Twenty-five] 


Flat  Toll  Rate  Is  65  Cents  per  Car 
Including  Driver  and  4  Passengers 


AFLAT  base  toll  of  65  cents 
per  automobile,  with  no  charge 
for  five  passengers,  including 
driver,  and  a  45  cent  commutation 
rate  will  prevail  on  the  San  Francisco- 
Oakland  Bay  Bridge  during  the  first 
year  of  its  operation. 

These  rates  were  endorsed  by  the 
San  FrancLsco-Oakland  Bay  Bridge 
Financial  Advisory  Committee  at  its 
meeting  in  San  Francisco  on  October 
28th  and  finally  approved  by  the  Cali- 
fornia Toll  Bridge  Authority  at  a 
meeting  in  Sacramento  November  6th. 
They  compare  with  the  established 
average  ferr.y  rate  of  80  cents  per 
passenger  automobile  that  had  ex- 
isted for  years  until  the  ferries  re- 
cently reduced  their  fare  to  meet 
the  bridge  rate  and  were  also  ap- 
proved by  the  Reconstruction  Fi- 
nance Corporation,  the  Federal  body 
that  advanced  the  funds  for  con- 
struction of  the  bridge. 

Truck  rates  were  fixed  at  75  cents 
per  truck,  including  driver. 

RECOMMENDED    BY   EXPERT 

The  established  toll  rates  were 
recommended  by  Chief  Engineer 
C.  H.  Purcell,  based  on  an  engineer- 
ing report  of  a  thorough  study  of  the 
financial  requirements  for  amortiza- 
tion of  bridge  bonds,  interest,  opera- 
tion, etc.,  made  by  Coverdale  and  Col- 
pitis, New  York  traffic  experts,  as  re- 
quired by  State  law  and  an  agreement 
between  the  Toll  Bridge  Authority 
and  the  Reconstruction  Finance  Cor- 
poration 

The  toll  schedule  as  adopted  is  as 
follows : 

1 .  Automobiles,  a  m  b  u- 
lances,  taxis,  commer- 
cial or  light  delivery 
automobiles,  all  •with 
driver  and  not  to  ex- 
ceed 4  (four)  addi- 
tional passengers  $0.65 
Passengers  in  excess  of 

4  (four)  each         .05 

2.  Commute:  Passenger 
automobiles  only,  -with 
driver  and  not  to  ex- 
ceed 4  (four)  passen- 
gers, 50  (fifty)  one- 
■way  trips  in  any 
calendar  month  22.50 


Passengers  in  excess  of 

4    (four)    each     $0.05 

3.  Trailers     d  r  a -w  n     by 

automobiles  .50 

Passengers    riding 
trailer    each  .05 

4.  Auto     trucks      (w  i  t  h 

driver)    .75 

Passengers  in  excess  of 
driver    each  .05 

5.  Auto    truck    trailer    or 

semitrailer  .75 

Passengers    riding 
trailer    each  .05 

6.  Buses  with  driver .75 

Passengers  in  excess  of 
driver    each  .05 

7.  Motorcycle  with  driver  .20 
Additional    passengers  . 
each         .05 

8.  Tricar   with   driver .30 

Additional  passenger   ..  .05 

9.  Vehicles  not  otherw^ise 
specified  and  traveling 
under  special  permit 

per    100   pounds    ^  .03 '/2 

10.   Freight  on  all  kinds  of 

vehicles   

per   100  pounds         .03 '/z 

LARGE   FREIGHT   SHIPMENTS 

Note:  When  freight  from  any  one 
individual  firm  or  company  exceeds  50 
(fifty)  tons  daily,  the  charge  to  be  3 
cents  per  hundred  pounds.  If  the 
charge  on  shipments  of  less  than  50 
(fifty)  tons  daily  at  3 '/z  cents  per 
hundred  pounds  makes  a  higher 
charge  than  $30,  this  charge  of  $30 
w^ill  apply. 

When  freight  from  any  one  indi- 
vidual firm  or  company  exceeds  75 
(seventy-five)  tons  daily,  the  charge 
to  be  2  ^  cents  per  hundred  pounds. 
If  the  charge  on  shipments  of  less 
than  75  (seventy-five)  tons  daily  at 
3  cents  per  hundred  pounds  makes  a 
higher  charge  than  $37.50,  the 
charge  of  $37.50  w^ill  apply. 

The  minimum  daily  tonnage  shall 
be  computed  as  the  tonnage  moving 
between  hours  of  12.01  a.m.  of  one 
day  to  midnight  of  the  same  day. 

The  average  cost  now  for  an  automo- 
bile entering  San  Francisco  by  ferry 
has  been  80  cents.  The  flat  bridge 
rate  of  65  cents  per  car  includes  four 
passengers  and  the  driver  and  pro- 


vides free  parking  in  San  Francisco, 
thus  eliminating  the  daily  parking 
problem  for  hundreds  of  visitors  and 
commuters. 

FREE  PARKING  PROVIDED 

Every  bridge  ticket  will  admit  the 
car  to  a  large  parking  area  under 
the  bridge  structure  in  San  Fran- 
cisco up  to  the  limit  of  the  area 
capacity,  which  will  be  about  two 
thousand  cars  daily. 

The  monthly  commutation  rate  of 
$22.50  allow.s  for  50  one-way  automo- 
bile trips  in  a  thirty-day  period,  or  a 
round  trip  each  day  for  25  working 
days  at  the  rate  of  45  cents  per  single 
trip  carrying  five  people. 

The  truck  rates  are  fixed  at  75  cents 
per  truck  regardle.ss  of  size,  except 
that  all  truck  trailers  are  on  a  straight 
75  cent  rate,  with  no  commutation 
rates  applying. 

In  abolishing  auto  pas.senger  tolls 
the  bridge  authority  is  following  the 
prevailing  practice  on  large  bridges 
in  the  East  where  no  charge  is  made 
for  passengers  in  automobiles  crossing 
the  George  Washington  Bridge,  the 
Delaware  Bridge,  or  the  Holland  Tun- 
nel. The  additional  charge  of  5  cents 
for  each  occupant  of  the  automobile 
above  the  number  of  five  is  largely 
made  to  di.scourage  the  development 
of  a  jitney  service  on  the  Bay  bridge. 

It  is  further  believed  that  the  65 
cent  flat  rate  will  greatly  facilitate 
speedy  movement  of  traffic,  especially 
on  heavily  congested  days.  Drivers 
can  readily  hand  out  the  fixed  amount 
without  the  necessity  of  stopping  for 
the  counting  of  passengers  and  a.sk- 
ing  of  questions,  thus  blocking  the 
toll  lanes.  Having  a  flat  rate  for 
passengers  and  car  permits  an  auto- 
matic count  of  the  bulk  of  traffic, 
eliminating  the  personal  equation. 


Building  Material 
Quantities 

The    San    Francisco-Oakland    Bay 
Bridge  represents: 
Structural     steel---       152,000  tons 
Reinforcing    steel--         30,000tons 

Cable    wire 18,500tons 

Concrete ---    1,000,000  cu.  yds. 

Cement   1,300,000  bbls. 

Lumber     30,000,000  ft.  b.m. 

Timber    Piles 800,000  I  in.  ft. 

Asphalt 46,000  tons. 

Paint   200,000  gals. 

Rock    wall 317,000tons 

Dredging    4,678,000  cu.  yds. 

Excavation    1,360,000cu.  yds. 


[Twenty-six] 


(November  i9}6)  Colifomia  Htghtvays  and  Public  Works 


EAST  BAY  DISTRIBUTION  STRUCTURE 
INCLUDES  16  GRADE  SEPARATIONS 


CONSTRUCTION  of  the  dis- 
tribution structure  for  the 
East  Bay  approach  to  the  San 
Francisco-Oakland  Bay  Bridge  in- 
volved more  engineering  problems 
than  were  encountered  on  the  San 
Francisco  side. 

Two  major  puzzles  confronted  the 
engineers  of  the  Division  of  High- 
ways. They  were  solved  by  the 
building  of  an  intricate  interlacing 
traffic  distribution  structure  and  by 
a  mole  fill. 

The  structure  itself  is  located 
within  the  city  limits  of  Emeryville, 
at  the  point  where  the  fill  intersects 
the  rail  lines  of  the  Southern  Pacific, 
Santa  Fe  and  Key  Route  System. 
It  was  placed  there  because  all  these 
rail  lines  had  to  be  crossed  and  it 
was  considered  best  to  cross  them 
all  with  one  structure. 

DIFFICULT     TRAFFIC     PROBLEMS 

Traffic  problems  which  were  in- 
volved and  which  were  overcome 
were : 

Grade  separation  of  the  bridge 
traffic  from  local  streets. 

Grade  se]iaration  from  lines  of  the 
three  railways. 

Se]3aration  of  the  various  lines  of 
bridge  traffic  without  right  angle 
turns  on  individual  roadways  to  cover 
the  following  territory: 

From  the  bridge  to  San  Pablo 
Avenue,  in  Berkeley,  thence  down- 
town and  crosstown  into  Oakland 
and  to  points  south  and  ea.st ; 

To  Berkeley,  El  Cerrito,  Richmond 
and  points  north. 

Provision  for  traffic  other  than 
that  to  and  from  the  bridge,  as  fol- 
lows : 

Crosstown  and  downtown  Oakland 
to  Berkeley,  El  Cerrito,  Richmond 
and  northerly ; 

(Oakland  waterfront  to  Berkeley, 
El  Cerrito,  Richmond  and  northerly 
and  southei'ly. 

COMPLEX    STRUCTURE    REQUIRED 

Solving  of  these  problems  resulted 
in  the  interlaced  and  complex  struc- 
ture which  attracts  the  attention  of 
motorists  at  the  East  Bay  approach 
to  the  bridge.  In  all,  sixteen  grade 
separations  were  necessary. 

The   distribution  structure   gener- 


Aerial  view  of  intricate  East  Bay  distribution  structure  showing  how  traffic  problems 
were  solved.  The  two  roadways  leaving  the  structure  in  the  immediate  foreground  lead 
directly  to  the  bridge  approach. 

sion  of  Highways  had  to  build  a 
double  9  by  9  foot  concrete  subway 
to  allow  passage  to  the  waterfront 
of  trucks  of  the  factories  in  Emery- 
ville, over  whose  property  rights  of 
way  had  to  be  obtained.  This  proj- 
ect" cost  $26,433.50. 

Both  the  Oakland  and  San  Fran- 
cisco approaches  were  financed  from 
a  $6,600,000  appiiopriation  voted 
by  the  legislature.  This  sum  will  be 
returned  to  the  State  gas  tax  fund 
from   bridge  tolls. 


ally  consists  of  40-foot  concrete  deck 
spans  supported  on  concrete  piers 
with  spread  footings.  About  2000 
feet  of  the  whole  is  of  steel  plate 
girder  spans,  the  longest  girder  be- 
ing 148  feet,  with  a  span  of  118  feet 
and  a  cantilever  overhang  of  28 
feet.  Nearly  200  piers  support  the 
structure,  the  floor  system  of  which 
is  structural  steel  with  concrete 
decks  reinforced  by  welded  trusses. 

The  mole  fill  is  from  Pier  E-39  to 
the  distribution  structure,  roughly 
paralleling  the  Key  Route  interur- 
ban  tracks.  Construction  was  be- 
gun April  8,  1934.  Material  for  the 
fill  was  taken  from  Oakland  outer 
harbor  north  of  the  old  ship  channel. 
Material  used  ran  an  average  of  75 
per  cent  fine  sand. 

In  addition  to  this  work  the  Divi- 


Teacher:  "Where    is    the    capital    of 
United  States?" 

"All  over  the  world." 


Fond  Mother:  "Well,  son,  what  have  you 

been  doing  all  afternoon?" 

Tough  Youngster:  "Shoofin'  craps." 
Fond   Mother:  "That   nui.st   stop.     Those 

little  things  have  as  much   right  to  live  as 

.viin  have." 


California  Highways  and  Public  Works  (November  i9i6) 


I  Twenty-seven  ] 


American  Canyon  Cut-off  Opened;  Will 
Save  Hour  Between  San  Francisco  and  Capital 


By  R.  E.  PIERCE,  District  Ensineer 


THE  SO-CALLED  American 
Canyon  Cut-off  between  Cor- 
delia and  the  Carqninez  Bridge 
— opened  with  formal  ceremonies  on 
November  10  arranged  under  the 
auspices  of  the  State  Chamber  of 
Commerce  is  only  one  of  several  re- 
alignments that  have  been  made 
in  this  important  highway  extending 
from  San  Francisco  and  the  bay  area 
to  Sacramento. 

The  necessity  of  a  more  direct  and 
faster  road  between  Sacramento  and 
San  Francisco  was  realized  shortly 
after  the  existing  route  was  made  a 
State  Highway,  and  considerable 
thought  was  given  to  a  direct  road 
which  would  be  away  from  the  pres- 
ent road  for  almost  its  entire  distance. 
This  idea,  however,  was  given  up  in 
favor  of  improving  the  present  road 
when  it  was  found  that  the  direct 
road  was  very  little  shorter  than  the 
proposed  improvement  of  the  pres- 
ent route.  The  investment  in  an  en- 
tirely new  route  would  be  very  large 
and  would  all  have  to  he  built  before 
it  could  be  used,  while  with  the  plan 
now  in  effect  each  unit  can  be  built 
and  put  into  use  as  funds  permit. 
The  first  unit  to  be  constructed 
was  the  so-called  Cordelia  Cut-off, 
completed  in  1929,  extending  from 
Route  8  which  runs  via  the  Jameson 
Canyon  to  and  be.yond  Napa.  This 
change,  1.2  miles  in  length,  extending 
from  a  point  a  short  distance  west  of 
the  new  .iunction  with  the  American 
Canyon  Cut-off.  to  old  Route  7,  north- 
east of  Cordelia,  eliminated  a  narrow, 
crooked,  slow  road  through  the  town 
of  Cordelia,  and  shortened  the  dis- 
tance about  0.4  of  a   mile. 

Originally  this  road  was  graded 
and  bituminous  sui-faced,  and  in  1932 
was  paved  with  Portland  cement  con- 
crete, as  part  of  the  same  contract 
which  built  a  new  cut-off  extending 
from  the  end  of  this  first  job  to  about 
one  mile  west  of  Fairfield.  This  new 
cut-off  shortened  the  distance  anolher 
three-fourths  mile. 

The  next  improvement,  the  so-called 


[Twenty-eight] 


Orchard  Line  Change,  southwest  of 
Vacaville,  was  completed  this  year, 
eliminating  the  most  tortuous  piece 
of  alignment  on  a  major  valley  high- 
way in  the  State.  This  cut  off 
another  three-fourths  mile  in  distance 
and  speeded  up  traffic. 

The  American  Canyon  relocation 
came  next  in  time  of  completion,  and 
as  has  l)een  repeated  a  good  many 
times,  eliminates  practically  six  miles 
of  distance  in  addition  to  taking  traf- 
fic off  a  considerable  length  of  nar- 
row, crooked  streets  in  the  city  of 
Vallejo,  and  eliminates  five  grade 
crossings  with  railroads. 

The  latest  project  in  the  plan  is 
the  Vacaville  By-Pass  just  getting 
under  way.  This  unit.  2i  miles  in 
length,  starts  at  the  east  end  of  the 
Orchai'd  Tjine  Change  and  runs  in  a 
very  direct  alignment  to  the  present 
road  about   I   mile  east  of  Vacaville. 

This  eliminates  entirely  the  nar- 
row, crooked,  congested  streets  of 
Vacaville,  and  will  be  a  great  help 
in  speeding  up  through  traffic,  as 
well  as  giving-  the  local  people  more 
use  of  their  streets  with  greater 
safety.  This  will  shorten  the  dis- 
tance another  0.1  mile. 

The  above  listed  projects  show  a 
total  shortening  in  distance  of  8  miles, 
between  Sacramento  and  the  Car- 
qninez Bridge,  which  with  the  elimi- 
nation of  stretches  of  slow  road  should 
cut  down  the  rniniing  time  over  the 
old  route  at  least  25  minutes. 

And  this  is  not  the  end.  Studies 
have  been  made  of  other  possible 
changes,  which  if  constT'ucted,  would 
cut  off  another  six  miles  in  distance 
and  correspondingly  shorten  the  driv- 
ing time. 

Cha)iges  in  progress  aiul  jn'oi^c'  ed 
between  the  Carqninez  Bridge  and 
the  Bay  Bridge  will  also  shorten  1he 
distance  and  cut  the  time,  so  that 
ultimately  it  should  be  an  easy  two- 
hour  trip  at  the  present  speed  limit 
between  Sacramento  and  San  Fran- 
cisco. 


Transcontinental 
Highways  Lead 
to  Bay  Crossing 

OF  THREE  transcontinental 
highwavs  converging  at  Salt 
Lake  Citv— U.  S.  30,  40  and 
50— two  of  them,  U.  S.  40  and  50, 
lead  directly  to  the  San  Francisco- 
Oakland  Bay  Bridge. 

These  two  highways  join  at  Sacra- 
mento with  IT.  S.  99  stretching  from 
the  State  of  Washington  to  Los  An- 
geles, all  feeding  traffic  onto  the  great 
bay  bridge. 

The  opening  of  the  new  American 
Canyon  Highway  between  Cordelia 
and  Carqninez  Bridge  on  November 
10  cuts  the  driving  time  between  Sac- 
ramento and  San  Francisco  via  the 
San  Francisco-Oakland  Bay  Bridge 
about  an  hour  and  provides  the  mo- 
torist with  a  safer  and  faster  high- 
wa.v  than  the  old  route  via  the  Najja 
Y  and  Vallejo.  It  eliminates  about 
six  miles  of  distance  in  addition  to 
taking  traffic  off  a  considerable 
length  of  narrow,  crooked  streets  in 
Vallejo,  and  also  eliminates  five 
grade  crossings  with  railroads. 

Crossing  the  continent,  motorists 
have  a  choice  of  two  IT.  S.  routes  from 
Lake  Tahoe  to  the  bridge.  They  may 
follow  U.  S.  40  through  such  pictur- 
esque pioneer  towns  as  Emigrant  Gap, 
Colfax  and  Auburn  to  Sacramento,  or 
they  may  go  via  U.  S.  50  through  the 
heart  of  the  Mother  Lode  country  to 
Stockton  and  thence  to  Oakland. 

From  Sacramento  the  motorist  may 
travel  either  direct  over  TT.  S.  40  via 
the  American  Canvon  cut-oft"  to  the 
bridge  or  over  IT.  S."50  through  Stock- 
t(ui.  California's  great  inland  i)ort. 


Bill — Wli.v  (l<ios  a  person  .nhva.vs  lower  his 
voice  when  asUing  for  a  loan? 

Sam — I  snppose  for  the  .same  reason  he 
rai.ses  it  when  he  doesn't  get  it. 


(November  19)6)  California  Highways  and  Public  Works 


Above    is   Cordelia 
underpass    and    on 
right,    view    of 
fill    on    cut-off 


Sweeping  view  of  new 
American  Canyon  cut-off 
between  Cordelia  and  Car- 
quinez  Bridge  which  effects 
saving  of  about  one  hour's 
driving  time  to  San  Fran- 
cisco    from     Sacramento     City 


i'V 


Governor     Frank     F.     Merrlam 

cuts   ribbon   barrier. 

Left  to  right:  J.  R.  Knowland, 

President    State    Chamber 

of  Commerce;    F.  J.  Grumm, 

Division    of    Highways; 

Senator  Thomas    McCormack; 

R.  E.  Pierce,  District  Highway 

Engineer;    H.  A.   Hopkins, 

Chairman,   Highway 

Commission;    E.  C.   Crowley, 

Assemblyman;  Senator  F.  L. 

Gordon;    Gov.    Merriam, 
Luther   Gibson,    E.   J.   Neron, 
Deputy    Director    Public 
Works;    Earl    Lee    Kelly, 
Director   Public   Works; 
Supervisor   John    Keema,   Sac- 
ramento;   Congressman    F.    H. 

Buck;   Supervisor  Howard 
Knight,    Marin;    T.    J.    O'Hara. 
president    Vallejo   Chamber   of 

Commerce.      The     little    girl 

assistants    are,    left    to    right: 

Sarah    Gaston    of   Vallejo; 

Jacqueline    Boucher   and 
Patsy   Carmody   of   Sacra- 
mento  and    Jeannie  Gibson   of 
Vallejo 


California  Highivays  and  Public  Works  (November  19^6) 


[Twenty-nine  J 


Program  of  Highway  Officials 
Convention  in  San  Francisco,  Dec.  7-10 


By  W.  C.  Markham,  Executive  Secretary 

American  Association  of  State  Highway  Officials 


WHEN  THE  ASSOCIATION  held  its  Annual  Con- 
vention in  San  Francisco  twelve  years  ago, 
thirteen  State  Highway  Departments  did  not 
answer  to  the  roll  call.  The  East  had  not  yet  learned  to 
travel  West;  and  had  it  been  attempted  "overland,"  it 
would  have  been  an  almost  impossible  task. 

This  year  it  is  a  different  story  and  Maryland  is  the  first 
to  register  from  the  Atlantic  Sea- 
board. There  will  be  12  delegates. 
Don't  think  they  are  all  taking 
streamlined  trains  or  the  "sky 
route,"  for  some  of  them  are  plan- 
ning to  use  your  highways  "all  the 
way."  Other  Eastern  States  will 
have  to  look  to  their  laurels. 

It  is  not  the  purpose  of  this  story  to 
dilate  upon  the  attractions  of  the  city 
which  knows  full  well  how  to  be  a 
gracious  host,  but  to  bring  to  you  in 
short  resume  the  outline  of  the  pro- 
gram of  important  subjects  provided 
by  the  Program  Committee  for  the 
three  days  of  the  convention  to  be 
held  in  the  Hotel  St.  Francis.  This 
committee,  which  has  provided  the 
literary  feast,  is  as  follows:  T.  J. 
Pattison,  Wisconsin,  Chairman;  H.  A. 
Hopkins,  California ;  H.  D.  Barnes, 
Kansas;  H.  E.  Tabler,  Maryland,  and 
C.  D.  Snead,  Bureau  of  Public  Roads, 
Montgomei-y  Alabama. 

TWO   GOVERNORS   SPEAK 

President  Gilchrist  will  give  the 
annual  address  and  cover  points  he 
considers  of  vital  import.  Of  course, 
this  will  follow  an  address  by  Gov- 
ernor Merriam  of  California. 

Thos.  H.  MacDonald,  Chief  of  the 
Bureau  of  Public  Roads,  has  not  been 
given  a  subject.     He  can  be  depended  upon  to  put  his 
finger  on  the  proper  electric  button  and  show  us  some- 
thing besides  rules  and  regulations. 

Wisconsin  is  one  of  the  pioneers  in  building  roads  as  a 
State,  and  was  the  first  State  to  number  the  State  high- 
ways as  a  convenience  to  the  traveling  public.  Governor 
Philip  La  Follette  of  Wisconsin  has  been  secured  to  give 
an  oration  on  "The  Financing  of  Public  Works."  Gov- 
ernor La  Follette  has  shown  keen  interest  in  the  value 
and  need  of  public  works  and  may  be  depended  upon  to 
take  an  advanced  stand  on  this  class  of  public  respon- 
sibility, carrying  an  inspirational  effect. 


[Thirty] 


Of  course,  one  of  the  outstanding  events  for  all  high- 
way officials  will  be  the  inspection  and  study  of  the  great 
San  Francisco-Oakland  Bay  Bridge,  built  under  the 
direction  of  our  general  chairman.  State  Highway  Engi- 
neer C.  H.  Purcell,  chief  engineer  of  the  bridge.  This 
structure  will  have  been  open  one  month  at  the  time  of 
our  Convention. 

Mr.  C.  E.  Andrew,  Bridge  Engineer 
of  the  State  Highwaj'  Department  of 
California,  will  give  the  Convention 
an  intimate  and  thorough  description 
of  this  $77,000,000  project,  together 
with  many  illustrations.  All  this 
before  the  Convention,  in  a  body, 
drives  over  this  monumental  struc- 
ture. 

The  Highway  Departments  are 
under  everlasting  obligations  to  the 
women  of  the  states  in  helping  to 
create  the  proper  public  opinion 
favorable  to  roadside  beautification 
and  development.  In  no  State  has 
i^reater  work  been  accomplished  along 
this  line  than  in  the  State  of  Texas, 
and  the  Convention  is  fortunate  in 
having  Mrs.  Frank  W.  SoreU  of  San 
Antonio,  Texas,  present  an  illustrated 
address  on  "Roadside  Beautification 
and  Treatment." 

We     hear     much     about    highway 
safety  and  who  is  responsible  for  the 
greater    number    of    accidents    and 
deaths  on  the   highways.     This  sub- 
ject will  be  presented  from  three  dif- 
ferent angles  to  the  Convention.    Mr. 
R.  E.  Toms,  Chief  of  Design  of  the 
Bureau  of  Public  Roads,  will  discuss 
the   subject  from   the   standpoint   of 
men  whose  responsibility  is  the  design 
and    construction    of    the    highways. 
President  Paul  G.  Hoffman  of  the  Studebaker  Corpora- 
tion will  submit  argument  from  the  angle  of  the  construc- 
tion of  motor  vehicles,  and  Mr.   Sidney  J.   Williams  of 
Chicago,  representing  the  National  Safety  Council,  will 
discuss  the  responsibility  and  control  over  the  driver  who 
uses  the  highways. 

Nearly  all  of  the  states  this  year  have  begun  a  state- 
wide highway  and  economic  sui'vey,  more  inclusive  than 
any  heretofore  attempted.  This  work  is  being  carried 
on  by  the  State  Highway  Departments  through  coopera- 
tion with  the  U.  S.  Bureau  of  Public  Roads,  and  Mr.  H.  S. 
Pairbank,  who  has  charge  of  this  work  in  behalf  of  the 

(Continued    on    page    .34) 

(November  1936)  California  Hightvays  and  Ptiblic  Works 


W.   C.    MARKHAM 


Bridge   Detail  of   Highway  Patrol  being   inspected  by   (left  to  right)    E.    Raymond    Cato,    Chief    of    California    Highway    Patrol,    District 
Inspector    A.    J.    Ford,    Captain    Rudolph   Schmoke    and    Captain    A.    Paquette. 

Highway  Patrol  of  40  Men  Detailed  to  Bridge 

By  RAY  INGELS,  Director  of  Motor  Vehicles 


ONCE  again  the  California  High- 
way Patrol  rides  into  the  pic- 
ture in  the  interest  of  safety 
upon  our  liighways.  This  time  the 
highway  is  the  magnificent  San  Fran- 
cisco-Oakland Bay  Bridge. 

A  Captain,  three  Sergeants  and 
thirty-six  men  compose  the  perma- 
nent detail  of  patrol  officers  who  are 
patrolling  the  Bay  Bridge  twenty- 
four  hours  a  day.  The  Bridge  Detail, 
as  it  is  commonly  known  in  the  Pa- 
trol, is  commanded  by  Captain  Rudy 
Schmoke,  an  officer  witli  many  years 
experience,  who  came  to  the  Bridge 
from  the  position  of  assistant  in 
charge  of  the  California  Highway 
Patrol  Training  School. 

He  reports  to  District  Inspector 
A.  J.  Ford  of  San  Francisco  in 
whose  district  the  Bridge  has  been 
placed,  who  is,  in  turn,  directly  re- 
sponsible, of  course,  to  Chief  E.  Ray- 
mond Cato,  of  the  California  High- 
way Patrol. 


In  nearly  every  instance  the  men 
selected  for  the  Bridge  Detail  were 
volunteers  from  various  counties  of 
the  State,  each  an  experienced  officer. 

The  thirty-six  traffic  oiScers  are 
divided  into  three  shifts  of  twelve 
officers  and  a  sergeant  each.  There 
is  never  a  moment  of  the  day  or 
night  tliat  traffic  on  the  bridge  is  not 
being  controlled. 

The  headquarters  of  the  Patrol  is 
located  in  the  Administration  Build- 
ing on  the  Toll  Gate  Plaza.  There, 
every  hour  of  the  day  and  night 
will  be  found  a  sergeant  and  a  traffic 
officer  on  duty. 

The  movements  of  the  men  on  the 
Bridge  are  regulated  from  the  Bridge 
Patrol  Office.  There  are  seven  beats, 
extending  from  the  Fifth  Street 
Ramp  in  San  Francisco  to  the  Rich- 
jnond  City  limits  on  the  East  Shore 
Highway.  At  the  present  time  the 
East  Shore  Highway  is  open  only 
to  University  Avenue  in  Berkeley. 


The  men  are  patrolling  back  and 
forth  on  these  beats  at  all  times,  keep- 
ing traffic  moving  and  endeavoring 
to  prevent  accidents  in  ever,y  way 
possible.  They  will  not  allow  the 
motorist  to  "poke  along"  on  the 
Bridge.  In  order  to  properly  move 
the  vast  number  of  ears  over  the 
structure,  it  is  necessary  to  keep  traf- 
fic flowing  as  nearly  as  possible  at 
a  uniform  speed.  The  speed  limit, 
of  course,  is  forty-five  miles  an  hour. 

No  bicycles  or  pedestrians  are  al- 
lowed on  the  Bridge  and  no  "U" 
turns  are  to  be  made.  Also  barred 
are  vehicles  carrying  explosives,  oil 
and  gasoline  trucks,  tanks  and  trail- 
ers, and  vehicles  which,  when  loaded, 
exceed  102  inches  in  width ;  and,  of 
course,  animals  may  neither  be  led 
nor  driven  over  tlie  Bridge. 

In  addition  to  the  seven  riding 
beats,  there  are  five  stations  located  at 
strategic  points  on  the  bridge  and 
approaches  where  an  officer  is  on  duty. 


California  Highways  and  Public  Works  (November  i936) 


I  Thirty-one] 


Camarillo  State  Hospital  for  g^ 
6000  Mental  Patients  Opened 


GEORGE  B.  McDOUGALL 

State  Architect 


THE  new  Camarillo  State  Hos- 
pital w  a  s  dedicated  a  n  d 
formally  opened  b.y  Governor 
Merriam  with  an  appropriate  cere- 
mony on  October  12,  1936,  at  2  o'clock 
p.m. 

The  dedication  was  attended  by  be- 
tween 1000  and  1200  people. 

The  arrangements  for  the  cere- 
mony were  made  by  the  Ventura 
County  Chamber  of  Commerce.  The 
president  of  the  chamber,  Mr.  W.  H. 
Glover,  opened  the  exercises  with 
words  of  welcome.  Mr.  Louis  C. 
Drapeau,  State  Building  and  Loan 
Gomniissioner,  spoke  for  the  people 
of  Ventura  County,  making  particular 
reference  to  their  appreciation  of  the 
action  of  the  State  in  locating  the 
institution  in  their  county. 

Music  was  furnished  by  a  Spanish 
orchestra  from  Santa  Barbara  and 
Miss  Harriet  H.  Hegstad.  teacher  of 
music  at  the  Ventura  School  for  Girls, 
sang  the  Star  Spangled  Banner.  Mr. 
Drapeau  introduced  Mr.  Harry  Lut- 
gens.  State  Director  of  Institutions, 
■who  presided  over  the  remainder  of 
the  exercises. 

PROMINENT    CITIZENS    INTRODUCED 

Mr.  Lutgens  introduced  numerous 
prominent  citizens  including  Mr. 
Adolfo  Camarillo,  large  land  holder 
and  long  time  resident  of  Ventur.i 
County  in  whose  honor  the  new  insti- 
tution is  named,  also  the  heads  of 
uumerous  State  institutions  and  State 
and  county  officials. 

Following  these  introductions 
Dii'ector  Lutgens  described  in  an  in- 
teresting and  very  informing  address 
the  Department  of  Institutions  and  its 
thirteen  different  units  but  with 
special  reference  to  the  seven  State 
Mental  Hospitals  of  which  the  new 
Camarillo  State  Hospital  is  one. 

At  the  conclusion  of  his  address 
Mr.  Lutgens  introduced  the  writer, 
■who  described  the  buildings  so  far 
•erected,  also  the  proposed  future  con- 
struction. 

Mayor  Frank  L.  Shaw  of  the  City 
■of  Los  Angeles  was  unable  to  be 
present  but  was  represented  by  Dr. 
iGeorge  Parrish  of  the  Los  Angeles 
Health    De])artment    whose    address 


was  in  congratulation  on  the  oi)ening 
of  the  new  institution.  The  Medical 
Superintendent  of  the  new  hospital, 
Dr.  Thomas  W.  Hagerty,  was  intro- 
duced and  delivered  an  address  out- 
lining some  of  the  functions  of  the 
institution  and  indicating  his  earnest 
hope  and  expectation  that  these  func- 
tions would  be  fully  performed. 

GOVERNOR   UNVEILS   PLAQUE 

Governor  Merriam  in  his  dedica- 
tory address  which  was  delivered  in 
the  Governor's  characteristic  happy 
and  effective  fashion,  declared  "the 
Camarillo  State  Hospital  is  destined 
to  be  the  greatest  of  its  kind  in  Cali- 
fornia." 

At  the  conclusion  of  his  address 
the  Governor  with  the  assistance  of 
Director  Lutgens  dedicated  the  new 
institution  by  unveiling  a  bronze 
plaque  which  is  to  remain  perma- 
nently on  the  wall  at  the  main  en- 
trance to  the  administration  offices 
and  which  contains  the  following 
inscription : 

"CAMARILLO    STATE    HOSPITAL 

FRANK    F.    MERRIAM 
GOVERNOR    OF    CALIFORNIA 

HARRY    LUTGENS 

DIRECTOR    OF    INSTITUTIONS 

THOS.    W.    HAGERTY 
MEDICAL   DIRECTOR 

GEO.  B.  McDOUGALL 
STATE    ARCHITECT 

DEDICATED  OCTOBER   12,  1936." 

At  the  close  of  the  exercises  all 
those  desiring  to  do  so,  looked  through 
the  new  buildings. 

LOCATED  NEAR  OCEAN 

The  Camarillo  State  Ilosiutal  is 
located  on  a  site  containing  about 
1700  acres  of  which  about  1100  acres 
are  tillable.  The  site  is  situated  about 
two  miles  from  the  town  of  Camarillo, 
eight  miles  south  of  the  city  of  Ox- 
uard,  seventeen  miles  south  of  the 
city  of  Ventura  and  about  fifty-six 
miles  north  of  the  city  of  Los  Angeles. 
It  lies  about  five  miles  in  a  direct  line 
from  the  Pacific  Ocean.  The  climate 
is  the  typical  California  coastal 
climate,  equable  and  delightful. 


After  several  months  of  examina- 
tion, investigation  and  careful  con- 
sideration of  more  than  two  hundred 
suggested  sites  by  the  official  site  com- 
mission assisted  by  representatives  of 
the  various  divisions  of  the  State 
Department  of  Public  Works  and  the 
University  of  California,  the  location 
near  Camarillo  was  selected  and  is 
undoubtedly  the  best  site  for  a  mental 
hospital  which  the  State  has. 

Following  the  selection  of  the  site, 
representatives  of  the  Department  of 
Institutions  and  the  State  Architect 
spent  a  month  visiting  and  carefully 
examining  most  of  the  larger  mental 
hospitals  in  the  states  of  Illinois, 
Massachusetts,  New  Jersey,  Pennsyl- 
vania and  New  York. 

6000    ULTIMATE    CAPACITY 

The  Division  of  Architecture  of  the 
State  Department  of  Public  Works 
then  developed  a  master  plan  for  an 
ultimate  institution  to  accommodate 
six  thousand  patients  and  the  neces- 
sary one  thousand  employees.  This 
master  plan  is  being  followed  in  the 
construction  program  subject  to 
minor  changes  which  appear  desir- 
able as  the  detailed  development  pro- 
ceeds. 

In  the  planning  process  the  Divi- 
sion of  Architecture  had  and  con- 
tinues to  have  the  expert  medical  ad- 
vice of  a  committee  composed  of  Dr. 
G.  M.  Webster,  Medical  Superintend- 
ent of  the  Patton  State  Hospital,  Dr. 
Edwin  Wayte,  Medical  Superintend- 
ent of  the  Norwalk  State  Hospital, 
and,  since  his  ajijiointment  early  this 
year,  Dr.  Thomas  W.  Hagerty,  Medi- 
cal Superintendent  of  the  Camarillo 
State  Hospital. 

There  are  to  be  three  main  hous- 
ing groups  in  the  entire  institution, 
the  group  for  custodial  males  with  a 
capacity  for  2400,  the  group  for  cus- 
todial females  with  a  capacity  for 
about  2200  and  the  group  whicli  will 
include  the  treatment  or  hospital  unit 
and  receiving  units  also  the  units  for 
acute  disturbed  patients,  for  infirm 
patients  and  for  tuberculosis  patients, 
a  total  in  this  third  group  of  about 
1500. 

(Continued  on  page  36) 


I  Thirty-two] 


(November  19J6)  California  Highways  and  Public  Works 


Scenes  at  dedication  of  new  Camarillo  State  Hospital.  Upper — Some  of  buildings  and  grounds  of  institution.  Center  i  left  to 
right) — State  Architect  George  B.  McDougall,  Adolfo  Camarillo,  Governor  Frank  F.  Merriam,  Dr.  Thomas  W.  Hagerty,  Medical 
Superintendent;  Harry  Lutgens,  Director  of  Institutions.  Lower — Entrance  court  of  administration  unit  where  dedication  ceremonies 
were  held. 


California  Highways  and  Public  Works  (November  i9}6) 


[Thirty-threel 


Program  of  Highway  Officials  Convention 


(Continued   from   page    30) 

bureau,  will  discuss  this  important 
subject  before  an  open  session  of  the 
Convention. 

MOUNTAIN    ROAD    CONSTRUCTION 

' '  Interesting  and  X'nusnal  Mountain 
Road  Construction"  is  of  itself  at- 
tractive to  all  delegates  of  this 
Association.  The  Western  Group  of 
engineers  are  especially  experienced 
along  this  line  and  their  experience 
and  observations  will  be  pictorially 
exemplified  by  Mr.  L.  V.  Murrow, 
Director  of  Highways  in  Washington. 

Everybody  knows  there  is  no  one 
in  the  'country  more  fully  informed 
on  highway  research  problems  than 
Mr.  H.  S.  Mattimore,  Engineer  of 
Tests  in  Pennsylvania,  who  for  many 
years  has  been  Chairman  of  the  Com- 
mittee on  Materials  of  this  Associa- 
tion. Mr.  Mattimore  will  bring  to 
the  Convention  some  observations  on 
the  most  recent  developments  in  high- 
way research. 

The  space  allotted  us  to  give  a 
short  outline  of  the  program  has 
been  exhausted  and  we  haven't  even 
mentioned  the  group  meetings  of 
fourteen  very  important  groups  of 
the  Association,  who  will  handle  im- 
portant subjects  in  their  studies  on 
both  Tuesday  and  Wednesday  of  the 
Convention  week. 

The  program  in  detail  is  as  follows : 

MONDAY,  DECEMBER  7,  1936 

MORNING 

General   Session 
GiBB  Gilchrist,  Texas,  President,  Presiding 
8:30 — Registration  of  Members  and  Official 
Visitors. 
10-30 — ^Prayer:      Rt.      Reverend     Monsignor 
JoVin  W.  Brnckhage.  Pastor,  Holy 
Cross  Church,   San  Francisco. 

Address  of  Welcome  by  Governor 
Frank  F.   Merriam. 

Response  and  President's  Annual  Ad- 
dress by  Gibb  Gilchrist,  State 
Highway    Engineer,    Texas. 

Address  by  Earl  Lee  Kelly.  Director 
of    Public    Works,    California. 

Presentation  of  Testimonial  to  Past 
President  A.  W.  Brandt,  New 
York,  by  F.  E.  Everett,  State 
Highway  Commissioner,  New 
Hampshire. 

Memorial    Service. 

Annual  Report  of  W.  C.  Markham, 
Executive   Secretary. 

Roll  Call  by  States. 


AFTERNOON 

General  Session 

W.    F.    Callahan,    Massachusetts,    Vice 

President,   Presiding 


2:30 — Address:  Thomas  H.  MacDonald, 
Chief,  Bureau  of  Public  Roads, 
United  States  Department  of 
Agriculture,  Washington,  D.  C. 
Introduction  of  Official  Visitors  from 
Canada   and    Mexico. 


EVENING 

7  :00 — Buffet  Supper  on  San  Francisco  Bay 
as  guests  of  the  State  Highway 
Department  of  California.  Tick- 
ets will  be  issued  to  delegates 
and  members  of  their  families, 
who  are  cordially  invited. 

TUESDAY,    DECEMBER   8,   1936 


General   Session 
James    D.    Adams,    Indiana,    Vice    President, 
Presiding 
9  :00 — Address  :       "San      Francisco-Oakland 
Bay     Bridge,"      C.      B.     Andrew, 
Bridge  Engineer,  California  High- 
way  Department. 
Address  :  "Roadside  Beautification  and 
Treatment,"  Mrs.  Frank  W.   Sor- 
ell,   San  Antonio,  Texas. 


Group   Meetings 

Note  :  Group  meetings  begin  at  once, 
according  to  room  assignments 
in  the  St.  Francis  Hotel,  indi- 
cated in  this  program.  In  addi- 
tion to  topics  listed,  which  will 
be  open  for  general  discussion, 
other  tojiics  may  be  taken  up  if 
desired.  All  delegates  are  cor- 
dially invited  to  attend  the  meet- 
ings of  their  choice  and  partici- 
pate in  the  discussions.  These 
meetings  will  be  presided  over 
by  Chairman  of  regular  Stand- 
ing Committees. 

Conclusions  concerning  the  discus- 
sions held  are  reserved  for  the 
Executive  Sessions  of  the  various 
Standing  Committees  which  meet 
Wednesday   morning. 


ADMINISTRATIVE    PROBLEMS— Room   220 

H.  A.  Hopkins,  California,  Presiding 


LEGAL   AFFAIRS — Room  278 

Charles    Ross,    South    Carolina.    Presiding 


TRAFFIC  CONTROL  AND  SAFETY— 

Room   266 
W.  F.   ROSENWALD,  Minnesota,  Presiding 


UNIFORM    ACCOUNTING— Room    270 

H,    D.    Barnes,  Kansas,   Presiding 


PUBLIC     RELATIONS    AND    PUBLICITY- 

Room   274 

J.  D.  Adams,  Indiana,  Presiding 


BRIDGES  AND  STRUCTURES — Room  214 

A.  L.  Gement,  Bureau  of  Public  Roads, 
Presiding 
Some  Problems  of  General  Interest  to  Bridge 
Engineers   in   Connection   with   the   Con- 
struction   of    the    Trans-Bay    Bridge    at 
San     Francisco.       Discussion    by    C.    E. 
Andrew,     California. 
Working  Unit   Stresses   for   Concrete   Bridge 


Design  in  Their  Relation  to  the  Physical 
Properties  of  the  Concrete  and  Steel. 
Discussion  opened  by  G.  S.  Paxson,. 
Oregon. 

The  Esthetics  and  Design  of  Handrails  and 
Curbs  for  Highway  Bridges.  Discussion 
opened  by  Morris  Goodkind,  New  Jersey. 

The  Present  Limitations  on  the  Use  of  Weld- 
ing in  Steel  Bridge  Construction.  Dis- 
cussion opened  by  O.  J.  Eidmann,. 
Kansas. 


MATERIALS    AND    RESEARCH— Room    27» 

H.   S.  Mattimore,  Pennsylvania,  Presiding 


ROAD    DESIGN— Room    280 
O.    L.    Kipp,   Minnesota,    Presiding 


ROAD    CONSTRUCTION— Room    261 

E.  C.  Lawton,  New  York,  Presiding 


MAINTENANCE— Room   221 
R.  H.  Baldock,  Oregon,  Presiding 


ROADSIDE     PLANTING     AND     DEVELOP- 
MENT—Room    268 
John  L.  Wright.  Connecticut,  Presiding 
Means   of    Reducing   the    Maintenance   Costa 
of  Improved  Roadside  Areas.      (General 
and  main  topic.) 


afternoon 

General   Session 

Gaston  Scott,  Alabama.  Vice  President, 

Presiding 
2  :00 — Address :  "The  Financing  of  Public 
Works,"  Honorable  Philip  F.  La 
Follette,  Governor  of  the  State 
of  Wisconsin. 
Address  :  "State-wide  Highway  Plan- 
ning Surveys,"  H.  S.  Fairbank, 
Chief,  Division  of  Information, 
U.  S.  Bureau  of  Public  Roads, 
Washington,  D.  C. 


Group  Meetings 
The  Group  Meetings  will  be  a  con- 
tinuation of  tlie  morning  session, 
with  the  same  meeting  places  and 
the  same  presiding  officers.  All 
delegates  are  urged  to  attend 
and  take  part  in  the  discussions. 


evening 
No  session.     The  evening  is  left  open 
at  the   pleasure  of  the  delegates. 

WEDNESDAY,  DECEMBER  9,  1936 

MORNING 

General   Session 
L.   v.   MURROW,  Washington,  Vice  President, 
Presiding 
9:30 — Address:    Highway    Safety    Exempli- 
fied: 

(a)  By  Properly  Designed  and   Con- 

structed Highways.  R.  E. 
Toms.  Chief,  Division  of  De- 
sign, U.  S.  Bureau  of  Public 
Roads,   Washington,    D.    C. 

(b)  By   the   Construction  and   Super- 

vision of  the  Motor  Vehicles 
Which  Use  the  Highways. 
Paul  G.  Hoffman,  President, 
Studebaker  Corporation, 
South  Bend. 

(Continued   on    page    36) 


[Thirty-four] 


(November  i9i6)  California  Highways  and  Public  Works 


DIVISION  OF 


WATER  RESOURCES 


OFFICIAL  REPORT 

FOR  THE  MONTH  OF 

i'MM  October,  1936 


.»1^y»  gy.i't'^'^^  fTk^i^rr^r', , 


EDWARD  HYATT,  Stale  Engineer 


Construction  work  on  the  coopera- 
tive State-Federal  bank  protection 
program  providing  for  permanent 
bank  protection  on  the  Sacramento 
River  is  progressing  rapidly.  Work 
on  the  program  vs'as  started  on  Octo- 
ber 1st  by  the  United  States  War  De- 
partment and  to  date  projects  have 
been  approved  for  construction 
which  it  is  estimated  will  cost  ap- 
proximately $200,000. 

This  bank  protection  program  is 
being  carried  out  by  the  United 
States  War  Department  in  coopera- 
tion with  the  Division  of  Water  Re- 
sources. Due  to  the  lateness  of  the 
season  it  was  not  possible  to  permit 
the  work  being  let  by  contract  and 
therefore  it  is  being  done  by  day 
labor  with   Government   equipment. 

There  are  at  present  employed 
about  150  men,  the  equipment  con- 
sisting of  6  drag  line  machines,  2 
clam  shell  dredgers,  2  bulldozers,  3 
tow  boats,  12  barges,  2  floating  pile 
drivers,  5  quarter  boats,  10  dump 
trucks,  5  flat  rack  trucks,  a  number 
of  small  express  trucks  and  several 
automobiles. 


IRRIGATION   DISTRICTS 


Following  approval  by  the  Districts  Secur- 
ities Commission,  the  Pacheco  Pass  Water 
District  held  a  second  election  on  September 
25,  at  which  a  bond  issue  in  the  amount  of 
$180,000  was  voted  for  constructing  a 
storage  dam  and  irrigation  works  on  Pacheco 
Creek.  The  district  comprises  an  area  of 
539.5  acres  in  San  Benito  and  Santa  Clara 
counties. 

South  Fork  Irrigation  District  in  Modoc 
County  has  completed  construction  of  West 
Valley  Dam  on  a  tributary  of  South  Fork  of 
Pit  River.  The  reservoir  created  will  pro- 
vide storage  for  irrigation  of  12,400  acres 
within  the  district. 

At  the  regular  monthly  meeting  of  the 
Districts  Securities  Commission  held  in  San 
Francisco,  October  9.  favorable  action  was 
taken  on  the  following  district  petitions: 
Fairoaks  Irrigation  District's  request  for  an 
expenditure  of  $4,600  from  the  general  fund 
for  a  pipe  replacement  project  in  cooperation 
with   WPA   was   granted.      West    Side   Irri- 


gation District  was  permitted  to  waive  the 
statute  of  limitations  on  certain  outstanding 
warrants.  Grenada  Irrigation  District's  pro- 
posal to  expend  $1,800  for  purchase  and  in- 
stallation of  wood  stave  pipe  on  its  main 
pumping  lift  was  approved. 


FLOOD    CONTROL    AND    RECLA- 
MATION 


Relief  Labor  Work 

During  this  period  a  relief  labor  crew  of 
about  20  men  has  been  engaged  in  clearing 
in  the  flood  channels  of  the  Feather  River 
north  of  Marysville  and  in  the  Butte  Slough 
By-pass. 

Two  WPA  projects  have  been  approved, 
as  follows: 

WPA  Project  No  165-3-5504,  approved 
October  1,  1936,  for  clearing  and  removing 
obstructions  in  the  American  River  flood 
channel ;  Federal  funds,  $13,648. 

WPA  Project  No.  165-03-5014,  ap- 
proved September  15,  1936,  for  Feather 
River  clearing;  Federal  funds,  $22,646. 

From  present  indications  the  amount  of 
relief  labor  to  be  made  available  on  flood 
control  this  winter  will  be  very  considerably 
less  than  was  employed  last  winter.  This 
is  brought  about  partly  by  the  fact  that  the 
demand  for  labor  in  private  employment  is 
substantially  increased,  and  partly  because 
the  number  of  men  to  be  placed  on  relief  will 
be  limited  by  definite  county  quotas.  We 
expect  to  have  available  approximately  one- 
third  of  the  number  of  men  that  were  em- 
ployed  last   winter. 

Bank  Protection  Program 

The  U.  S.  War  Department  is  progressing 
rapidly  on  the  construction  of  bank  protec- 
tion works  under  the  State-Federal  coopera- 
tive program.  This  work  commenced  act- 
ively on  October  1st,  and  projects  at  particu- 
lar sites  have  been  approved  which  will  cost 
approximately  $200,000. 

Two  projects  have  already  been  completed. 
On  the  left  bank  of  the  Sacramento  River 
immediately  north  of  the  Colusa  weir,  the 
bank  has  been  protected  for  a  distance  of  800 
feet  with  selected  cobble  pavement  on  the 
bank  and  a  woven  lumber  mat  below  the  low 
water  line.  On  the  right  bank  of  the  Sacra- 
mento River  at  Hamilton  Bend,  about  four 
miles  above  Colusa,  similar  protection  has 
been  constnicted  for  a  length  of  820  feet, 
except  that  quarry  rock  has  been  used  for 
bank  paving  instead  of  cobbles.  Work  is 
now  under  way  and  almost  completed  at  the 
Campbell-Dwyer  ranch,  three  miles  below 
Colusa  on  the  right  bank  of  the  Sacramento 
River,   where   rock   paving   and   timber   mat 


bank  protection  is  being  installed  for  a 
length  of  2400  feet.  A  second  plant  is  now 
working  on  the  right  bank  of  the  Sacra- 
mento River  below  Sacramento  at  the  Alaska 
Packers  Association  headquarters  in  Recla- 
mation District  No.  900.  At  this  place  a 
woven  lumber  mat  will  be  installed  and  the 
bank  paved  with  rock  for  a  distance  of  1400 
feet.  This  work  will  be  completed  shortly 
after  which  the  plant  will  be  moved  for  work 
near  the  Standard  Oil  dock  near  Walnut 
Grove. 


CALIFORNIA    COOPERATIVE 
SNOW  SURVEYS 


With  snow  in  the  mountains  due  at  any 
time,  arrangements  have  been  completed  for 
the  continuation  next  winter  of  all  snow 
surveys  regularly  made  by  the  many  coop- 
erating agencies. 

The  organization  that  formerly  made  the 
snow  measurements  in  the  Mono  and  Bishop 
Creek  basins  is  this  year  discontinuing  its 
snow  survey  work  and  new  arrangements 
have  been  made  for  the  continuation,  in  these 
areas,  of  several  of  the  crest  course  surveys, 
desired  for  forecasts  of  run-oft  of  the  San 
Joaquin  and  Kings  rivers  on  the  west  side. 
Yosemite  Park  rangers  will  survey  the  snow 
courses  at  Tioga  Pass  and  Dana  Meadows, 
while  the  Forest  Service,  through  its  rangers 
of  the  Inyo  National  Forest,  will  take  over 
the  courses  at  Bishop  and  Piute  passes  with 
the  crest  course  at  Agnew  Pass  to  be  sur- 
veyed by  rangers  of  the  Mono  National 
Forest. 

On  the  divide  between  the  Cosumnes  and 
Mokelumne  rivers,  four  new  courses  have 
been  established  during  the  past  month  at 
the  following  locations:  Tragedy  Springs, 
Corral  Flat,  Lumberyard  Ranger  Station, 
and  Hams  Station.  The  annual  surveys  at 
these  new  courses  will  be  made  by  rangers 
of  the  Eldorado  National  Forest. 


CENTRAL  VALLEY  PROJECT 


Tlie  United  States  Bureau  of  Reclamation 
continued  work  during  the  month  on  the  prep- 
aration of  plans  necessary  for  starting  con- 
struction on  the  initial  units  of  the  project. 
Preliminary  investigations  and  exploration 
work  have  been  continued  at  Kennett  and 
Friant  dam  sites  as  have  the  surveys  along 
the  Contra  Costa  Conduit  and  Friant-Kem 
Canal.  Appraisers  are  working  in  the  field 
evaluating  lands  and  necessary  rights  of  way 
to  be  acquired. 


California  Highways  and  Public  Works  (November  i9}6) 


[Thirty-Five] 


Highway  Con-         CAMARILLO  HOSPITAL  OPENED 
vention  Program 


(Continued  from  page  34) 

(c)  By  Responsibility  of  and  Control 
Over  the  Driver  on  the  High- 
ways. Sidney  J.  Williams, 
Director,  Public  Safety  Divi- 
sion, National  Safety  Coun- 
cil,   Chicago. 


MEETINGS  OF   STANDING   COMMITTEES 

Immediately    following    the    addresses,    there 

will    be    Executive    Sessions    of    Standing 

Committees  in  rooms  indicated  under  list 

of  Committees,  as  follows  : 

WEDNESDAY,   DECEMBER   9,  1936 

AFTERNOON 

Trip   to   San   Francisco-Oakland   Bay   Bridge. 


EVENING 

7  :00 — The  Members  of  the  A.ssociation  will 
be  dinner  guests  of  the  California 
State  Highway  Department  at 
the   St.    Francis    Hotel. 

THURSDAY,    DECEMBER    10,    1936 

MORNING 

General  Session 
GiBB  Gilchrist,   Texas,   President,    Presiding 
9  :00 — Address  :     "Interesting    and     Unusual 
Mountain  Road  Construction,"  D. 
V.  Murrow,  Washington,  Director 
of  Highways. 
Address  :   "The  Most  Recent  Develop- 
ments in  Highway  Research,"  H. 
S.        Mattimore,        Pennsylvania, 
Engineer  of  Tests. 


Business   Session — Committee   Reports 
GiBB  Gilchrist,  President,  Presiding 


AFTERNOON 

Bu'iiiiess  Session — Continued 
Installation    of   Officers. 
Adjournment. 

EVENING 

7:00 — Film,    "California   Highways." 
9  ;00 — Chinatown    Pageant. 

FRIDAY  AND  SATURDAY,  DECEMBER 

11    AND    12 

Through  the  courtesy  of  the  California 
State  Highway  Department,  two  caravan 
trips  are  offered  to  the  members  of  the 
Association,    as   follows  : 

1.  Starting  Friday  morning,  transportation 
will  be  furnished  delegates  to  Los  Angeles 
taking  Friday  and  Saturday  for  the  trip, 
going  via  Big  Trees,  Del  Monte,  and  Santa 
Barbara.  Delegates  taking  this  trip  will  be 
expected  to  pay  all  expenses  except  trans- 
portation. 

2.  A  caravan  limited  to  60  people,  all  ex- 
penses paid,  over  the  North  Redwood  High- 
way. This  trip  is  especially  advantageous 
for  those  returning  via  Portland  and  Grant's 
Pass,  Oregon.  Parties  desiring  to  return 
to  San  Francisco  or  Sacramento  will  be  taken 
there. 

Full  particulars  in  reference  to  these  two 
trips  will  be  given  by  the  California  State 
Highway    Department. 


(Continued   from   page   32) 

One  underlying  principle  of  the 
plan  is  that  it  makes  the  out-of-doors 
as  easily  accessible  to  all  the  patients 
as  possible  at  the  same  time  making 
it  practicable  to  classify  the  patients 
into  a  considerable  number  of  dif- 
ferent groups  which  can  be  kept 
separate  from  one  another.  The 
patients'  buildings  are  one  and  two 
stories  high,  two-thirds  of  the  patients 
being  in  the  first  stories  and  one-third 
in  second  stories. 

Tliere  will  be  a  separate  kitchen  and 
dining  room  unit  in  each  of  the  three 
groups.  Each  of  the  three  groups 
has  all  its  units  connected  and  under 
roof.  This  makes  the  structures  of  a 
group  more  compact  than  they  would 
be  if  separated  and  also  provides  ac- 
cess under  roof  for  all  patients  and 
employees  to  the  various  parts  of  the 
group  including  the  dining  rooms. 

In  the  matter  of  separation  of  the 
patients  into  groups  for  purposes  of 
classification  the  various  wards  are 
independent  of  each  other.  In  the 
group  for  custodial  males  there  are 
twelve  different  enclosed  courts,  the 
plan  being  so  arranged  that  two  and 
in  a  few  cases  three  wards  have 
.separate  access  to  each  court. 

LARGE  CENTER  COURT 

In  addition  to  the  twelve  smaller 
separate  courts  just  described,  there 
will  be  a  large  center  court  sur- 
rounded on  four  sides  by  the  struc- 
tures of  the  group.  This  center  court 
has  an  area  of  6^  acres  and  will  be 
available  for  mass  recreation  of  the 
patients.  It  will  be  properly  land- 
scaped and  have  areas  developed  for 
various  games,  band  stand,  etc.  A 
similar  arrangement  as  to  courts  will 
be  ]irovided  in  tlie  group  for  custodial 
females.  In  the  third  or  medical 
group  there  will  be  the  smaller  courts 
only. 

The  treatment  and  receiving  units 
will  have  a  total  capacity  for  500 
patients. 

Provision  is  being  made  for  hous- 
ing on  the  grounds  about  one-third  of 
the  employed  personnel  the  remainder 
to  live  elsewhere  in  the  neighborhood 
of  the  institution. 

A  dairy  to  have  an  ultimate 
capacity  for  milking  425  cows  daily 
is  being  constructed. 

There  are  laundry,  bakery,  cold 
storage,  commissary  and  shop  units. 


OIHcial  .journal  of  the  Division  of  High- 
ways of  the  Department  of  Public  Works, 
state  of  California;  published  for  the  infor- 
mation of  the  members  of  the  department 
and  tlie  citizens  of  California- 
Editors  of  newspapers  and  others  are  privi- 
leged to  use  matter  contained  herein.  Cuts 
will  be  gladly  loaned  upon  request 

Earl    Lee    Kelly Director 

John   W.   Howe Editor 

Address  communications  to  California 
Highways  and  Public  Works,  P.  O.  Box  1499, 
Sacramento.    California. 


NOVEMBER,    19:;i; 


There  will  be  a  poultry  plant  ulti- 
mately to  care  for  approximately 
10,000  birds  and  provision  for  carry- 
ing approximately  600  hogs. 

All  services  are  provided  including 
a  most  modern  sewage  treatment  plant 
the  effluent  from  which  will  be  used 
for  irrigation,  a  steam  plant,  water 
service,  gas  and  electric  service,  flood 
control  system,  roads,  M^alks  and  land- 
scaping. 

The  buildings  are  entirely  of  re- 
inforced concrete,  fire,  earthquake  and 
deterioration  resisting  to  the  highest 
practicable  degree.  The  st.yle  of 
architecture  is  the  California  adapta- 
tion of  the  Mediterranean  styles  of 
Spain  and  Italy.  The  whole  institu- 
tion in  plan  and  design  takes  into 
account  the  fact  that  the  right  physi- 
cal surroundings  have  definite  thera- 
peutic value  and  so  supplement  the 
efforts  of  the  Medical  Superintendent 
and  all  his  helpers  in  their  work  in  the 
best  interests  of  the  State's  wards 
committed  to  their  care. 

The  institution  is  not  only  destined 
to  be  the  greatest  of  its  kind  in 
California,  as  Governor  Merriam  said 
in  his  dedicatory  address,  but  it  is 
entirely  safe  to  say  there  is  no  other 
such  institution  for  the  mentally  ill 
in  the  entire  country. 

There  is  at  present  provision  for 
1100  patients  and  structures  now 
under  way  will  add  capacity  for  1400 
more.  So  far  there  has  been  appro- 
priated for  all  purposes  in  the  eon- 
.struction  of  the  institution  including 
the  cost  of  the  site  about  .$3,600,000 
and  tli(>  ultimate  institution  will  ju'ob- 
ably  involve  a  further  expenditure  of 
!)i5. 500,000  more  or  a  total  of  about 
$f),000,000. 


|Thirty-six] 


(November  19} 6)  California  Hightvays  and  Public  Works 


STATE  OF  CALIFORNIA 


Department  of  Public  Works 

Headquarters:   Public  Works  Building,.  Eleventh  and  P  Sts.,  Sacramento 


FRANK  F.  MERRIAM Governor  EARL  LEE  KELLY 

EDWARD  J.  NERON Deputy  Director 


-Director 


CALIFORNIA  HIGHWAY  COMMISSION 


IIAKRY    A.    HOPKINS.    Chairman,    Taft 

PHILIP   A.    STANTON,    Anaheim 

H.  R.  JUDAH,   Santa  Crviz 

PAUL    G.    JASPER,    Foituna 

WILIJAM  T.  HART,  Carlsbad 

JULIEN   D.   ROUSSEL,   Secretary 


DIVISION  OF  HIGHWAYS 


('.  II.   ITRCELL,  State  Highway  Engineer,  Sacramento 
O.  T.  JIcCOY,  Assistant   State  Highway  Engineer 
.1.   G.    STANDLET,   Principal   Assistant   Engineer 

R.    H.    WILSON,    Office    Engineer 

T.  E.  STANTON,  Materials  and  Research  Engineer 

FRED  .7.  GRUMM,  Engineer  of  Surveys  and  Plans 

C.   S.   POPE,  Construction  Engineer 

T.   H.   DENNIS,   Maintenance  Engineer 

F.  W.  PANHORST,  Bridge  Engineer 

L.  V,  CAJIPBELL,  Engineer  of  City  and  Cooperative  Projects 

R.  H.  STALNAKER.  Equipment  Engineer 

E.   R.   HIGGINS,   Comptroller 

DISTRICT    ENGINEERS 

J.    W.    VICKREY,    District    I.    Eureka 

F.    W.    HASELWOOD,    District    II,    Redding 

CHARLES  H.   WIIITMORE,  District  III,   Marysville 

.TNO.   H.   SKEGGS,  District  IV,   San   Francisco 

L.  H.  GIBSON,  District  V,  San  Luis  Obispo 

R.  AI.  GILLIS,  District  VI,  Fresno 

S.  V.  CORTELYOU,  District  VII,  Los  Angeles 

E.  Q.   SULI>IVAN,  District  VIII,   San  Bernardino 

S.  W.  LOWDEN  (Acting),  District  IX,  Bishop 

R.  E.  I'lERCE,  District  X,  Stockton 

E.  E.  WALLACE,  District  XI,  San  Diego 

General  Headquarters,  Public  Works  Building,  Eleventh  and 
P    Streets,    Sacramento,    California 


DIVISION  OF  WATER  RESOURCES 


EDWARD  HYATT,  State  Engineer,  Chief  of  Division 

J.  J.   HALEY,  Jr.,  Administrative  i\ssistant 

HAROLD  CONKLING,  Deputy  in  Charge  Water  Rights 

A.  D.  EDMONSTON,  Deputy  in  Charge  Water 
Resoui-ces  Investigation 

R.  L.  JONES,  Deputy  in  Charge  Flood  Control  and  Reclamatio 

GEORGE  W.   HAWLEY,  Deputy  in   Charge  Dams 

SPENCER    BURROUGHS,    Attorney 

EVERETT  N.  BRYAN,  Hydraulic  Engineer  Water  Rights 

GORDON   ZANDER.   Adjudication.   Water  Distrilnition 


DIVISION  OF  ARCHITECTURE 


GEORGE  B.  McDOUGALL,  State  Architect,  Chief  of  Division 

P.  T.  POAGE,  Assistant  Chief 

W.   K.   DANIELS,   Administrative  Assistant 

HEADQUARTERS 

H.    W.    DeHAVEN,    Supervising   Architectural    Draftsman 

C.    H.    KROMER,    Principal    Structural    Engineer 
CARLETON  PIERSON,  Supervising  Specification  Writer 
J.  W.  DUTTON,  Principal  Engineer,  General  Construction 

W.  H.  ROCKINGHAM.  Principal  Mechanical  and  Electrical 

Engineer 


DIVISION  OF  CONTRACTS  AND  RIGHTS  OF  WAY 


C.  C.  CARLETON,  Chief 

CLARENCE  W.  MORRIS,  Attorney,  San  Francisco 

FRANK  B.  DliRKEE,  General  Right  of  Way  Agent 

C.  R.  MONTGOMERY.  General  Right  of  Way  Agent 

ROBERT  E.   REED,  General  Right  of  Way  Agent 


DIVISION  OF  PORTS 


I'lirt  iif  Eureka — William  Clark.  Sr..  Surveyor 


37508      12-36      13G00 


GEORGE  H.  MOORE.  STATE  PR 


Return   postage  guaranteed. 

PM:    If  addressee  has  moved 

notify  sender  on 

Form  3547 

Division  of   Highways 

P.  O.  Box  1499 
Sacramento,  California 


Seattle   Public   Libra-ry, 
Seattle, 

Wash, 


SEC 

562  P.  L. 

.K.       1 

U. 

S.  POSTAGE          1 

PAID 

Sac 

ranicnti.. 

■al. 

IV 

nil  it  No. 

152 

Spans  Across  the  Bay  at  Eventide 

Seattle  Public  library 


Views  of  flotation  cylinder  caissons  used  for  the  first  time  in  bridge  construction  to  build  foundations  for  towers  and  central 
anchorage  of  San  Francisco-Oakland  Bay  Bridge,  which  were  shown  on  screen  to  delegates  to  convention  of  American  Association 
of  State  Highway  Officials  by  C.  E.  Andrew,  Bridge  Engineer.  Upper — Showing  how  one  caisson  looked  before  pouring  of  concrete 
into  steel  tubes  for  sealing  was  completed.  Inset — Air-tight  domes  on  tubes  through  which  air  was  pumped  into  cylinders,  displacing 
the  water,  to  make  each  cylinder  act  as  air  buoy  until  bottom  of  caisson  rested  upon  rock.  Lower — View  of  caisson  from  water  level 
during   sinking   of   cylinders. 


Forty-four  States  Send  897 
Representatives  to  Highway 
Convention  in  San  Francisco 


WITH  only  four  of  the  forty- 
I'lji-lit  states  of  the  Union  miss- 
ing on  the  roll  call  of  dele- 
gates, the  American  Association  of 
State  Highway  Officials  held  the 
largest  and  most  important  conven- 
tion of  its  twenty-two  j'ears  of  ex- 
istence in  San  Francisco  December 
7-10. 

A  total  of  897  delegates,  their  ladies 
and  guests  from  all  parts  of  the  Na- 
tion including  Hawaii,  participated  in 
the  sessions,  representing  a  115  per 
cent  larger  attendance  than  at  an.y 
previous  national  meeting  of  State 
highway  officials.  Maine,  New  Jer- 
sey, Montana  and  West  Virginia  were 
the  only  absentees. 

Men  of  outstanding  prominence  in 
road  building  emphasized  in  their  ad- 
dresses the  imperative  need  for  in- 
creased highway  safety,  higher  stand- 
ards of  road  construction  by  system- 
atic rehabilitation  of  existing  routes 
and  improved  new  construction, 
greater  cooperation  with  the  Federal 
Government  in  the  expenditure  of 
government  highway  fund  alloca- 
tions, a  determined  stand  again.st 
movements  to  reduce  gasoline  taxes 
and  an  unremitting  campaign  of  edu- 
cation to  prevent  diversion  of  gas 
taxes  to  purposes  other  than  highway 
building,  maintenance  and  adminis- 
tration. 

ATTENDANCE    RECORD    BROKEN 

Not  only  was  the  convention  re- 
markable for  its  new  attendance 
record  and  the  importance  of  its 
deliberations  and  accomplishments, 
but,  on  the  word  of  its  high  officials, 
men  who  have  attended  many  annual 
gatherings  of  the  association,  the 
entertainment  provided  for  the  dele- 
gates, their  wives  and  members  of 
their  families  by  the  California  Divi- 
sion of  Highways  far  surjia.ssed  any- 
thing in  that  lino  heretofore  under- 
taken. 

For  four  days,  until  adjournment 
on  Thursday  afternoon  following  the 


election  of  new  officers,  the  delegates 
were  kept  almost  continuously  busy 
with  convention  duties  and  pleasures 
arranged  for  them  while  their  ladies 
were  equally  busy  taking  sightseeing 
trips  on  land  and  in  the  air,  attend- 
ing luncheons  and  other  gay  affairs. 


Resolution  No.  1 

Adopted  at  Convention  oF 
American  Association  of 
State  Highway  Officials 

WHEREAS,  This  Association, 
at  their  Annual  Meeting  held 
in  Miami,  Florida,  one  year  ago, 
passed  a  resolution  requesting- 
the  Congress  to  continue  the  al- 
lotment of  regular  Federal  Aid 
for  at  least  a  two-year  period; 
and 

WHEREAS,  The  Congress  at 
its  following  session  did  pass 
such  legislation  and  has  made 
regular  Federal  Aid  available 
to  the  States  for  each  of  the 
fiscal  years  of  1938  and  1939 ; 

NOW  THEREFORE,  BE  IT 
RESOLVED,  That  the  Ameri- 
can Association  of  State  High- 
w  a  y  OflBcials,  assembled  in 
convention  at  San  Francisco, 
California,  December  10,  1936, 
express  their  appreciation  to 
the  Congress  of  the  United 
States  for  its  action,  and  pledge 
their  sincere  and  earnest  sup- 
port in  carrying  out  that  part 
of  this  program  which  is  en- 
trusted to  them. 


The  new  president  of  the  American 
Association  of  State  Highway  Officials 
elected  by  the  convention  is  T.  H. 
Cutler  of  Kentucky,  succeeding  Gibb 
Gilchrist  of  Texas. 

Other  officers  and  new  members  of 
the  Executive  Committee  elected  are : 


Vice  Presidents:  First  District, 
John  V.  Keily,  Rhode  Island ;  Second 
District,  R.  A.  Harris,  Mississippi; 
Third  District.  Ernest  Lieberman, 
Illinois;  Fourth  District,  James  B. 
True,  Wyoming. 

Treasurer:  W.  W.  Mack,  Delaware 
(reelected). 

Executive  Committee :  F.  R.  White, 
Iowa  (term  expires  1941)  ;  Frederic 
E.  Everett.  New  Hampshire  (term  ex- 
pires 1941)  ;  Arthur  W.  Brandt,  New 
York    (term   expires  1940). 

BIDS  FROM  SEVEN  CITIES 

The  Executive  Committee  will  meet 
next  June  at  a  place  to  be  selected  to 
pick  the  next  convention  city.  At  the 
San  Francisco  meeting  Boston,  New 
York,  St.  LouLS,  Columbus,  0.,  Cin- 
cinnati, Hot  Springs,  Ark.,  and 
French  Lake,  Ind.,  all  made  bids  for 
the  next  convention. 

Practically  all  of  the  delegates  were 
present  in  San  Francisco  by  the  after- 
noon of  Sunday,  December  6,  and  the 
evening  of  that  day  was  given  over  to 
informal  receptions  for  the  visitors 
and  their  wives,  under  the  auspices 
of  officials  of  the  Department  of 
Public  Works. 

With  Gibb  Gilchrist  of  Texas,  presi- 
dent of  the  association,  presiding,  the 
first  general  session  of  the  convention 
was  called  to  order  in  the  Colonial 
ballroom  of  the  St.  Francis  Hotel  at 
10.30  Monday  morning. 

WELCOMED    BY    DIRECTOR    KELLY 

As  Director  of  the  California  De- 
partment of  Public  Works  and  the 
representative  of  Governor  Frank  F. 
Merriam.  Earl  Lee  Kelly  welcomed 
the  delegates. 

"On  behalf  of  the  Governor  of  our 
State.  His  Excellency.  Frank  F.  Mer- 
riam. tlip  official  family  of  our  Divi- 
sion of  Highways  and  the  millions  of 
our  friendly  citizens,  I  welcome  you 
to  California,  the  land  of  romance 
and  the  place  where  golden  dreams 
come  true,"  said  Director  Kelly. 


"Today  we  bring  you  iii-oetiuj>s 
from  our  State  with  its  more  than  six 
million  people  which  but  ninety  years 
af;o  was  just  beginning-  to  be  popu- 
lated by  the  pioneers  of  tlie  gold-rush 
(lays.  In  these  ninety  years  we  have 
developed  a  mighty  empire  teeming 
with  mineral,  agrieultural.  industrial, 
eommereial  and  recreational  activity. 

FROM  TRAILS  TO  HIGHWAYS 

"All  of  the  great  natural  wonders 
of  our  State  in  the  pioneer  days  were 
linked  together  only  by  the  winding 
trail  of  the  padres,  which  has  given 
way  in  this  short  sjjaee  of  time  to  our 
magnificent  bridges  and  to  more  than 
twenty  thousand  miles  of  beautiful 
paved  highways  in  California. 

"I  am  proud  to  stand  liefore  you 
today.  I  deem  it  a  privilege  to  wel- 
come you  to  this  land  of  romance  and 
of  oiiportunity.  and  to  this  city  by  the 
(rolden  Gate.  I  hope  that  your  visit 
will  not  only  be  of  a  constructive 
luiture  but  that  it  will  be  one  of  hap- 
piness and  pleasure  to  you.  so  that 
when  you  have  returned  to  your 
homes  you  will  look  hack  on  this  oc- 
casion with  remembrances  of  a 
friendly  and  hospitable  people.  May 
I  express  the  wish  that  you  will  all 
soon  come  back  again." 

Urging  the  visitors  to  take  ad- 
vantages of  arrangements  made  for 
them  to  cross  the  San  Francisco- 
(^akland  Bay  Bridge,  now  a  part  of 
the  California  Highway  System, 
Director  Kelly  jiaid  a  high  tribute  to 
State  Highway  Engineer  C.  H.  Pur- 
cell  and  his  .staff  who  "conceived  and 
built  the  magnificent  structure  span- 
ning San  Francisco  Bay." 

MAYOR    ROSSI    REPRESENTED 

Owing  to  the  fact  tliat  he  was  con- 
fined to  his  home  by  illness.  Mayor 
Angelo  J.  Rossi  of  San  Francisco  was 
unable  to  be  present  to  extend  a  wel- 
come. He  was  represented  by  Alfred 
J.  Cleary.  chief  administrative  officer, 
who  warmly  invited  all  the  delegates 
and  members  of  their  families  to  make 
Tree  of  the  city  and  San  Fi'ancisco's 
famed  hospitality. 

President  Gilchrist,  who  is  State 
Engineer  of  Texas,  responded  to  the 
welcoming  speeches  and  then  launched 
into  the  delivei'v  of  his  annual  ad- 
dress. He  won  the  undivided  atten- 
tion of  the  delegates. 

Mr.  Gilchrist  said  that  stabilizalion 
of  the  business  of  building  highways 
was  one  of  the  majoi-  accomi)lishments 
of  l!I.S(i.  Highlights  of  his  talk  were 
discussions  of  long  range   road   plan- 


ning, the  growing  problem  of  im- 
provement of  secondary  highways,  the 
need  for  increased  safety  on  highways, 
diversion  of  gasoline  tax  funds  to 
other  than  highway  uses  and  the  value 
of  roadside  beautiflcation. 

SOLD  ON   FEDERAL  AID 

"The  best  opportunity  for  long 
range  planning  ever  offered  became 
the  lot  of  the  States  in  1936,  the 
speaker  declared.  The  advantages  of 
long    range    appro|iriations    are    too 


Resolution  No.  2 

Work  Relief  Funds 

WHEREAS,  it  has  been  dem- 
onstrated that  Highway  Con- 
strviction  has  been  extremely 
efficient  in  providing  employ- 
ment during'  times  of  need ;  and 

WHEREAS,  Permanent  pub- 
lic improvements  have  been 
obtained  from  such  work; 

NOW  THEREFORE,  BE  IT 
RESOLVED,  That  the  Ameri- 
can Association  of  State  High- 
w  a  y  Officials,  assembled  in 
convention  at  San  Francisco, 
California,  December  10,  1936, 
requests  the  President  and  Con- 
gress of  the  United  States,  in 
the  event  that  appropriations 
are  made  for  work  relief,  to 
make  available  for  highway 
construction  a  substantial  por- 
tion of  this  appropriation ;  that 
this  be  made  available  through 
the  Bureau  of  Public  Roads  to 
the  Highway  Departments ;  and 
this  Association  through  the 
highway  departments  pledges 
its  sincere  and  earnest  coopera- 
tion in  the  expenditure  of  any 
funds  alloted  for  this  purpose. 


many  to  enumerate,  ilore  time  is 
given  to  location  ;  more  time  is  given 
prospective  bidders  to  examine  pro- 
posed work,  with  the  result  that  bids 
will  be  submitted  with  less  hazard 
anil  more  time  given  to  construct 
where  such  time  is  needed. 

"The  States  are  ready  for  this  kind 
of  thing  and  the  entire  country  is  sold 
(in  the  principle  of  regular  Federal 
Aid.  If  I  were  giving  advice  to  high- 
way offi''ials  it  would  be  to  plan  con- 
struction programs  not  less  than  four 
years  ahead  aiul  carry  gen(>ral  lay- 
outs nincli  rui'tlier. " 


On  the  subject  of  Federal  Aid, 
Mr.  Gilchrist  said : 

"The  appropriation  of  $25,000,000 
during  each  of  the  years  1938  and 
1939  for  secondary  or  feeder  roads 
has  met  with  popular  approval  and 
])(issibly  will  be  made  permanent. 
Jt  will  be  necessary  for  the  States  to 
give  increasing  attention  to  this  phase 
of  the  road  building  industry. 

"One  matter  on  which  there  seems 
to  be  a  preponderance  of  opinion  is 
that  the  work  should  be  handled 
through  the  Ignited  States  Bureau  of 
Public  Roads  by  the  respective  high- 
way departments  in  the  same  manner 
as  regular  Federal  Aid.  This  should 
ap])l.y  whether  county  or  road  district 
money  is  used  to  defray  a  part  of  the 
cost."  * 

TESTIMONIAL    TO    A.    W.    BRANDT 

Following  the  address  of  the  presi- 
dent, F.  E.  Everett.  State  Highway 
Commissioner  of  New  Hampshire, 
formally  presented  a  testimonal  to 
Past  President  A.  W.  Brandt  of  New- 
York  and  in  doing  so  reviewed  Cap- 
tain Brandt's  war  record  and  liis 
achievements  as  head  of  the  American 
Association  of  State  Highway  Of- 
ficials. 

Brief  memorial  .services  for  de- 
parted members  were  held  and  then 
W.  C.  Markham,  the  A^eteran  executive 
secretary  of  the  association,  made  his 
annual  report.  Mr.  Markham  pre- 
dicted that  1937  will  be  a  banner  year 
in  hiuhwav  construction.     He  said: 

"Records  of  State  highway  depart- 
ments show  that  mileages  of  im]iroved 
roads  will  be  greatly  increased  and  so, 
naturally,  that  will  mean  increased 
expenditures  during  1936.  soon  to 
close.  We  will  close  this  year  witli 
virtually  all  of  the  regular  and  special 
Federal  funds  absorbed  in  contracts 
and  will  enter  the  coming  year  pre- 
jiared  to  carry  on  a  building  pro- 
uram,  involving  constructiim  only,  of 
not  less  than  $400,000,000. 

ris.";,ooo  surfaced  miles 

"Everybody  knows  that  the  motor 
fees  and  gas  tax  jiaid  by  the  peojile 
have  been  transferred  into  roadbeds, 
liridti'cs  and  elimination  of  railroad 
crossings.  In  1923  there  were  80.200 
miles  of  surfaced  roads  of  all  kinds 
in  the  Fnited  States.  Today  there  are 
about  400.000  surfaced  miles  on  the 
State  systems  alone,  and  over  585.000 
surfaced  miles  on  county  and  town- 
shi])  roads. 


(Continued  on   pa^f  lit) 


iTwol 


(December  19)6) 


California  Highways  and  Public  Works  | 


$800,000,000  Available  Next  Year 
if  States  Match  Federal  Aid  Quotas 

By  THOS.  H.  MacDONALD,  Chief,  U.  S.  Bureau  of  Public  Roads 


T()  DRIVP]  a  iiiotU'i'ii  motor  L-ar 
a  quarter  of  a  century  meas- 
ured by  traffic  couditioiis,  into 
tlie  past,  is  an  illuminating  and  valu- 
able experience.  In  a  public  enter- 
prise such  as  our.s — the  building  of  a 
system  of  universal  hiohways  for  a 
nation — the  test  of  time  is  all  im- 
portant. It  measures  the  adequacy 
of  the  vision  into  the  future,  and  the 
competency  of  the  means  adopted  to 
meet  the  imagined  requirements. 

My  recent  ojiportunity  to  study 
traffic  conditions  in  many  of  the 
countries  of  the  old  world  clarified 
many  uncertainties,  and  indicated  the 
very  definite  directions  that  Federal 
and  State  highway  policies  of  the 
future  should  take.  A  vivid  pano- 
rama passed  in  review,  with  all  tlu' 
variations  from  the  streets  of  London 
where  motor  traffic  is  congested  to  thi' 
point  of  near  stopjiage,  to  the  road- 
of  Jugoslavia  where  the  motor  vehicle 
is  yet  so  novel  that  the  horses  in  com- 
mon use  are  frightened  and  fre- 
quently behave  badly,  as  was  true  in 
this  country  more  than  a  quarter  of 
a  century  since. 

LONDON   ROAD   EXAMPLE 

Doubtless  selected  examples  rather 
than  generalities  from  these  other 
countries  present  the  best  means  of 
conveying  the  valuable  information 
that  we  may  gain.  Especially  is  this 
true  because  of  the  long-time  aspects 
which  alone  determine  the  inherent 
soundness  of  the  policies  which  give 
form  to  the  undertakings. 

Some  eight  years  ago  I  inspected 
the  newly  completed  Gteat  West 
Road  leading  out  of  London.  The 
construction  had  been  undertaken  for 
the  purpose  of  ])roviding  employment, 
but  its  coneejition  was  to  provide  a 
wide  thoroughfare  of  large  traftii' 
capacity  to  permit  uninterrupted  flow- 
between  the  heart  of  London  and  the 
suburban  and  rural  districts  to  the 
west.  The  roadway  was  paved  at 
least  50  feet  wide,  and  designed  to 
carrv  heavv  units. 


THOS.    H.    MacDONALD 

At  that  time  a  eonsitlerable  i)art  of 
its  length  was  bordered  by  open  fields. 
Today  it  is  lined  by  continuous  large 
industrial  enterprises  of  many  kinds. 
Traffic  conditions  are  as  congested 
as  on  the  roads  previously  existing 
which  this  new  highway  was  expected 
to  relieve.  It  ha.s  lost  its  visioneil 
function  to  move  traffic  expeditiously 
over  a  considerable  distance,  and  has 
become  a  crowded,  local  service  road. 

If  this  actuality  is  projected  against 
the  by-pass  designs  which  are  in  com- 
mon use  here,  there  is  no  essential 
difference  in  either  the  conception  of 
their  purpose  or  their  design.  The 
experience  in  this  case  leads  directly 
to  the  conclusion  that  where  the  po]iu- 
lation  is  suflieient   to  make  desirable 


by-pass  or  radial  distance  routes. 
population  and  industries  will  gravi- 
tate rapidly  and  certainly  to  the  new 
highways. 

Because  of  the  better  traffic  facil- 
ities offered,  new  enterprises  will  come 
into  exi.stence,  and  within  a  supris- 
ingly  short  time  we  have  only  another 
city  street  with  congested  traftie.  It 
soon  loses  its  ability  to  serve  the 
original  purpose. 

TRAFFIC    SKI'AKATIOX    ESSEXTL\L 

Other  examples  might  be  given, 
but  the  trend  ever5rwhere  is  so 
clearly  defined,  the  conclusion  is  in- 
escapable that  to  serve  as  by-pass  or 
through  distance  routes,  the  design 
must  carry  on  separate  roadways  the 
through  and  the  local  traffic,  and  the 
local  traffic  must  be  so  adequately 
served  that  it  will  only  be  necessary 
to  give  access  to  the  through  high- 
ways at  infrequent  intervals. 

France  jiresents  the  opportunity  to 
observe  major  projects  undertaken 
for  the  relief  of  street  and  highway 
congestion  in  the  metropolitan  area 
of  Paris.  Here  we  get  the  conception 
of  the  dynamic  instability  of  the  great 
population  centers  when  new  trans- 
portation facilities  become  available. 

Perhai)s  we  have  accepted  the 
changing  aspects  of  our  own  cities 
with  the  thought  that  these  are 
characteristic  of  all  youthful  growth, 
but  Paris  is  an  old  world  city,  itself 
ancient  in  comparison  to  any  of  our 
own.  Nor  is  it  a  city  that  grew  with- 
out direction.  No  single  plan  was 
adopted  and  adhered  to  through  the 
years,  but  rather  a  series  of  progres- 
sive conceptions  have  been  superim- 
l)osed.  each  in  harmony  with  those 
preceding. 

ANCIENT  PARIS  STRUCTURES 

Because  of  the  lack  of  apparent 
change  in  recent  years,  Paris  had 
taken  on  an  unchanging  atmosphere, 
neither  old  noi-  y(ning.  but  of  no 
period      of      time.        Highways      antl 


California  Highivays  and  Public  Works  (December  i9ib) 


[Three] 


bridges  of  the  time  of  Louis  XIV  and 
Napoleon  are  yet  in  service — a  tribute 
to  the  ability  and  courage  of  the 
engineers  and  architects  of  a  century 
and  a  half  ago.  Because  of  their  long 
vision,  and  because  the  rulers  who 
today  stand  out  historically  as  great 
leaders,  made  it  possible  for  their  con- 
ceptions to  become  realities,  important 
changes  have  been  infrequent. 

Today,  however,  major  projects, 
forced  by  the  growth  of  street  and 
highway  traffic,  are  under  way,  which 
will  greatly  modify  and  facilitate 
transportation  in  the  area,  but  all  are 
in  harmony  with,  rather  than  destruc- 
tive of,  traditional  values.  So  care- 
fully are  the  projects  designed  to  ac- 
cord with  the  existing  comprehensive 
plan  for  remodeling  the  city,  with  the 
old  but  yet  fine  buildings,  with  the 
principal  boulevards  and  streets,  and 
with  the  parks  and  other  important 
public  areas,  that  on  completion  they 
will  have  added  greatly  needed  facil- 
ities presenting  the  appearance  of 
graceful  growth. 

Paris  is  not  static — it  is  dynamic — 
and  from  this  situation  we  can  ob- 
tain real  wisdom.  This  example  chal- 
lenges the  great  fallacy,  so  common 
in  this  country,  of  regarding  the  phys- 
ical environments  of  people  as  perma- 
nent— of  regarding  as  almost  sacred 
public  works  that  have  not  yet 
physically  deteriorated  to  the  point  of 
structural  failure. 

CIRCULAR    AND    RADIAL    HIGHWAYS 

We  can  get  wisdom  from  what  is 
being  done  there  for  two  good  reasons : 
fir.st,  the  plans  have  been  developed 
and  the  work  is  being  executed  by  the 
National  Department  of  Highways, 
tlie  whole  personnel  of  which  has  been 
trained  in  the  Ecole  des  Fonts  et 
Chaussees,  the  French  School  of  Roads 
and  Bridges,  whose  beginnings  go 
back  at  least  to  Louis  XV  and  pos- 
sibly before.  This  organization  is  en- 
titled to  the  highest  respect  for  its 
engineering  standards  developed  over 
a  long  period. 

Second,  there  is  the  test  of  time — 
one  and  one-half  centuries  permit  a 
sound  perspective  that  distinguishes 
between  enduring  principles  and 
short-lived  .stopgaps. 

So  it  is  of  the  highest  significance 
that  the  competent  French  depart- 
ment of  highways  has  selected,  to 
meet  two  problems  of  traflBc  conges- 
tion, two  distinctive  types  of  high- 
way planning — first,  an  intercepting 
circular  highway  enclosing  the  city, 


Resolution  No.  3 

Secondary  Road  Funds 

WHEREAS,  The  American 
Association  of  State  Highway 
Officials  has  realized  that  im- 
provements on  the  Federal  Aid 
System  have  advanced  to  such 
a  position  in  many  states  where 
State  and  County  roads,  as 
feeder  roads  to  the  Federal  Aid 
System,  can  well  receive  recog- 
nition in  the  expenditure  of 
Federal  Funds ;  and 

WHEREAS,  This  Association 
so  expressed  itself  to  the  Con- 
gress last  year,  as  embodied  in 
Section  7  of  the  Act  of  June  16, 
1935;  and 

WHEREAS,  The  Congress  in 
that  Act  authorized  an  appro- 
priation of  $25,000,000  a  year 
for  two  years,  to  be  expended 
under  the  provisions  of  the 
Federal  Highway  Act,  which 
amount  must  be  matched  by 
the  States; 

THEREFORE,  BE  IT  RE- 
SOLVED, That  this  Associa- 
tion, in  convention  assembled 
in  San  Francisco,  Califoriua, 
December  10,  1936,  hereby  ex- 
presses its  gratification  of  this 
action  on  the  part  of  the  Con- 
gress and  recommends  that  the 
rules  and  regulations  for  the 
expenditure  of  these  funds 
should  provide  that  the  State 
Highway  Departments  be  the 
sole  point  of  contact  with  the 
Federal  Government  and  that 
the  entire  program,  including 
selection  of  the  system, 
designation  of  projects,  the 
preparation  of  plans,  award  of 
contracts,  and  the  prosecution 
of  the  work,  be  under  the 
direct  control  and  supervision 
of  the  various  State  Highway 
Departments;  and 

BE  IT  FURTHER  RE- 
SOLVED, That  the  Traffic  and 
Economic  Surveys  now  being 
made  cooperatively  by  the 
States  and  the  Federal  Gov- 
ernment be  used  in  the  deter- 
mination of  the  routes  which 
are  to  be  included  in  the  Sec- 
ondary or  Feeder  Road  System 
and  that  the  information  ob- 
tained from  these  surveys  also 
be  used  in  determining  individ- 
ual projects  within  the  system. 


and  second,  motor  highways,  radial 
from  the  city,  reaching  for  a  con- 
siderable distance  beyond  to  connect 
with  the  existing  national  highways. 
This  idea  sounds  simple,  but  in  the 
detail  of  design  lies  the  assurance  of 
permanent  relief  to  the  traffic,  and 
self  preservation  of  efficient  function- 
ing through  a  long  future  period. 

OLD  LINES  FOLLOWED 

There  was  a  time  when  Paris  de- 
pended for  defen.se  on  fortified  walls 
extending  around  the  city.  At  inter- 
vals, gates  provided  for  the  flow  of 
traffic  to  all  parts  of  the  nation.  These 
lines  yet  remain  the  major  radial 
liighways  within  and  without  the  city, 
perpetuated  in  a  national  system  of 
highways,  originality  adequately  con- 
ceived and  sub.sequently  adhered  to 
faithfully. 

On  the  location  of  the  old  fortifica- 
tion a  modern  highway  is  under  con- 
struction. The  abandoned  walls  have 
long  since  served  their  purpose,  but 
through  the  years  has  been  preserved, 
free  from  encroachment,  the  land 
wjiich  now  becomes  the  right-of-way 
for  a  highway  that  will  serve  to  carry 
traffic  rapidly  to  connections  with  all 
of  the  radial  streets  and  highwa.ys  in 
and  out  of  the  city. 

At  intersections  the  new  circular 
highway  is  carried  under  the  major 
radial  routes.  At  some  points  these 
underpasses  are  relatively  simple  tun- 
nels, beginning  and  ending  far  enough 
back  of  the  intercepted  streets  to  leave 
their  full  width  available  for  traffic. 
(Others  are  multiple-lane  tunnels 
branching  to  connect  with  several 
streets. 

TJie  design  motive  is  to  carrv  on 
separated  levels  the  principal  conflict- 
ing lines  of  travel  to  make  possible  a 
continuous  traffic  flow.  The  tunnel 
construction  has  necessarily  provided 
for  other  undergi-ound  services  such 
as  sewers,  water  and  electric  conduits. 

NEW   TUNNEL  LIGHTING  PRINCIPLE 

A  feature  that  is  new  and  highly 
desirable  is  the  equalization  of  the  in- 
tensity of  lighting  within  and  without  , 
the  tunnels.  This  is  accomplished 
automaticallj-  by  the  use  of  the  photo- 
electric cell  control,  an  achievement 
in  tTinnel  lighting  which  destroys  the 
uiiiileasant  reactions  to  driving  under- 
ground. 

It  is  my  judgment  that  the  French 
engineers  have  developed  a  new 
principle  in  the  lighting  of  tunnels 
that  will  apparently  overcome  the 


Four! 


(December  19}  6)  California  Highways  and  Public  Works 


Convention  comrades  of  American  Association  of  State  Highway  Officials  get  together  again  in  San  Francisco.  Left  to  right — 
L.  V.  Murrow,  Washington,  retiring  Vice  President;  Gibb  Gilchrist,  Texas,  retiring  President;  J.  H.  Dowling,  State  Highway  Engineer 
of  Florida;  C.  H.  Purcell,  California  State  Highway  Engineer;  Louis  S.  Cain,  Territorial  Highway  Engineer  of  Hawaii;  F.  E. 
Everett,   Executive  Committeeman,   New   Hampshire. 


generally  unfavorable  reaction,  and 
will  go  far  to  popularize  the  use  of 
this  form  of  construction  where  it  is 
the  feasible  answer  to  the  problem. 

Typical  of  the  new  radial  high- 
ways is  the  St.  Cloud  auto  road  under 
construction  on  a  wholl.y  new  loca- 
tion, to  provide  for  a  continuous  flow 
of  traffic  to  the  northwest,  beginning- 
at  the  Seine  River  and  connecting 
with  the  existing  national  system  at 
a  considerable  distance  from  the  city. 
A  new'  bridge  is  under  construction 
across  tlie  Seine,  and  this  new  high- 
way will  pick  up  the  traffic  at  the 
bridge  head. 

PARK   SETTING   PRESERVED 

After  ascending  a  short  grade  to 
the  level  of  a  suitable  soil  stratum  for 
tunnel  construction,  the  line  is  carried 
beneath  the  St.  Cloud  hills.  This 
ancient  park  and  historic  setting  are 
thus  left  undisturbed,  and  beyond, 
the  way  lies  through  State  forests  and 
other  lands  on  a  wide  right-of-way 
with  all  cross  traffic  separated.  If 
pedestrians  or  bicycles  are  permitted, 
by-paths  will  be  provided  exclusively 
for  them. 


As  a  part  of  this  new  development 
program,  many  of  the  old  city  bridges 
over  the  Seine  are  being  replaced  by 
new  structures,  but  great  care  is  taken 
to  preserve  the  architectural  harmony 
of  the  new  with  the  old.  These 
examples  typify  the  plans  to  expand 
highway  facilities  to  meet  new  condi- 
tions where  the  problem  is  one  of  add- 
ing to  a  system  of  highways  originallj' 
laid  out  on  a  well  conceived  national 


They  sustain  the  principle  that 
over  a  long  period,  a  highway  system 
originally  well  planned  can  be  ex- 
panded to  meet  the  growing  needs 
without  large  abandonment  of  in- 
vestment or  changing  to  wholly  new 
policies. 

In  Germany  a  wholly  different  situ- 
ation is  met.  Until  the  present 
National  Socialist  Government  took 
over  the  development,  in  1933,  of  a 
national  system  of  highways,  the  work 
was  on  a  State  and  local  basis.  The 
situation  is  graphically  described  by 
Dr.  Allmers,  President  of  the  National 
Association  of  the  Motor  Industry  of 
Germany.     Quoting  Dr.  Allmers: 


"In  Germany  there  was  a  hopeless 
state  of  disintegration  as  in  the 
Middle  Ages.  State  and  provincial 
governments,  district  and  communal 
authorities,  made  every  effort  to  ob- 
struct a  sound  development  based  on 
uniform  principles.  The  Ministry  of 
Transport  was  powerless,  and  years 
elapsed  before  applications  were  sanc- 
tioned bj'  the  competent  governments 
of  the  federal  states. 

Every  district  road  engineer  buil* 
his  roads  in  a  different  way,  but 
nearly  all  of  them  built  them  in  the 
wrong  way,  and  only  a  few  appre- 
ciated the  requirements  of  automobile 
traffic  and  these  few  mostly  lacked  the 
necessary  funds." 

Here  no  national  system  had  been 
])lanned  and  developed  through  the 
.years,  so  it  was  necessary  for  the 
present  German  government  to  attack 
the  problem  of  adequate  national 
highways  at  the  beginning.  A  two- 
|)art  program  was  undertaken — the 
reluibilitation  of  the  existing  roads, 
which  have  been  divided  into  national 
roads  and  highways  of  the  first  and 
.second  class.     The  work  on  these  lat- 

(Continuod  on  pagre  15) 


California  Highways  and  Public  Works  (December  i9i6) 


[Fivel 


Great  Progress  Made  in 
Mountain  Road  Construction 

By  LACEY  V.  MURROW,  Director  of  Hishways,  Washington 


THE  history  of  the  development 
of  transportation  is  analogous 
to  and  parallels  exactly  the  his- 
tory of  the  progress  of  civilization. 
( )nly  with  the  overcoming  of  the  great 
natural  barriers  which  sejjarated  one 
grou]!  from  another,  and  the  subse- 
quent intermingling  of  ideas  and  ac- 
complishments, has  civilization  been 
stimulated  to  new  development  *  *  * 
The  fact  that  mountain  ranges  have 
been  the  greatest  factor  in  retarding 
the  advancement  of  civilization  is 
fully  demonstrated  in  the  settlement 
of  our  o^^^l  country.  For  a  period  of 
one  hundred  and  fifty  j^ears  the 
Appalachian  Jlountains  prevented  the 
American  civilization,  composed  of 
thirteen  colonies  scattered  along  the 
eastern  seaboard,  from  penetrating 
into  what  was  then  called  "the 
West." 

The  first  settlers  crossed  this  bar- 
rier in  the  year  1767.  However,  it 
was  not  until  1806  that  the  Great 
National  Pike  was  forced  through  the 
Cumberland  Gap  and  it  was  not  until 
forty-two  years  later,  in  1848,  that 
this  road  reached  the  border  of  what 
is  now  Illinois. 

EARLY    PROGRESS    SLOW 

In  contrast  to  this  slow  advance- 
ment acro.ss  mountain  barriers  we  find 
that  during  the  same  period  the 
Spanish  colonists  to  the  south  and  the 
French  to  the  north,  by  reason  of 
their  ability  to  move  along  navigable 
water  routes,  were  many  years  in  ad- 
vance of  the  settlers  who  arrived  from 
the  Atlantic  seaboard.  To  further 
indicate  the  slow  progress  made  in 
the  early  development  of  roads,  it  is 
interesting  to  note  that  Lewis  and 
("lark  reached  the  Pacific  Coast  in 
1806,  which  was  the  same  year  that 

llie    Cumberland    Pike    was    started. 

*     «     • 

The  crossing  of  the  Rocky  Moun- 
tains was  made  less  difficult  by  reason 
of  the  strong  incentive  to  reach  Cali- 
fornia when  gold  was  discovered  in 
1848.     Altliough  speed  was  of  the  ut- 


[Six] 


LACEY    V.   MURROW 

most  importance,  the  difficulties  and 
hazards  of  overland  trans])ortation 
were  so  great  that  many  people  chose 
the  longer,  time-consuming  route 
around  Cape  Horn  or  across  the 
Isthmus  of  Panama. 

The  next  major  step  in  removing 
mountain  barriers  was  accomplished 
in  1869,  when  the  first  transconti- 
nental railroad  was  completed.  It 
was  not,  however,  until  the  advent  of 
the  motor  vehicle  in  1900  that  really 
rapid  progress  was  made  in  the  de- 
velopment of  mountain  transporta- 
tion. In  1905  there  were  approxi- 
mately eigbt  thousand  motor  vehicles 
in  the  United  States,  while  in  1936 
motor  vehicle  registration  reached  the 
enormous  sum  of  twenty-six  million. 
In  order  that  these  vehicles  might  be 
operated  it  was  of  course  necessary 
that  highways  be  constructed  and 
then  properly  maintained. 

Perliaps  the  most  interesting 
feature  in  the  development  of  motor 
ti-aiisport  in  so  far  as  highways  are 
concerned  is  again  the  removal  or  the 


overcoming  of  mountain  barriers.  The 
topography  of  the  country  is  such  that 
this  problem  has  been  most  pro- 
nounced in  the  western  states.  Most 
])ersons  are  familiar  with  the  moun- 
tain roads  built  a  number  of  years 
ago.  With  the  advent  of  motor 
freight  trucks  and  fast-moving  pas- 
senger cars  it  has  become  necessary 
that  careful  study  be  given  to  the 
standards  of  location  and  construc- 
tion on  all  primary  highways,  but 
particularly  on  those  roads  traversing 
high  mountain  ranges. 

In  the  State  of  Washington  all 
roads  have  been  carefully  segregated 
into  one  of  five  different  classifica- 
tions, this  classification  being  deter- 
mined generally  on  the  basis  of  traffic 
density,  and  for  each  one  of  tl>ese 
classifications  there  have  been  estab- 
lished definite  standards  governing 
alignment,  limiting  grades,  sight  dis- 
tances and  superelevation. 

Our  mountain  road  location  is  gen- 
erally subject  to  the  follo\\ang  limi- 
tations :  Maximum  curvature,  10° ; 
maximiun  grades,  5}% ;  minimum 
sight  distance,  750  feet;  supereleva- 
tion based  on  Mo.yer's  formula  giving 
a  maximum  rate  of  .13  of  a  foot  per 
foot  of  width. 

In  each  of  the  four  highways  cross- 
ing the  Cascade  Mountains  we  have 
cncoujitered  marked  differences  in  th(> 
types  of  soil  and  rock.  Soils  arc 
found  that  exceed  the  extreme  limits 
set  for  soil  classification  of  A-1  to 
A-8.  The  rock  at  higher  altitudes  is 
generally  of  volcanic  origin,  breaks 
large,  is  coarse-grained  and  deficieni 
in  toughness.  At  the  lower  elevations 
the  rock  is  generally  basalt,  granite 
and  schist.  Surfacing  materials  and 
aggregates  for  concrete  or  bituminous 
construction  are  available  fi-om  large 
glacial  deposits  of  sand  and  gravel. 

OBSTACLES    ARE    NUMEROUS 

The  actual  construction  of  moim- 
tain  highwa.ys  is  more  difficult  than 
ordinary  construction  because  of  the 
shortness  of  the  construction  .season. 


(December  i9}6)  California  Highways  and  Public  Works 


With   average   total    annual    snowfall   on   some    highways   exceeding    600  inches,  snow  removal   is  a  big   probler 

in   this   photo   of   highway   crew   at   winter  work. 


in   Washington   as  shov 


the  different  types  of  matei'ials  en- 
countered and  the  heavy  yardage  in- 
^'olved.  In  most  of  the  western  states 
you  will  find  solid  rock  cuts  in  wliicli 
the  material  excavated  will  total  in 
excess  of  75,000  yards. 

We  have  just  completed  a  project 
on  the  west  side  of  the  Cascade 
Mountains  on  which  the  yardage  of 
one  cut  totaled  in  excess  of  650,000 
cubic  yards.  Where  it  is  necessary 
to  take  support  along-  steep  canyon 
walls,  there  are  many  instances 
where  the  cut  slopes  will  exceed  350 
feet. 

One  of  the  major  items  of  cost  in 
the  construction  of  these  roads,  par- 
ticularly in  and  adjacent  to  the 
Olymjiic  Mountains,  is  the  item  of 
clearing  and  grubbing,  and  in  some 
instances  the  combined  cost  of  these 
two  operations  exceeds  $2,000  per 
acre.  On  one  contract  recently  com- 
pleted, many  of  the  ti-ees  averaged  in 
excess  of  eight  feet  in  diameter  and 
there  was  removed  an  average  of 
50,000  board  feet  of  merchantable 
timber  throughout  the  entire  length 
of  the  project. 

It  is  most  difficult  to  secure  proper 
locations  through  this  type  of  country. 
After  the  highway  has  been  construct- 
ed and  this  heavy  growth  of  timber 


is  later  removed,  it  sometimes  becomes 
very  evident  that  the  proper  location 
was  not  secured.  To  overcome  this 
and  other  problems  incident  to  moun- 
tain locations,  the  use  of  aerial 
photography  has  become  increasingly 
necessary  and  important.  By  proper 
use  of  the  aerial  method  of  mapping. 
it  is  comparatively  easy  to  secure  the 
best  location  the  country  afford.s.  We 
liave  employed  this  method  quite  ex- 
tensively in  making  reconnaissance 
and  preliminary  studies  on  all  high- 
way locations  traversing  difficult 
terrane. 

SNOW   REMOVAL   PROBLEM 

The  maximum  precipitation  in  the 
State  of  Wa-shington  is  160  inches, 
while  the  average  precipitation  for 
the  state  is  27  inches.  Yet  in  eastern 
Washington  there  are  hundreds  of 
square  miles  with  average  annual  pre- 
cipitation  of  less  than   eight  inches. 

In  the  western  portion  of  the  state 
70  per  cent  of  the  precipitation  oc- 
curs between  October  1  and  March  31. 
Abnormally  rapid  runoff  is  occasioned 
by  Chinook  winds  and  by  conditions 
caused  by  the  proximity  of  the  warm 
Japanese  Current.  All  of  these  fac- 
tors must  be  carefully  considered  in 
the  design  and  construction  of  drain- 
age   facilities.      Furthermore,    it    is 


ncLessary  that  ample  clearance  be  pro- 
vided on  all  structures  for  the  passage 
of  large  trees  that  have  been  up- 
rooted and  carried  into  the  channel 
of  the  .stream  by  heavy  winds  and 
slides. 

One  of  the  interesting  problems 
incident  to  mountain  location,  con- 
struction and  maintenance  is  that  of 
snow  removal.  We  have  in  the  State 
of  Washington  two  mountain  passes 
on  which  the  average  total  snowfall 
exceeds  600  inches  per  year  and  two 
other  passes  on  which  the  total  snow- 
fall is  in  excess  of  400  inches.  The 
removal  of  this  snow  is  handled  by 
the  combined  use  of  blade  and  rotary 
plows.  It  is  estimated  that  we  re- 
move annually  from  the  primary 
highway  system  in  excess  of 
35,000,000  cubic  yards  of  snow. 
Much  of  this  snow  is  exceptionally 
heavy  and  weighs  as  much  as  40 
pounds  per  cubic  foot. 

The  major  portion  of  the  communi- 
cation problem  of  the  department  is 
handled  by  our  own  short-wave  radio 
system,  all  plows  being  equipped  with 
botli  tran.sniitting  and  receiving  sets. 
In  many  instances  our  snow  camps 
are  far  removed  from  telephone  or 
telegi-aph  communications  and  during 
the   snow    .season    this   type    of   com- 


California  Hightvays  and  Public  Works  (December  i9)6) 


[Seven] 


iminication  is  not  reliable  because  of 
tlie  damage  to  lines  caused  by  falling 
timbei'. 

We  have  found  that  our  communi- 
cation problem  has  been  practically 
solved  since  we  have  been  jiermitted  to 
make  use  of  radio,  as  the  SnoGos  can 
immediately  contact  each  other,  the 
summit  station  or  the  district  and 
headquarters  offices  in  case  of  emer- 
gency. 

TUNNELS   ARE  IMPORTANT 

Because  of  the  ever-present  danger 
of  snow  slides  and  because  of  the 
actual  loss  of  life  and  property  by 
reason  of  these  slides  during  the  past 
few  years,  it  has  been  necessary  that 
we  give  more  consideration  to  the  con- 
struction of  tunnels  wherever  feasible, 
in  order  that  grades  and  curvature 
may  be  reduced  and  the  hazard  of 
heavy  snowfall  may  be  eliminated. 

TraflBc  in  the  mountainous  sections 
of  Washington  is  now  making-  use  of 
sixteen  tunnels,  having  a  combined 
length  of  6490  feet,  and  we  are  at 
the  present  time  considering  the 
widening,  ventilating  and  lighting  of 
the  old  Great  Northern  tunnel 
through  the  summit  of  the  Cascade 
Mountains,  having  a  total  length  of 
13,900  feet. 

The  construction  of  mountain  high- 
M'ays  in  the  State  of  Washington  is 
not  unlike  the  work  that  may  be  ob- 
served in  most  all  of  the  western 
states,  particularly  in  California  and 
Oregon,  as  the  Cascades  and  the 
Sierra  Nevadas  form  a  seldom-broken 


chain  from  the  Canadian  boundary  to 
( entral  California. 

But  mountains  have  lost  most  of 
their  terror.  With  the  aid  of  funds 
provided  by  the  Federal  Govern- 
ment through  the  Bureau  of  Public 
Roads  and  by  the  various  states 
through  taxation  of  motor  transport, 
it  has  been  possible  for  the  engineer- 
ing profession  to  overcome  in  a  large 
measure  these  obstacles  to  rapid  trans- 
portation, just  as  most  of  the  other 
natural  resources  have  been  harnessed 
into  ]iublic  service  through  Federal, 
State  and  municipal  cooperation. 

VISION    IS    REALIZED 

Today  we  find  that  from  our  con- 
vention city  two  gigantic  bridges  have 
been  thrown  across  the  Bay  of  San 
Francisco  to  unite  the  suiTOunding 
cities  into  one  metropolis.  In  south- 
ern California  the  long  caterpillar  of 
steel  which  has  been  creeping  across 
the  deserts  from  Boulder  Dam  has 
reached  its  destination,  Los  Angeles, 
bringing  with  it  a  steady  flow  of 
water  that  fell  originally  on  the 
slopes  of  the  distant  Rockies. 

The  Moffat  Tunnel  has  defied  the 
stony  barrier  of  the  Rockies  and  has 
put  Denver  on  a  quick,  direct  trans- 
continental railroad  route.  At  Grand 
Coulee,  in  eastern  Washington,  the 
waters  of  the  Columbia  are  being  im- 
|)ounded  to  furnish  power  and  irriga- 
tion for  a  vast  new  agricultural  em- 
pire, and  Oregon  can  well  be  proud 
of  the  Bonneville  project,  which  will 
liarne.ss  this  same  river  to  provide 
electricitv. 


Building  a   highway  along  the  face  of  a  sheer  cliff  in   Washington   state. 


Delegates  From 

Alaska,  Hawaii/ 
British  Columbia 

WHEN  tlie  roll  of  states  was 
called  on  the  opening  day  of 
the  convention  of  the  Ameri- 
can Association  of  State  Highway 
Officials  some  of  the  larger  delegations 
were  given  ovations  as  their  members 
arose  as  the  names  of  their  respective 
states  were  sounded. 

In  honor  of  one  of  its  popular  sons, 
Gibb  Gilchrist  of  Austin,  State  High- 
way Engineer  and  retiring  president 
of  the  association,  the  Lone  Star  State 
sent  29  delegates  to  the  convention. 

Missouri  was  a  close  second  with  25 
delegates  and  Kansas  was  a  runner- 
up  with  24. 

DELEGATES   FROM    AFAR 

The  Kansans  were  accompanied  by 
nine  ladies  and  the  Missouri  and 
Texas  contingents  each  brought  seven 
of  the  fair  sex. 

Sharing  applause  with  these  dele- 
gations were  four  delegates  from 
Hawaii,  two  from  British  Columbia 
and  one  from  Alaska. 

California,  naturally,  as  host,  led 
all  the  states  with  248  delegates  and 
their  ladies  officially  registered. 

Other  honor  states  and  the  numbers 
of  their  delegates  and  ladies  were : 

Delegates         Ladies 

Florida 23  6 

Arizona 15  5 

Maryland    14  4 

Nevada   14  4 

Michigan 14  3 

Oregon    16  4 

Utah 14  2 

During  our  own  generation,  moun- 
lain  liighways  in  the  United  States 
have  developed  from  a  vision  to  a 
successful  reality.  Every  year  engi- 
neers perfect  some  new  points,  some 
modernizing  method  to  increase  the 
romfort  and  safety  of  the  mountain 
motorist. 

There  is  very  little  pioneering  left 
to  do  on  the  overland  routes,  only 
improving  and  expanding  to  meet 
traffic  needs  of  the  future.  However, 
in  order  that  we  may  retain  faith  in 
the  vitality  of  our  civilization,  trans- 
jKirtation  is  now  taking  to  the  air — 
iiiid  once  again  the  mountains  raise 
tlieir  heads,  a  treachcroits  barrier  to 
be  overcome  by  the  ])ioneers  of  the  air- 
ways. 


[Eight] 


(December  19)6)  California  Hightvays  and  Public  Works 


Message  of  Welcome  by 
Governor  Frank  F.  Merriam 


$144,380,687  is 
Total  of  Gas 
Tax  Diversions 


IX  II J  S  aiklress  of  welcome  to  the 
convention,  Governor  Frank  F. 
Merriam  said: 

"The  twenty-second  annual  meet- 
ing of  the  American  Association  of 
State  Highway  OfScials  is  an  occasion 
of  more  than  usual  siguificanee.  On 
behalf  of  the  people  of  California,  I 
sincerely  welcome  you  as  delegates  to 
this  convention.  "We  invite  you  to 
accept  the  hospitality  of  our  Division 
of  Highways  in  the  earnest  spirit  in 
which  it  is  offered.  We 
are  glad  to  have  you 
here. 

"During  your  visit 
we  want  you  to  become 
familiar  with  the  prob- 
lems and  plans  in- 
volved in  the  construc- 
tion and  maintenance 
of  our  avenues  of  tra- 
vel.. We  ask  you  to  ob- 
serve the  inventions 
and  methods  which 
have  enabled  the  State, 
cities  and  counties  to 
build  a  system  of  roads 
and  boulevards  total- 
ing approximately  95,- 
950  miles  in  length.  We 
particularly  invite  you 
to  study  our  bridge 
building  program  to- 
gether with  our  wa.ys 
and  means  of  financing 
these  great  projects. 

"For  those  interest- 
ed in  beauty  and  mag- 
nificence,       California 
has  much  to  ofi'er.  Sce- 
nic   attractions    which 
vary  from  lofty  moun- 
tains to  vast  deserts  are  all  within  a 
day's   ride    from    the    city.     The    ro- 
mance of  Old  Spain  and  Mexico:  the 
heroism  of  the  argonauts  of  '49  still 
live   within  this   area — milestones   in 
the  colorful  history  of  the  State. 

"In  the  national  parks  nature  has 
created  an  environment  to  which  peo- 
ple from  all  parts  of  tlie  world  re- 
spond with  enthusiasm.  Lofty  trees, 
thousands  of  years  old,  originating  at 
a  time  when  the  world  was  overrun 
by     strange     creatures,     still     stand 


serene  and  inilifferent  to  the  passage 
of  centuries. 

"In  these  places,  where  time  has 
stood  still,  nature  presents  a  scenic 
setting  which  should  be  visited  dur- 
ing your  stay.  Sights,  wonderful  and 
inspiring,  that  will  remain  in  your 
memory  forever  are  yours  for  the 
visiting.  Automobile  caravan  tours 
north  and  south  have  been  arranged 
for  you. 

"In   selectinu'   California   in  which 


GOVERNOR   FRANK   F.  MERRIAM 

to  hokl  j'our  convention,  you  have 
chosen  well.  To  those  who  have  never 
been  here  before,  there  is  much  to  see, 
to  learn,  and  to  appreciate.  And  they 
are  all  yours,  created  for  you  and 
maintained  for  your  enjoyment.  See 
them  and  grow  to  admire  them  as  we 
do,  for  in  the  field  of  engineering 
man  is  fast  approacliing  the  greatness 
of  nature  in  his  accomplishments  for 
the  comfort  and  convenience  of 
humanity. 

"WE "welcome  you." 


UNANIMITY  of  opinion  against 
gasoline  tax  diversion  among 
delegates  to  the  twenty-second 
annual  convention  of  the  American 
Association  of  State  Highway  Of- 
ficials as  expressed  in  general  sessions 
and  group  meetings  was  one  of  the 
highlights  of  the  Association's  San 
Francisco  gathering. 

The  Committee  on  Publicity  and 
Piiblic  Relations  adopted  a  resolution 
recommending  that  all  States  write 
into  their  constitutions,  as  five  States 
already  have  done,  prohibitions 
against  the  diverting  of  gasoline  tax 
revenues. 

$10.(100,000  INOREASE  IN  193.^; 

In  its  annual  report,  submitted  to 
the  convention,  the  Association  said : 

"Diversion  of  funds  secured  by 
motor  license  fees  and  the  gasoline  tax 
from  the  purposes  originally  in- 
tended, namely — highways — was  in- 
creased during  1985.  In  1935  there 
were  fifteen  States  that  did  not  divert 
any  of  these  funds  and  two  States 
diverted  but  a  little  over  $2,000  each. 
The  reasons  given  for  these  diversions 
in  most  cases  are  called  'relief;  and 
despite  the  Hayden  Amendment, 
penalizing  a  State  for  increasing 
these  diversions,  the  total  increased 
diversions  of  1935  over  1934  amounts 
to  over  $10,000,000. 

"Reports  from  State  Highway  De- 
partments show  that  $33,909,671  in 
motor  fees  and  $101,471,016  in  gaso- 
line taxes  were  diverted,  making  a 
grand  total  of  $144,380,687. 

"In  addition  to  this,  from  the  $12.- 
451.000  collected  from  Motor  Carrier 
taxes,  there  was  a  diversion  of  over 
$2,069,000.  The  diversions  are  re- 
?iorted  as  follows :  $86,404,383  direct 
to  State  Treasuries,  and  of  this 
amount  $13,873,143  was  then  trans- 
ferred to  cities  and  counties.  Relief 
was  given  $15,365,016;  education  re- 
ceived $30,773,143 ;  the  remainder, 
$13,907,169,  was  expended  for  air- 
wa.vs,  harbor  improvements.  Confed- 
erate pensions,  oyster  propagation, 
narks,  iiospitals  and  various  kinds  of 
bond  issues — not  highway  bonds." 


California  Hightvays  and  Public  Works 


nber  19U) 


[Ninel 


Varied  Aspects  of  Detour 
Construction  Problems 


By  T.  H.  DENNIS,  Stale  Maintenance  Engineer,  California 


Till']  subject  originally  assigned 
for  discussion  at  this  time  was 
to  he  "  JIaintenance  on  Detours 
on  Construction  Projects  U  n  d  e  r 
Heavy  Traffic. ' '  However,  since  com- 
mon ])ractice  during  recent  years  has 
tended  more  and  more  to  relieve 
Highway  Maintenance  Departments 
of  responsibilit.y  for  this  jDarticular 
l)hase  of  maintenance  work,  I  have 
taken  the  liberty  to  digress  somewhat 
to  also  include  other  aspects  of  the 
detour  problem. 

" JIaintaining  Traffic"  is  now  con- 
sidered as  a  definite  integral  part  of 
every  construction  project. 

To  satisfactorily  accommodate  reg- 
ular traffic  while  construction  is  in 
]irogress  is  necessarily  more  expensive 
than  under  normal  conditions,  and 
this  added  cost  must  come  from  rev- 
ouies  allocated  to  the  highway  de- 
liartment.  The  decision  as  to  how 
jnuch  may  reasonably  be  allotted  for 
this  purpose  must  be  made  along  with 
all  other  items  entering  into  the  cost 
of  the  proposed  improvement. 

GOES  INTO  CONTRACT 

Since  the  movement  of  traffic  must 
he  integrated  with  each  step  of  con- 
struction as  the  project  develops,  the 
logical  consequence  has  been  to  specify 
" ilaintaining  Traffic"  as  one  of  the 
duties  and  responsibilities  of  the 
contractor. 

Each  construction  job  presents  its 
own  distinct  detour  ]iroblem  and  for 
this  reason  General  Con.struction 
Si)ecifications  mu.st  be  supplemented 
by  Special  Provisions  which  clearly 
indicate  what  will  be  required  of  the 
successful  bidder  in  this  regard. 

It  is  this  policy  of  delegating  to 
contractors  the  task  of  "maintaining 
Iraffie"  that  has  to  a  large  extent 
removed  the  ])roblem  of  "Mainte- 
nance (in  Detours"  from  the  High- 
way Maintenance  D  o  p  a  r  t  m  e  n  t  s. 
X  a  t  u  r  a  11  y,  knowledge  concerning 
maintenance  methods  and  costs  enters 
into  the  determination  of  the  type  of 
detour   chosen  :  bu1    Mside    frimi    this. 


T.   H.   DENNIG 

the  present-day  detour  is  primarily 
the  problem  of  the  location  engineer 
and  the  construction  engineer. 

The  ideal  detour  from  the  stand- 
T>oint  of  the  traffic  which  will  use  it 
the  most  would  seem  to  be  that 
which  most  nearly  parallels  the  ex- 
isting road  and  at  the  same  time  pro- 
vides a  mimimum  of  inconveniePC'=! 
in  the  matter  of  time,  comfort,  and 
safety. 

ROUTED  THROrnil  .JOB 

Regardless  of  how  the  through 
traffic  i^  routed,  local  traffic  originat- 
ing within  the  limits  of  the  contract 
must  be  given  some  sort  of  a  travers- 
able road.  Any  added  expense  for 
such  a  purpose  is  eliminated  by  a  de- 
tour which  closely  parallels  the  exist- 
iiii;-  highway,  while  at  the  same  time 
the  minimum  mileage  assured  by  this 
type  of  location  works  to  the  advan- 
tage of  all  traffic.  As  the  result  of 
such  considerations,  we  find  in  the 
majority  of  cases  that  traffic  must  be 
i-(iuted  tiirough  the  job. 

To  care  for  heavy  traffic  the  del  our 
should  be  designed  to  provide  for  the 
continuous  movement  of  at  least  one 
lane  of  traffic  in  each  direction.  One- 
wax-  traffic  controls  are  distinctly  nn- 


satisfactorj'  and  can  only  be  justified 
liy  extreme  conditions.  If  resorted 
to  at  all,  they  should  extend  only  the 
shortest  possible  distance. 

Grade  and  alignment  standards 
need  be  only  high  enough  to  assure  a 
moderate  rate  of  speed  and  obviate 
the  jiossibility  of  heavy  trucks'  be- 
coming stalled. 

WIDE  COST  VARIATIONS 

The  one  great  problem  presented 
by  detours  is  that  of  accommodating 
their  temporary  nature  to  the  fact 
that  they  must  also  be  safe  and  de- 
]iendable  at  all  times  while  in  service. 
For  this  reason  the  expenditures  for 
detours  can  bear  no  very  definite  re- 
lationship to  the  total  number  of 
vehicles  that  will  pass  over  them. 

In  an  attempt  to  establish  some 
such  relation.ship  over  a  period  of 
years  and  covering  many  separate 
contracts,  we  have  founcl  the  very 
widest  variations,  from  as  much  as 
one-half  cent  per  vehicle  mile  down  to 
fuch  infinitesimal  amounts  as  to  be 
almost  negligible. 

The  complete  costs  properly  charge- 
able to  detours  are  difficult  to  ascer- 
tain where  "maintaining  traffic"  is 
included  in  unit  bid  prices,  as  there 
is  no  way  of  determining  how  much 
was  added  by  the  contractor  to  his 
unit  prices  in  view  of  the  fact  that 
he  would  have  a  large  amount  or 
small  amount  of  traffic  to  handle. 
Only  those  additional  units  of  work 
directly  traceable  to  traffic  mainte- 
nance requirements  can  be  accounted 
for. 

This  does  not  mean  that  any  part 
of  the  cost  is  escaped,  for,  regardless 
of  our  inability  to  segregate  it,  we 
may  be  sure  that  it  forms  a  definite 
part  of  the  total  cost  of  the  improve- 
ment. 

IMOUNTAIN  AREA  PRACTICE 

Detours  in  mountain  areas  call  for 
jtarticularly  well  planned  construc- 
tion schedules,  in  order  to  utilize  as 
detours    in    iirojier    sefpienee    certain 


[Ten] 


California  Hightvays  and  Public  Works 


portions  of  the  existing  road  and  the 
new  roadbed,  which  at  comparatively 
small  expense  can  be  made  serviceable 
as  a  detour  long  before  the  actual 
pavement  is  completed. 

Slight  shovel-widening  of  cuts  and 
additions  to  existing  fills  at  carefully 
chosen  points,  will  often  make  it 
possible  to  maintain  traffic  through 
the  job  with  only  small  inconvenience 
to  both  the  public  and  contractor,  and 
without  going  beyond  the  cross-sec- 
tions of  the  proposed  construction. 
To  do  this  majr  very  likely  change 
the  balance  of  quantities  in  the  orig- 
inal ma.ss  diagram,  but  the  savings 
over  the  alternate  of  building  a  sep- 
arate detour  will  more  than  offset  the 
added  expense  of  overhaul. 

In  the  valleys  it  is  generally  i»os- 
sible  to  provide  a  detour  within  the 
right  of  way  alongside  the  existing 
road.  Unless  the  natural  soil  is 
especially  unstable,  a  comparatively 
small  layer  of  suitable  road  or  plant- 
mix  oil  surfacing  material  will  be 
sufficient  to  furnish  an  adequate  road- 
way for  the  short  length  of  time  it 
will  be  in  service.  The  surfacing  ma- 
terial can  later  be  salvaged  at  small 
expense  for  use  on  the  improved 
shoulders  of  the  new  highway. 

TIME  BIG  FACTOR 

The  length  of  time  a  detour  is  to  be 
in  use  is  of  especial  importance.  De- 
tours for  the  entire  length  of  a 
project  from  the  time  work  is  begun 
until  the  contract  is  finished  are  very 
expensive. 

Every  piece  of  the  existing  road 
should  carry  the  traffic  until  construc- 
tion operations  make  this  impossible ; 
and  the  new  construction  should  be 
put  in  service  as  quickly  as  grading 
operations  will  permit.  The  material 
for  subgrade  can  ordinarily  be  used 
as  surfacing  material  for  temporary 
traffic  and  with  little  expense  can 
later  be  reshaped  for  the  final  pave- 
ment. 

Where  the  existing  traffic  is  heavy, 
any  new  roadbed  constructed  will  be 
sufficiently  wide  to  accommodate  two 
lanes  of  traffic  on  each  side  of  its 
center  line  by  utilizing  the  shoulder 
widths,  so  that  during  pavement 
operations,  if  necessary  the  pavement 
may  be  laid  one-half  width  at  a  time 
and  still  maintain  traffic.  Here,  also, 
any  surfacing  material  required  for 
that  part  of  the  detour  which  is  on 
the  shoulders  can  be  salvaged  for  the 
improved  shoulder  work  or  the  new 
road. 

In    ici'tain    cases,    existing    counly 


roads  offer  a  satisfactory  means  for 
detouring  traffic.  However,  this  is 
much  less  common  than  might  be  ex- 
pected. Too  often  the  increased  mile- 
age makes  such  a  detour  very  objec- 
tionable   to    regular    traffic,    and,    as 


Resolution  No.  4 

Labor  and  Hours  of  Work 

WHEREAS,  The  quality  and 
economical  performance  of 
highway  work  is  very  largely 
dependent  upon  the  ability  of 
employees  in  the  skilled  and 
intermediate  grades  of  labor; 
and 

WHEREAS,  There  has  been 
and  is  a  distinct  shortage  of 
these  classes  of  labor,  and  the 
present  system  of  employment 
does  not  tend  to  train  other 
men  in  these  grades  of  labor; 
and 

WHEREAS,  Highway  work 
is  seasonal  in  character  and  it 
is  diflacult  for  labor  to  earn  a 
proper  annual  income  during 
the  construction  season; 

NOW  THEREFORE,  BE  IT 
RESOLVED,  That  the  Ameri- 
can Association  of  State  High- 
way Officials  requests  that  the 
rules  and  regulations  on  Fed- 
eral Aid  work  be  so  changed  as 
to  permit  the  employment  of 
labor  in  both  the  skilled  and 
intermediate  group  directly  by 
the  Contractor,  to  the  end  that 
he  can  not  only  have  control 
in  the  selection  of  such  em- 
ployees but  will  have  oppor- 
tunity to  train  other  competent 
young  men  to  properly  fill 
these  places  as  older  men  retire 
or  find  other  emplojrment;  and 
BE  IT  FURTHER  RE- 
SOLVED, That  the  rules  and 
regulations  be  so  changed  as  to 
permit  a  maximum  working 
month  of  sufficient  hours  so  that 
labor  employed  upon  highway 
construction  will  have  oppor- 
tunity to  earn  a  reasonable  an- 
nual income. 


previously  pointed  out,  local  traffic 
along  the  line  of  the  project  must  still 
be  provided  for.  Where  county  roads 
do  ])resent  the  best  solution,  the  con- 
s(>nt    fur   their   use   is   obtained   from 


the  county  authorities  and  the  ne' es- 
sary  work  of  preparation  and  main- 
tenance is  handled  either  by  the 
contractor  or  by  State  forces,  all  costs 
being  assessed  against  the  construc- 
tion project. 

Where  bridges  are  to  be  replaced 
or  reconstructed,  it  is  often  possible 
by  slight  changes  in  the  alignment 
of  the  approaches  to  build  the  new- 
bridge  alongside  the  existing  one, 
which  can  then  remain  in  place  until 
the  new  structure  is  ready  for  service. 
Where  this  is  not  possible,  a  tem- 
porary bridge  with  the  necessary  ap- 
proaches is  almost  invariably  the  only 
solution,  as  existing  bridges  which 
might  be  used  as  detours  are  seldom 
to  be  found  within  a  reasonable 
distance. 

SOME  IMPORTANT  DETAILS 

Many  minor  details,  which,  if  con- 
sidered separately,  would  appear  to 
have  no  great  importance,  may  very 
easily,  if  neglected,  make  all  the  dif- 
ference between  a  detour  which  is 
accepted  without  complaint  by  the 
public  and  one  which  may  bring  a 
storm  of  criticism.  Among  such 
things  are  proper  publicity  in  ad- 
vance that  a  detour  is  to  be  used, 
directional  and  w^arning  signs  that 
can  not  be  overlooked  or  misunder- 
stood, adequate  lighting,  intelligent 
flagmen,  and  the  reduction  to  an  abso- 
lute minimum  of  the  occasions  when 
traffic  is  halted  entirely.  Where  de- 
tours must  cross  railways  at  grade, 
it  is  mandatory  that  flagmen  be  on 
duty  continuously. 

Constantly  increasing  h  i  g  h  w  a  y 
traffic  demands  increased  highway 
facilities  in  the  way  of  new  roads, 
improved  roads,  replacement  of  worn- 
out  pavements,  and  so  forth,  but  it 
also  demands  reasonable  provision  for 
its  movement  while  these  new  facil- 
ities are  being  prepared.  The  public 
which  creates  this  traffic  seems  en- 
tirely willing  to  pay  for  these  things. 
Their  willingness  to  pay  for  adequate 
detours  does  not,  however,  justify  the 
highway  engineer  in  a  lavish  use  of 
highway  funds  for  a  temporary 
benefit. 

This  situation  challenges  one  to 
discover  the  nicest  balance  between 
the  expenditures  for  the  temporary 
and  the  permanent  benefi.t  of  the 
public.  The  professional  training  of 
the  engineer  will  tip  the  balance  in 
favor  of  the  permanent  unless  offset 
by  a])prei'iation  of  the  fact  that  to 
ail  of  us,  as  humans,  immediate  good 
has  some  verv  distinct  advantages. 


California  Hightvays  and  Public  Works  (December  i9i6) 


[Eleven  I 


Auto  Manufacturers  Interested 
In  Hishway  Safety  Campaigns 


By  PAUL  G.  HOFFMAN,  president,  and  D.  G.  ROOS, 
technical  advisor.  The  Studebaker  Corporation 


Progress  made  by  the  automotive  manufacturers  in  keeping  pace  with  modern  highway  construction  by 
increasing  the  safety  design  of  automobiles  was  outlined  in  a  highly  interesting  paper  prepared  by  Paul  G.  Hoff- 
man, president  of  the  Studebaker  Corporation,  and  D.  G.  Roos,  technical  advisor  to  the  corporation,  and  read  by 
Mr.  Roos  at  the  San  Francisco  convention  of  the  American  Association  of  State  Highway  Officials.  The  address  in 
part  follows : 


THERE  are  today  four  great 
methods  of  transportation  which 
carry  the  major  part  of  the 
world's  passengers  and  goods — ships, 
railways,  airplanes,  and  motor  ve- 
hicles. Ships  travel  the  ocean  wastes. 
The  highway  is  nature's.  Therefore, 
the  technique  of  ocean  travel  is  con- 
centrated on  the  ship,  the  personnel 
operating  the  ship  and  the  creation 
of  imaginary  lines  of  travel  and  exact 
codes  for  governing  the  hi^rhly 
trained  operating  personnel  Density 
of  traffic  is  not  a  problem.  Speed,  in 
spite  of  the  fact  that  it  has  doubled 
in  forty  years,  is  not  yet  a  problem. 

Very  much  like  it  is  air  travel. 
Tlie  highway  is  nature's  own.  The 
travel  lanes  are  imaginary  routes 
along  radio  beams  and  at  different 
levels.  Little  can  be  done  with  the 
higlnvay  of  the  air.  Hence,  elaborate 
control  of  the  qiialifieations  of  operat- 
ing personnel  is  necessary,  as  are  also 
exacting  tests  and  inspection  and 
building  codes  for  the  airplane  struc- 
ture itself  and  specific  codes  of  opera- 
tion in  flight.  As  yet  density  of 
traffic  is  not  a  problem  of  air  flight. 
Speeds  are  the  highest  man  has  at- 
tained and  greater  speed  is  coming. 
Strangely  enough,  in  a  measure 
greater  speed  will  mean  greater 
safety. 

Railwn_vs  have  a  definite  trntifi" 
problem.  Tt  is  a  major  problem  in 
tlieir  economy,  but  the  railway  builds 
and  owns  its  right  of  way.  It  has  its 
equipment  and  rolling  stock  designed 
and  built  to  its  requirements.  Tt 
operates  from  top  to  bottom  with 
liighly  trained  personnel,  with  rigidly 


D.    G.    ROOS 

enforced   codes  learned  from   experi- 
ence. 

Unlike  any  of  these,  and  yet  carry- 
ing the  greatest  volume  of  traffic  in 
the  world  is  the  highway  system  of 
the  United  States  and  unlike  any  of 
these,  the  three  great  factors  of  ve- 
hicle, highway,  and  operator  are  en- 
tirely separated  from  each  other  in 
control.  Problems  in  highway  trans- 
portation arise  tlierefore  from  mal- 
adjustment between  the  capacities  of 
the  driver,  the  car  and  the  highway 
and  it  is  not  an  academic  question  to 
ask  how  the  balance  between  the  three 
factors  of  driver,  car,  and  highway,  is 


to  be  established  to  produce  an  effec- 
tive and  satisfactory  result. 

It  is  inconceivable  and,  I  believe, 
would  not  be  tolerated  by  the  public, 
which  is  our  boss  and  yours,  to  de- 
stroy the  facility  of  the  vehicle  and 
stultify  its  development,  though  all 
recognize  that  pending  driver  and 
highway  improvement  the  capacity 
and  characteristics  of  the  vehicle  must 
be  .subject  to  reasonable  control. 

MAGNIFICENT   ACCOMPLISHMENT 

Our  present  highway  system,  with 
all  of  its  difficulties,  is  a  magnificent 
accomplishment.  It  has  no  parallel 
anywhere  else  in  the  world.  It  has 
been  made  possible  In-  great  skill  in 
highway  engineering  backed  up  by 
aroused  public  opinion  and  a  demand 
for  adequate  highways.  The  auto- 
mobile manufacturers  have  a  funda- 
mental interest  in  highways.  They 
are  the  right  of  way  over  which  their 
rolling  stock  must  travel.  "Without 
adequate  highways,  the  country  could 
never  have  been  motorized  to  the  ex- 
tent that  it  has,  and  further  growth 
and  development  of  the  motor  vehicle 
in  both  volume  of  production  and  im- 
]iroved  characteri.stics  is  dependent 
on  further  growth  of  our  highway 
system,  both  as  to  extent  and  type  of 
highway. 

It  is  unnecessary  to  call  your  at- 
tention to  the  fact  that  the  problem 
of  highway  traffic  is  dynamic,  not 
static.  In  1908  there  were  about  200,- 
000  motor  cars  in  the  United  States. 
The  annual  mileage  of  these  cars  was 
abont    80,000,000   miles,   the   average 

(Continued  on  page  "It 


[Twelve] 


(December  19}  6) 


California  Highways  and  Public  Works 


Cutler  of  Kentucky,  New  President 
True  of  Wyoming,  Vice  President 


VP:TERAN  of  the  World  War 
with  two  citations  for  bravery 
under  fire  and  nationally 
known  for  his  accomplishments  in  the 
field  of  enffineering,  Thomas  Henry 
Cutler,  newly  elected  president  of  the 
American  Association  of  State  Hig-h- 
way  Officials,  assi^mes  the  responsi- 
lulities  of  his  important  office  excel- 
lently equipped  to  fulfill  the  duties 
devolving:  upon  him. 

Born  at  Fort  Scott,  Kansas,  August 
12,  18S2,  Mr.  Cutler  received  his  de- 
gree of  Bachelor  of  Science  in  Min- 
in<r  Enti'ineering  at  the  University  of 
Kentucky  in  190:1 

T'pon  his  graduation  from  college. 
;\rr.  Cutler  entered  the  employ  of 
the  C.  &  A.  Railroad  as  a  draftsman. 
During  1904  he  was  chief  of  party, 
location  and  maintenance  for  that 
corporation  and  in  1905  accepted  the 
post  of  chief  of  construction  with  the 
Illinois  Steel  Works,  South  Chicago. 
From  1906  to  1909  he  was  Chief  Divi- 
sion Engineer  for  the  same  corpora- 
tion at  Cxary,  Indiana.  For  seven 
years,  1910-17,  he  was  engaged  as  a 
construction  engineer  and  contractor 
at  Gary. 

Mr.  Cutler  entered  the  service  of 
his  country  in  1917  and  sei*ved  as 
Captain  of  Engineers,  Division  of 
Gas  Officers,  26th  Division.  He 
served  with  this  outfit  for  nine 
months,  being  commissioned  a  Ma.jor 
in  the  Chemical  Warfare  Service  in 
September,  1918.  He  won  his  cita- 
tions in  field  combat. 

After  the  war,  Mr.  Cutler  became 
associated  with  the  Missouri  State 
Highway  Commission  and  from  1919 
served  successively  as  Project  Engi- 
neer, Assistant  Division  Engineer, 
Assistant  Construction  Engine  e  r. 
Construction  Engineer  and,  since  Feb- 
ruary 1.  1927,  as  Chief  Engineer  of 
the    Missouri    Highway    Commission. 

Mr.  Cutler  was  secretary  of  the 
Gary  school  board  and  treasurer  of 
the  Gary  Y.  M.  C.  A.  He  was  secre- 
tary and  later  president  of  the  Miss- 
issippi Valley  Conference  of  State 
Highwa.v  Departments,  vice  president 
and  member  of  the  executive  commit- 
tee  of   the   American   Association   of 


THOMAS    HENRY   CUTLER 

State  Highway  Officials,  president 
and  member  of  the  executive  commit- 
tee of  the  American  Road  Builders 
Association,  member  of  the  Works 
Commission  of  the  State  Planning 
Board  of  Missouri,  U.  S.  Delegate  to 
the  International  Road  Congress,  and 
is  a  member  of  the  American  Society 
of  Military  Engineers,  the  ilissouri 
Historical  Society,  Engineers  Club  of 
St.  Louis  and  Alpha  Tau  Omega. 

Mr.  Cutler's  home  is  in  Jefferson 
City,  Missouri. 

They  elected  James  B.  True  of 
Cheyenne,  State  Highway  Superin- 
tendent of  Wyoming,  to  succeed  L. 
V.  Murrow  of  Washington  to  that 
office. 

The  new  vice  president  of  the 
Association  was  born  in  El  Paso, 
Texas,  in  1887,  was  educated  in  the 


JAMES     B.     TRUE 

public  schools  of  Denver,  Colorado, 
Denver  University  and  University  of 
Wisconsin.  He  was  an  officer  and 
field  engineer  in  Shoshone,  Colorado, 
during  1907.  In  1908  he  went  to 
Garden  City,  Kansas,  to  be  resident 
engineer  for  the  U.  S.  Sugar  and 
Land-  Company.  He  returned  to 
Colorado  the  following  year  to  be- 
come engineer  for  the  Antlers  Or- 
chard Development  Co.  at  Silt.  In 
1910  he  went  to  Suffield,  Alberta, 
Canada,  where  for  three  years  he 
acted  as  Division  Engineer  for  the 
South  Alberta  Land  Co. 

In  1913  he  returned  to  his  native 
land  and  the  State  service  until  1919, 
when  he  went   into  private   practice. 

Called  back  into  State  service,  Mr. 
True  was  appointed  State  Highway 
Superintendent   of  Wyoming. 


California  Hightvays  and  Public  Works  {December  19 je) 


[Thirteen] 


How  Ladies  Were  Entertained 
Impressions  of  a  Hostess 


By  MRS.  JOHN  HUNT  SKEGGS 
Chairman  of  Hostesses 


NOT  the  least  of  the  Conven- 
tion's activities  were  those  es- 
pecially planned  for  the  ladies. 

They  arrived — abont  two  hundred 
ill  number — from  llaine  to  California 
and  Honolulu,  Montana  to  Florida ; 
and  departed,  we  feel,  with  an  im- 
pression second  to  none  of  previous 
conventions,  due  to  the  hospitality 
extended  to  them  by  our  California 
hostesses  and  the  activities  so  thought- 
fully and  ably  arranged  by  the  enter- 
tainment committee,  under  guidance 
of  Mrs.  George  MeCov  and  Mrs.  Chas. 
H.  Purcell. 

The  program  was  initiated  by  a  de- 
lightful luncheon  at  the  Sir  Francis 
Drake  Hotel,  under  the  supervision  of 
Mrs.  Clarence  Morris  and  Mrs.  Walter 
McGinn,  followed  by  a  style  show 
from  Joseph  Magnin's.  There  was  a 
"Shirley  Temple"  and  a  "Jane 
Withers,"  but  the  spice  of  the  dis- 
play was  the  personality  of  a  "Mae 
West,"  who  stole  the  show,  assisted 
by  Al  Lyon's  orchestra. 

Monday  evening  the  delegation  at 
large  cavorted  aboard  the  Show  Boat. 
From  the  deck  to  rathskeller  we 
feasted  and  danced,  not  to  one  or- 
chestra,  but  to  two. 

Tuesday  a  caravan  of  156  of  the 
fafi'  sex  motored  to  Palo  Alto,  where 
a  lecture  was  given  at  Stanford  Uni- 
versity Chapel,  relative  to  the  history 
of  the  university  and  its  rebuilding 
following  the  earthquake  of  1906. 
After  luncheon,  they  browsed  about 
the  Allied  Arts,  with  its  old  pewter, 
antique  silver,  Swedish  glassware, 
and  modern  pottery  in  a  setting  al- 
m.ost  semitropical,  with  strictly 
Spanish  architecture.  There  the  cara- 
van dispersed,  some  expressing  a  de- 
sire to  return  via  Bayshore,  others 
taking  Skyline  Boulevard  back  to  the 
city.  It  may  not  be  amiss  to  quote 
Mrs.  E.  H.  Flannery  of  Little  Rock, 
Ark.,  who  exclaimed  after  the  trip 
was  completed:  "In  the  East  it  has 
always  been  the  impression  that  Cali- 
fornians  are  prone  to  brag  about  their 
State.  But  I  can  understand  now, 
for  I  have  concluded  it  is  next  to 
heaven." 

No  particular  affair  arranged  for 


[Fourteen] 


They  enjoyed  being  among  the  California  hostesses  at  luncheon  given  at  Hotel  Sir 
Francis  Drake  to  ladies  of  American  Association  of  State  Highway  Officials.  Left  to 
right — Mrs.  C.  H.  Purcll,  Mrs.  George  McCoy,  Mrs.  Earl   Lee  Kelly. 


Chef  Marcel   Behr  of  Sir  Francis  Drake   Hotel   proudly  shows  sugar  replica  of  Bay  Bridge 
to  Mrs.  Gordon  Lloyd,  Austin,  Texas,  and  Mrs.  Gale  Moss,  Topeka,  Kansas. 


tlie  lovely  visitors  overshadowed  any 
other,  for  Wednesday  morning  there 
were  102  responses  to  the  airplane 
flight  out  of  Mills  Field  over  the  bay 
area.  Am  sure  our  guests  are  most 
grateful  to  Director  of  Public  Worlds 
Earl  Lee  Kelly  for  this  featured  ti-eat, 


since  a  goodly  number  heretofore  had 
either  never  been  tempted  or  suf- 
ficiently nrged  to  fly.  The  weather 
man  was  exceedingly  thoughtful,  and 
they  all  returned  thrilled. 

Added     to     the     other     enjoyable 
features  was  banquet  night,  with  its 

(Continued   on  page  17) 


(De 


6)  California  Highways  and  Public  Works 


$800,000,000  Available  Next  Year  If  States  Match  Federal  Aid  Quotas 


tei'  classes  is  administered,  under  gen- 
eral direction  of  tlie  Inspector  General 
of  German  roads,  directly  by  the 
States    and    Prussian    provinces. 

The  second  part  of  the  program  is 
the  laying  out  and  construction  of  a 
wholly  new  system  of  roads  known 
as  the  Reiehsautobalinen,  under  the 
immediate  supervision  of  the  General 
Inspector.  The  system  as  planned 
consists  of  about  4300  miles,  which 
gives  roughly  three  lines  across  Ger- 
many north  and  south  and  three  east 
and  west.  The  literal  translation  of 
the  word  Reichsautobahnen  is  national 
auto  road,  which  gives  immediately  a 
vision  of  these  great  national 
thoroughfares,  built  on  their  own  new 
wide  right-of-ways  to  provide  for  a 
continuous  flow  exclusively  of  motor 
traffic  over  the  whole  mileage  without 
conflict  with  the  cross  traffic  on  inter- 
secting highways  or  railroads. 

The  design  calls  for  very  easy 
gradients,  long  sight  distances  and 
long  radius  cui'ves.  There  is  some 
difference  in  these  standards  as  ap- 
plied in  different  areas,  depending 
upon  the  general  topography. 

TRAFFIC  SEPARATION  DESIGN 

The  section  design  calls  for  two 
roadways,  each  approximately  29  feet 
in  overall  width,  separated  by  a  sodded 
strip  13.65  feet  wide.  Each  roadway 
consists  of  a  Portland  cement  concrete 
slab  24.37  feet,  an  inside  curb  1.3  feet, 
and  an  outside  curb  3.25  feet,  in 
width.  These  curb  strips  are  covered 
Avith  a  bituminous  mix,  thus  giving 
the  grayish-white  center  a  wide  black 
border. 

Cross  highway  traffic  is  generally 
carried  over  the  autobahnen  without 
materially  raising  the  level  of  these 
crass  roads,  meaning  that  sections  of 
the  autobahnen  are  placed  in  deep 
cuts.  The  autobahnen  in  some  cases 
is  carried  over  railways.  Various 
types  of  access  roads  have  been  devel- 
oped, depending  upon  the  actual 
amount  of  traffic  eventually  expected. 

The  clover  leaf  design  is  in  less 
general  use  with  its  4-way  connec- 
tions than  the  so-called  trumpet  de- 
sign. At  the  present  time,  upwards 
of  1000  miles  of  the  autobahnen  have 
been  completed,  although  all  of  this 
mileage  is  not  as  yet  open  for  public 
use. 

As  a  national  system,   relative  to 


the  area  of  the  country,  this  concep- 
tion of  the  German  Government  goes 
far  beyond  any  modern  similar  under- 
taking by  an.y  nation,  when  measured 
by  miles,  by  the  generous  dimensions 
of  the  typical  design,  and  by  all  of  the 
auxiliary  work,  including  structures, 
approaches  and  landscaping. 

HEAVY  GRADING  INVOLVED 

The  construction  features,  as  will 
be  inferred  from  the  de.scription  of 
the  design,  involve  heavy  grading. 
The  carrying  of  the  autobahnen  below 
cross  roads  to  provide  high  clearances 
alone  accounts  for  heavy  yardage  be- 
cause of  the  wide  sections. 

The  slopes  are  designed  to  permit 
the  quick  establishment  of  ground 
cover,  and  all  the  work,  even  that 
recently  finished,  is  well  sodded.  The 
top  soil  has  been  conserved  and  re- 
placed, and  in  an  inspection  covering 
most  of  the  completed  mileage  there 
was  no  evidence  of  unprotected  slopes 
or  destroying  erosion. 

Mechanical  equipment  in  .service  is 
for  large  scale  production.  For  haul- 
ing, use  is  made  of  industrial  loco- 
motives and  small  narrow-gauge  steel 
dump  ears  rather  than  trucks  which 
are  common  in  this  country.  In  the 
operations  of  pavement  construction 
the  curbs  are  first  built.  These  pro- 
vide tracks  for  steel  rails  on  which 
move  the  combined  mixer  and  dis- 
tributor, the  tamper  and  the  finishin<; 
machines. 

A  very  dry  mix  concrete  is  used, 
and  is  heavily  tamped.  The  quality 
of  construction  ls  good.  The  surfaces 
are  smooth  riding,  and  both  the  design 
and  workmanship  of  the  structures 
are  particularly  good.  While  the 
structures  are  largely  of  reinforced 
concrete  or  of  reinforced  concrete  sub- 
structures with  steel  super.structures, 
there  are  variations  in  the  larger 
viaducts.  In  a  few  examples  ob- 
served, masonry  arches  were  used; 
long  highway  viaducts  were  largely 
of  steel. 

Where  construction  has  been  fully 
completed  the  meticulous  attention 
which  has  been  given  to  the  final 
finish  is  praiseworthy,  and  the  large 
scale  operations  i-eflect  high-class 
engineering  and  efficient  supervision. 
The  German  officials  in  charge,  from 
General  Inspector  Doctor  Todt, 
through  the  whole  staff  and  including 


the  workmen,  can  be  proud  of  the 
high  quilitj'  of  the  work  they  are 
producing. 

ANTITHESIS   OF   AMERICAN   SITUATION 

There  is  little  basis  for  comparison 
of  this  undertaking  in  Germany  and 
the  highway  improvement  going  for- 
v?ard  in  this  country.  The  situation 
in  Germany  is  the  very  antithesis  of 
that  in  the  United  States.  Here  the 
highway  builders  have  been  waging 
an  almost  losing  struggle  to  provide 
highways  for  the  already  developed 
motor  traffic.  In  Germany  the  system 
of  superhighways  is  being  built 
largely  ahead  of  the  highway  traffic. 

Germany  has  recognized  the  utility 
of  highway  transport  to  the  extent 
of  having  embarked  on  the  building 
of  these  large  capacity  highways,  and 
as  a  complementary  national  policy 
there  has  been  put  into  effect  every 
inducement  to  encourage  the  de- 
velopment of  motor  traffic.  In  all 
of  Europe  the  motor  car  has  pre- 
viously been  looked  upon  as  a  luxury 
and  taxed  as  such.  The  relatively 
slow  development  there  resulted 
from  high  priced  cars  and  taxa- 
tion handicaps  against  their  utiliza- 
tion. 

Germany  has  not  only  done  away 
with  special  taxes  on  the  motor  car 
in  recognition  of  its  potential  gen- 
eral utility,  but  is  actually  permit- 
ting the  cost  price  of  trucks  and  busi- 
ness cars  to  be  deducted  from  income 
on  which  taxes  are  paid.  The  en- 
couragement thus  offered  by  the 
Government  has  been  so  outstanding 
that  the  licensing  of  new  cars 
jumped  from  41,000  in  1932,  to 
180,000  in  1935,  an  increase  of  340 
per  cent. 

In  addition  the  industry  has  been 
brought  under  governmental  super- 
vision, so  that  the  commercial  prac- 
tices which  had  brought  demoraliza- 
tion of  the  business  have  been  recti- 
fied. Tho.se  most  importantly  inter- 
ested now  give  highest  praise  to  the 
stabilization  of  the  industry  which  has 
thus  been  effected  by  tlie  Govern- 
ment. Here  we  have  an  unusual  ex- 
pression of  faith  in  the  utility  of 
highwa.y  transport. 

While  the  highway  program  was 
undertaken  as  one  of  the  means  for 
providing  employment,  which,  accord- 


California  Highways  and  Public  Works  (December  i936) 


[Fifteen] 


Builders  of  California's  highways  foregather  at  convention  with  Uncle  Sam's  head  man  in  national  highway  construction. 
Left  to  right:  Earl  Lee  Kelly,  State  Director  of  Public  Works;  Thomas  H.  MacDonald,  Chief,  U.  S.  Bureau  of  Public  Roads;  C.  H. 
Purcell,  State    Highway    Engineer,  and  G.  T.   McCoy,  Assistant  State   Highway   Engineer. 


ing  to  reports,  in  1932  reached  one 
out  of  each  tliree  who  were  able  to 
work,  the  policy  of  highway  build- 
ing represents  a  large  investment  on 
the  part  of  the  Government  which 
there  is  no  immediate  possibility  of 
recovering  directly  from  imposts  on 
the  road  users. 

UNITED  STATES   MUST   RAISE  STANDARDS 

Since  conditions  are  so  dissimilar, 
what  relationships  are  there,  then, 
which  we  can  take  a.s  warning  or 
which  we  can  emulate? 

The  most  important  is  that  we  must 
grasp  this  highway  problem  in  this 
country  more  tirmly.  We  must  raise 
our  standards  to  the  new  levels  de- 
manded by  the  universal  utility  of  the 
motor  vehicle. 

Two  distinct  programs  are  indi- 
cated :  First,  the  systematic  rehabili- 
tation of  existing  highways  by  the 
actual  incorporation  of  new  construc- 
tion to  promote  safety  and  greater 
utility.  *  *  *  The  second  program 
is  the  long-time  plan  whicli  will  be 
based  upon  the  ])rinci|)les  illustrated 
by  these  examiilcs  from  other  conu- 
tries,  and  by  wide  experience  in  our 
own    country. 

The  highway  transport  surveys  now 
under  way  are  basic.     It  is  my  deep 


seated  hope  that  the  highway  depart- 
ment of  each  State  will  recognize  the 
essential  quality  of  the  information 
whieli  is  being  gathered.  If  tlie  pro- 
gram of  the  next  five  to  ten  years  is 
to  provide  the  public  with  highway 
service  that  i.s  not  now  even  ap- 
proached in  any  State,  it  must  rest 
on  this  ti'ansport  survey  foundation. 

The  underlying  soundness  of  plan- 
ning a  belt  line  intercepting  high- 
way plus  radial  roads  on  new  right- 
of-ways  to  serve  the  metropolitan 
areas,  and  introducing  the  new  feat- 
ure of  providing  this  complete 
service  only  for  the  passenger  motor 
vehicle,  is  supported  by  the  traffic 
studies  heretofore  made. 

SOCIAL  SERVICES  INADEQUATE 

These  studies  indicate  the  over- 
whelming preponderance  of  passenger 
motor  vehicle  movements  in  the  metro- 
]iolitan  areas,  particularly  on  week- 
ends and  holidays.  To  provide  free 
flow  highways  leading  from  the  cities 
well  into  the  country,  and  to  ]iermit 
the  distribution  of  vehicles  on  these 
radial  highways,  from  and  to  their 
own  (jUMdrants  in  the  city  over  one  or 
iniirc  licit  line  liighways,  will  add  im- 


measurably to  the  potential  utility  of 
the  motor  vehicle  to  the  urban  dweller, 
and  such  development  will  be  sup- 
ported by  this  increased  use. 

This  conception  goes  further,  how- 
ever, and  recognizes  that  the  trend 
of  the  world  is  toward  a  greater 
recognition  of  social  values.  The 
motor  car  is  one  of  the  instruments 
from  which  we  are  not  securing  the 
potential  social  services  in  the  night- 
mare of  congested  streets  or  high- 
ways at  times  of  peak  traflBc.  Unfor- 
tunately there  is  no  way  to  stagger 
Saturdays,  Sundays  and  holidays. 
The  city  dweller  either  makes  use  of 
his  car  along  with  his  tens  of  thou- 
sands of  neighbors,  or  does  not  use  it. 

These  radial  roads  will  be  reserved 
for  automobile  traffic.  There  is  need 
in  some  limited  sections  of  the  country 
for  the  extension  of  such  roads  until 
they  connect  with  tho.se  radiating 
from  other  large  centers  of  ]io|)ulation 
to  form  continuous  routes  wiiolly  dis- 
connected from  our  jiresent  system  of 
highways.  To  the  extent  that  other 
traffic,  such  as  pedestrians  or  bicycles, 
uuiy  use  such  routes,  separate  way.^ 
must  be  provided. 


[Sixteen] 


(December  i9i6)  California  Hightvays  and  Public  Works 


But  the  design  must  go  a  step 
further  than  does  the  design  of  the 
German,  the  French  or  of  our  own 
roads,  and  provide  for  the  complete 
separation  of  local  from  through 
travel  by  parallel  service  roads.  The 
exclusion  of  local  travel,  as  on  the 
German  roads,  is  unthinkable.  In 
fact,  the  expanding  of  the  cities 
by  the  development  of  small  acre- 
ages for  homes  is  dependent  upon 
the  provisions  for  local  traffic  service. 

In  our  programs,  both  for  the  re- 
liabilitation  and  for  the  long  term 
plan,  we  must  accept  as  an  essential 
the  separation  of  grades  at  major 
highway  inter.sectioiis.  This  is  one  of 
the  most  important  factors  in  step- 
ping up  the  safe  utility  of  our  exist- 
ing highways. 

FUTURE    OBJECTIVES 

Notwithstanding  the  very  exten- 
sive operations  which  have  been 
carried  on  cooi)eratively  by  the  State 
highway  departments  and  the  Bureau 
of  Public  Roads,  for  the  past  several 
years,  this  discussion  is  largely  de- 
voted to  the  problem  of  lifting  the 
standards  of  future  operations  rather 
than  to  the  recording  of  tlie  activities 
of  these  immediate  years,  whicli  have 
been  filled  with  earnest  endeavors  to 
give  the  maximum  of  employment. 

The  State  highway  departments 
and  the  highway  contractors  merit 
an  expression  of  sincere  appre- 
ciation on  tlie  part  of  the  Federal 
officials  for  tlieir  diligence,  patience 
and  effective  efforts  to  carry  into  effect 
regulations  which  were  diverse  and 
difficult.  This  problem  of  employ- 
ment is  yet  with  us  and  to  a  large 
degi-ee  will  I'emain  with  us,  but  we 
can,  in  addition,  recognize  more  fully 
that  we  must  intelligently  look  at 
what  we  are  doing,  ancl  determine  the 
method  of  attack  on  these  problems 
of  highway  traffic  that  are  growing 
constantly   more   difficult. 

Since  tlie  emergency  programs  to 
]irovi(le  employment  were  undertaken 
in  1933,  the  highways  put  under  way 
by  the  State  highway  departments 
and  the  Bureau  from  funds  under 
the  immediate  direction  of  tlie  Bureau 
have  reached  more  tlian  62.000  miles. 
Tills  is  equivalent  to  at  least  12  high- 
ways across  the  country  from  north 
to  south,  and  an  equal  number  from 
east  to  west.  More  than  21,600  miles 
have  been  included  in  the  construc- 
tion programs  of  the  last  18  montlis 
only. 

Even    this    immense    program    has 


been  too  slow.  It  has  not  with  suf- 
ficient rapidity  absorbed  the  funds 
available  for  construction.  There  are 
many  causes  that  have  delayed  the  be- 
ginning of  work  on  important  pro- 
jects, particularly  right  of  way  dif- 
ficulties, but  I  am  bringing  this  obser- 
vation into  the  discussion  here  since 
we  have  now  to  face  the  formulation 
of  a  new  large  program  for  the  com- 
ing year. 

Highway  construction,  including 
State  and  Federal  funds,  can  reach 
above  $800,000,000  if  the  states  all 
meet  their  Federal  aid  apportion- 
ments. The  only  way  that  the  pub- 
lic can  be  led  to  see  its  loss  in  the 
drag  in  State  programs  because  of 
diversion  of  highway  funds  to  other 
than  road  purposes  is  by  the  formula- 
tion of  the  timely  programs  that  are 
possible  if  these  funds  are  con- 
served and  used  for  the  purposes  for 
which  these  special  taxes  are  levied. 

As  an  integral  part  of  the  present 
highway  policy,  the  participation  in 
tlie  improvement  of  major  traffic 
routes  within  the  cities  and  the  grade 
crossing  elimination  projects  are 
rapidly  maturing  facilities  of  the  ut- 
most value.  In  our  new  program 
tliere  is  the  introduction  of  the  second- 
ary road  improvement  program  as  a 
liart  of  the  ]iermaneiit  highway  legis- 
lation. 

Without  going  fully  into  the  ap- 
proach to  this  important  new  de- 
velopment, two  principles  will  be 
observed  in  the  regulations  which 
are  issued — first,  that  the  Federal 
Government  will  deal  only  through 
the  State  highway  departments,  and 
second,  that  the  application  of  the 
funds  will  be  upon  a  definite  second- 
ary road  system. 

Tliis  year  when  the  need  exists 
to  raise  the  standards  of  highway 
]5lanning  and  engineering  to  higher 
levels,  it  is  particularl.v  fitting  that 
the  Association  should  meet  in  San 
Francisco.  The  intelligent  vision  that 
has  produced  the  Bay  Bridsie  fills  the 
heart  of  every  hiuhway  department 
member  witli  iiride  to  be  in  and  of 
tlie  fraternity. 

The  maturity  of  the  conception,  the 
graceful  design,  the  complexity  of 
the  problems  overcome,  and  the  now 
apparent  tremendous  economic  in- 
fluence that  the  bridge  will  exert,  are 
s,\mibolic  of  what  highway  traiis|)orl 
means  to  our  nation. 

The   completed    bridge   is   an    en- 


How  Ladles 

Were  Entertained 

(CulillliUfll   from  past-   14) 

delightful  program  arranged  by  -Mrs. 
Frank  Balfour.  Master  of  ceremonies 
was  our  own  Leo  Carillo,  who  parried 
for  honors  in  witticism  with  Governor 
Merriam.  Jean  Parker  of  "Sequoia" 
fame  was  there  in  person,  and  all 
enjoyed  the  dancer  from  Cocoanut 
Grove,  the  Convention  Ensemble  of 
eight  blended  voices,  Haskell,  the 
Magician ;  impersonations  by  the 
original  Syd  Chatton,  etc. 

TRU'  OVER  BRroOE 

Possibly  the  highlight  of  the  Con- 
vention at  large  was  the  interest  dis- 
played by  the  complete  delegation 
and  their  wives,  who  motored  over  the 
new  San  Francisco-Oakland  Bay 
Bridge  in  a  parade  of  over  one  hun- 
dred ears,  thus  paying  their  respect 
to  the  colossal  engineering  feat  of 
Mr.  Charles  H.  Purcell — not  losing 
sight,  I'm  sure,  of  the  men  who  dared 
the  heights  under  perilous  conditions 
to  make  a  structure  of  beauty  and 
convenience  for  their  fellow  men. 

Thus  endeth  my  impression  of  the 
results  of  our  efforts  to  make  the 
Highway  Engineers  of  America  wel- 
come and  happy  during  their  sojourn 
in  our  midst  December  7-lOth.  1936. 

May  I  take  this  opportunity  of  ex- 
pressing my  appreciation  to  the  corps 
of  gracious  hostesses  who  so  ably 
assisted  me. 

May   their   holiday   wishes. 

Whether   they    sail    low    or    soar    high, 

Cross  the  Bridge  to  Glorious  Ful- 
fillment 

And  be  of  a  permanency  comparable 
in  structure  to  those  bridges  of  our 
pride  and  joy. 


"Oh,   Fred,   the   bah.v   has   swallowed   the 
matches.    What  shall  we  do?" 
"Here,  use  my  cigarette  lighter." 

during  record  of  devotion  to  the 
public  service  of  the  State  Highway 
Officials  of  California.  To  the  mem- 
bers of  the  State  Highway  Depart- 
ment and  the  Director  of  Public 
Works,  the  congratulations  of  the 
highway  officials  of  the  nation.  To 
Charles  H.  Purcell,  Chief  Engineer, 
to  C.  E.  Andrew  and  the  corps  of 
able  engineers  assisting  them,  the  ac- 
knowledgment of  us  all  of  a  public 
service  faithfully  and  manfully 
carried  through  to  a  magnificent 
success. 


California  Highivays  and  Public  Works  (December  i9}6) 


[Seventeen  I 


Managing  Director  Balfour 
Tells  How  Program  Clicked 


To  Maiiagins  Director  Prank  C. 
Balfour  and  his  staff  of  assist- 
ants is  due  a  large  measure  of 
credit  for  the  success  of  the  conven- 
tion, ])articularly  from  the  viewpoint 
of  the  delegates  in  attendance. 

The  Division  of  Highways  began 
actual  preparations  for  the  conven- 
tion last  September  when  State  High- 
way Engineer  C.  H.  Purcell  was 
chosen  general  chairman,  with  Gov- 
ernor Frank  F.  Merriam,  Director  of 
Public  Works  Earl  Lee  Kelly  and 
Mayor  Angelo  J.  Rossi  of  San  Fran- 
cisco acting  as  honorary  chairman. 

At  that  time  ]\Ir.  Balfour  was 
named  managing  director  and  the 
following  committees  were  appointed  : 
i'e:rsonnel  of  committees 

Executive — C.  H.  Purcell,  chairman; 
Harry  A.  Hopkins,  Philip  A.  Stanton,  H. 
R.  Judah,  Paul  G.  Jasper  and  William  T. 
Hart,  the  latter  five  all  members  of  the 
California    Highway    Commission. 

Finance — Harry  A.  Hopkins,  chairman; 
Jno.  Skeggs,  George  T.  McCoy,  E.  R.  Hig- 
gins,  F.  C.  Balfour,  Harold  Norton  and 
Clarence   E.   Baen. 

Transportation  —  Edward  J.  Neron, 
chairman;  R.  H.  Stalnaker,  S.  V.  Cortel- 
you,  J.  W.  Vickrey,  T.  H.  Dennis,  L.  H. 
Gibson,  Paul  G.  Jasper,  T.  E.  Stanton  and 
L.  V.  Campbell. 

Entertainment — Clarence  Morris,  chair- 
man. 

Subcommittee  in  charge  of  banquet — 
George  T.  McCoy,  Chairman;  Jno.  H. 
Skeggs,  Fred  Grumm,  R.  H.  Wilson  and 
L.  I.   Hewes. 

Subcomittee  in  charge  of  Show  Boat 
— F.  W.  Panhorst,  chairman;  J.  G.  Stand- 
ley,  C.  C.  Carleton,  C.  H.  Sweetser,  Clar- 
ence  Morris,  Julien    Roussel. 

Subcommittee  in  charge  of  Los  Angeles 
Caravan — L.  H.  Gibson,  chairman;  S.  V. 
Cortelyou,  J.  G.  Standley,  Justus  Craemer, 
Julien    Roussel   and   Jno.   H.   Skeggs. 

Subcomittee  in  charge  of  Redwood 
Empire  Caravan — Paul  G.  Jasper,  chair- 
man; Chas.  H.  Whitmore,  C.  C.  Carleton, 
F.  W.  Panhorst,  J.  W.  Vickrey  and  R.  H. 
Wilson. 

Weeks  in  advance,  an  elaborate 
])rogram  of  entertainment  for  the 
womenfolk  was  arranged  and  it  was 
sucee.ssfullj'  carried  out  by  the 
Ladies'  Entertainment  Committee, 
headed  by  Mrs.  George  T.  McCoy,  the 
Ladies'  Reception  Committee,  of 
which  Mrs.  Jno.  H.  Skeggs  was  chair- 


FRANK    C.    BALFOUR 

man,  and  the  Ladies'  Transportation 
Committee  directed  by  Mrs.  C.  H. 
Purcell. 

The  office  staff  which  handled  pre- 
liminary details  of  the  convention 
and  saw  it  through  to  the  end  was 
highly  commended  by  Mr.  Balfour. 
To  iliss  Helen  MacLachlan,  his  sec- 
retary, and  to  Miss  Genevieve  Hen- 
derson, ]\Iiss  Ethel  Connolly  and  A. 
31.  Nash,  his  assistants,  he  attributed 
the  smoothness  with  which  the  busi- 
ness of  the  convention  was  conducted. 

"In  my  opinion,"  said  Balfour, 
"the  registration  of  delegates  was 
handled  most  efficiently.  We  pride 
ourselves  on  the  fact  that  no  delegate 
was  detained  longer  than  two  minutes 
at  the  registration  desk,  even  though 
he  was  not  preregistered  and  it  was 
necessary  for  us  to  type  his  registra- 
tion card  and  type  a  slip  with  his 
name  and  State  on  it  for  his  badge. 

' '  We  had  897  registrations,  consist- 
ing of  559  accredited  men  delegates. 


219  ladies  and  114  guests  such  as 
materials  men,  equipment  men,  con- 
tractors, etc.,  of  Avhom  approximately 
forty  jjer  cent  were  from  out  of  the 
State.  The  219  ladies  of  the  delegates  ' 
represented  considerably  more  than 
double  the  highest  feminine  registra- 
tion at  any  previous  meeting  of  the 
Association.  The  559  men  represent- 
ed forty  per  cent  moi-e  than  have 
attended  any  previous  convention. 
This  large  registration,  in  my  opinion, 
was  a  tribute  to  California  State 
Highway  Engineer,  C.  H.  Purcell." 

According  to  Balfour,  the  attend- 
ance at  the  banquet  tendered  to  the 
delegates  and  their  ladies  and  guests 
by  the  Division  of  Highways  at  the 
St.  Francis  Hotel  on  Wednesday 
night,  December  9,  was  the  largest  of 
any  similar  event  in  the  history  of  the 
hostelry. 

"In  my  estimation,"  he  declared, 
"Mrs.  Jno.  Skeggs,  Mrs.  George  T. 
:\IcCoy  and  Mrs.  C.  H.  Purcell  col- 
lectively did  a  marvelous  job." 

LADIES  ON  COMMITTEES 

Assisting  these  chairmen  were  the 
following  committee  members :  Mes- 
dames  J.  S.  Bright,  Walter  McGinn, 
Everett  Walsh,  Clarence  Morris,  Ed- 
ward J.  Neron,  Earl  Lee  Kellv,  C.  C. 
Carleton,  P.  A.  Stanton,  H.  R."  Judah, 
Harry  Hopkins,  W.  T.  Hart,  P.  G. 
Jasper  and  J.  W.  Howe. 

A  very  busy  lady  was  Mrs.  Clare 
P.  Balfour  who  arranged  for  all  the 
music  and  entertainment  both  on  the 
boat  ride  on  San  Francisco  Bay  and 
the  annual  banquet  at  the  St.  Francis 
Hotel. 

Owing  to  the  various  sightseeing 
trips  and  the  two  automobile  caravans 
traveling  south  and  north  at  the  close 
of  the  convention,  motor  transporta- 
tion was  of  vital  importance. 

TRANSPORTATION  PLANS  CLICKED 

' '  The  Transportation  Committee 
under  Edward  J.  Neron,"  said  Bal- 
four, "and  particularly  Ru.ss  Stal- 
naker, L.  V.  Campbell  and  Adolph  N. 
Sutro,  did  an  exceptionally  fine  job. 
Transportation,  as  you  know,  makes 
or  breaks  a  convention,  and  every  car 
on  every  trip  was  in  line,  on  time, 
left  on  schedule,  and  returned  on 
schedule. 

The  Wednesday  afternoon  caravan 
trip  over  the  13ay  Bridge  moved 
through  San  Francisco  traffic  to  the 
University  of  California  campus  and 
returned  to  the  hotel  in  a  caravan, 
exactly  three  minutes  ahead  of  sched- 
ule. 


[Eighteen] 


(December  i9i6)  California  Hightvays  and  Public  Works 


Forty-four  States  Send  Delegates  to  Highway  Convention 


(Continued    from    page    2) 


"It  is  true  that  many  people  thiuk 
Uncle  Sam  should  not  tax  gasoline, 
but  from  1917  to  1924  his  total  con- 
tributions for  highways  was  $452,- 
000,000  over  an  eight-year  period. 
During  the  past  year  alone  he  author- 
ized the  expenditure  of  $525,000,000 
for  State  roads  alone." 

Mr.  Markham  called  attention  to 
the  fact  that  during  the  last  year  the 
highway  departments  have  con- 
structed 2456  bridges,  eliminated  480 
railroad  crossings  and  added  25,800 
miles  of  improved  highways  to  State 
systems. 

43    STATES   ANSWER 

At  the  conclusion  of  Mr.  Mark- 
ham's  report,  the  first  roll  call  of 
States  was  lield  and  only  representa- 
tives of  Maine,  New  Jersey,  West 
Virginia,  Georgia  and  Montana  were 
missing.  However,  the  Georgia  dele- 
gation had  sent  a  telegram  announc- 
ing its  members  would  report  on  the 
morrow,  which  they  did. 

During  the  noon  recess,  the  ladies 
of  the  convention  were  entertained  at 
a  luncheon,  style  show  and  floor  show 
at  tlie  Hotel  Sir  Francis  Drake,  which 
was  tendered  by  a  committeee  of  wives 
of  officials  of  the  Division  of  High- 
ways headed  by  Mrs.  Charles  H.  Pur- 
cell,  Mrs.  George  T.  McCoy  and  Mrs. 
John  H.  Skeggs.  Later  in  the  after- 
noon the  womenfolk  were  entertained 
in  the  Persian  Room  of  the  hotel. 

Vice  President  W.  F.  Callahan  of 
Massachusetts  presided  at  the  after- 
noon general  session  of  the  convention, 
which  was  devoted  to  an  address  by 
Thomas  H.  MacDonald,  Chief,  Bureau 
of  Public  Roads,  United  States  De- 
partment of  Agriculture. 

MACDONALD  FORECASTS  CHANGES 

Mr.  MacDonald  recently  toured 
European  countries,  studying  road 
design  and  construction  abroad,  par- 
ticularly in  Germany  and  France. 
He  was  impressed  with  Germany's 
construction  program  involving  the 
creation  of  4300  miles  of  super- 
highways. 

"We  must  grasp  the  highway  prob- 
lem in  this  country  more  firmly."  he 
declared.  "We  must  raise  our  stand- 
ards to  the  new  levels  demanded  by 
the  universa  1  utility  of  the  motor 
vehicle.  Two  distinct  programs  are 
indicated.     First,   the  systematic  re- 


habilitation of  existing  highways  by 
the  actual  incorporation  of  new  con- 
struction to  promote  safety  and 
greater  utility.  The  second  program 
is  the  long-time  plan  which  will  be 
based  upon  the  principles  illustrated 
by  these  examples  from  other  coun- 
tries, and  by  wide  experience  in  our 
own  country. 

"The  highway  transport  surveys 
now  under  way  are  basic.  It  is  my 
deep  seated  hope  that  the  highway  de- 
partment of  each  State  will  recognize 
tlie  e-ssential  quality  of  the  informa- 
tion which  is  being  gathered.  If  the 
program  of  the  next  five  to  ten  years 
is  to  provide  the  public  with  highway 
service  that  is  not  now  even  ap- 
proached in  any  State,  it  must  rest 
on  this  transport  survey  foundation. 

BELT  LINE  PLANS 

' '  The  underlying  soundness  of  plan- 
ning a  belt  line  intercepting  highway 
plus  radial  roads  on  new  right-of-ways 
to  serve  the  metropolitan  areas,  and 
introducing  the  new  feature  of  pro- 
viding this  complete  service  only  for 
the  passenger  motor  vehicle  is  sup- 
ported by  the  traiBc  studies  heretofore 
made." 

Mr.  MacDonald  asserted  that  if  all 
the  States  meet  their  Federal  Aid 
apportionments,  hig:hway  construc- 
tion, including  State  and  Federal 
funds,  can  reach  above  $800,000,000 
next  year.* 

The  afternoon  session  was  ad- 
journed in  time  to  enable  the  delegates 
and  their  ladies  to  assemble  on  the 
Embarcadero  at  6.30  o'clock  and  go 
aboard  the  S.  S.  City  of  Sacramento 
for  a  night  trip  around  San  Francisco 
Bay. 

SHOW  BOAT  TRIP 

This  feature  of  the  entertainment 
program,  unique  to  the  out-of-state 
visitors,  took  the  place  of  the  usual 
family  dinner,  always  in  the  past 
held  by  the  association  on  convention 
opening  day. 

From  the  steamer  the  visitors  were 
afforded  opportunities  for  close  in- 
spection from  the  water  of  the  bril- 
liantly illuminated  San  Francisco- 
Oakland  Bay  Bridge,  the  Golden 
Gate  Bridge  and  other  points  of  in- 
terest. 

.speech    in    fuU    begin.s 


While  the  City  of  Sacramento 
cruised  about  the  bay,  there  was  con- 
tinuous entertainment  and  dancing, 
and  from  7  to  9  o'clock  an  excellent 
buffet  supper  was  served.  The  boat 
ride  was  one  of  the  highlights  of  the 
convention. 

WOMAN    SPEAKER    HEARD 

Tuesday's  general  session  started 
promptly  at  9  o'clock  in  the  morning 
with  Vice  President  James  D.  Adams 
of  Illinois  in  the  presiding  officer's 
chair.  The  delegates  heard  an  in- 
teresting address  on  ' '  Roadside  Beau- 
tification  and  Treatment"  by  Mrs. 
Frank  W.  Sorell  of  San  Antonio, 
Texas.* 

Following  Mrs.  Sorell's  talk,  Mr. 
MacDonald,  Chief,  Bureau  of  Public 
Roads,  exhibited  and  explained  a 
number  of  slides  reproducing  photo- 
graphs of  various  examples  of  high- 
ways in  Europe  and  this  country  de- 
signed to  show  the  progress  made  in 
road  building  and  to  reveal  types  of 
construction  which  had  been  found  to 
be  unsuitable. 

An  address  that  was  of  particular 
interest  to  bridge  engineers  among 
the  delegates  was  delivered  by  C.  E. 
Andrew,  Bridge  Engineer  of  the  Cali- 
fornia Division  of  Highways,  and  one 
of  the  builders  of  the  San  Francisco- 
Oakland  Bay  Bridge. 

LADIES   TAKEN  ON   TRIP 

While  the  delegates  were  listening 
to  these  speakers,  their  ladies  were 
taken  on  a  motor  sightseeing  trip 
down  the  beautiful  San  Francisco 
Peninsula  through  Burlingame,  San 
Mateo  and  Redwood  City  to  Palo 
Alto  and  Stanford  University,  and 
entertained  at  a  luncheon  at  the  Al- 
lied Arts  Inn. 

Immediately  following  adjourn- 
ment of  Tuesday  morning's  general 
session,  group  meetings  began  and 
continued  throughout  the  day.  In 
these  meetings  many  important  sub- 
jects dealing  with  the  problems  con- 
fronting the  nation's  highway  build- 
ers were  discussed  at  length  by 
authoritative  speakers  and  later 
formed  the  basis  for  resolutions  and 
recommendations  presented  to  the 
convention  and  to  the  association's 
standing  committees 


•  Mr.    MacDonakV! 
on  page  3. 


California  Highways  and  Public  Works  (December  i936) 


[Nineteen] 


Group  Picture  of  Delegates  to  Convention  of  American  Associati< 


A  uiunber  of  papers  read  at  tliese 
meetings,  which  are  not  touched  upon 
in  this  issue  of  California  Highways 
AND  Public  Works,  will  appear  in 
future  issues  of  this  magazine. 

DIVIDED    HIGHWAYS    DISCUSSED 

The  group  meeting  concerned  with 
administrative  problems  was  presided 
over  by  Harry  A.  Hopkins,  chairman 
of  the  California  Highway  Commis- 
sion. Discussion  was  opened  by  M. 
D.  Van  Wagoner,  State  Highway 
Commissioner  of  Michigan.  His 
subject  was:  "Are  the  States  Ready 
to  Assume  Economic  Problems  In- 
volved in  Starting  a  Program  for 
Divided  Highways?" 

Among  other  subjects  taken  up  by 
this  group  were  what  states  can  do  to 
))ul)lii'ize  their  highway  work  the 
iiiiitter  of  greater  governmental  aid 
in  the  construction  and  maintenance 
of  highway  facilities,  future  Federal 
and  State  policies  in  the  construction 
of  feeder  or  local  roads,  what  im- 
])rovenients  can  be  made  in  relief 
legislation  in  respect  to  highway  con- 
struction and  is  the  nation's  highway 
system  an  asset  or  a  failure. 

Charles  Ross,  general  counsel  for 
the  State  Highway  and  Public  Works 
Commission   of  North  Carolina,   pre- 


sided over  the  grou|»  meeting  which 
discussed  legal  affairs  having  to  do 
with  highway  rights  of  way,  con- 
sti'uction  and  maintenance.  About 
thirty  attorneys  and  Right-of-Way 
Agents  of  various  States  attended 
this  meeting. 

C.  C.  Carleton,  Chief  Attorney  for 
the  California  Division  of  Highways, 
introduced  an  additional  topic  which 
called  forth  much  di.scu.ssion.  It  was : 
"Acquiring  Property  not  Located 
Within  the  Highway  Right  of  Way 
Sought  to  be  Acquired  for  the  High- 
way use  Itself,  For  the  Special  Pur- 
pose of  Moving  Thereon  Buildings 
and  Other  Improvements  Existing 
Within  the  Limits  of  the  Highway 
Right  of  Way  Sought  to  be  Acquired 
for  the  new  Highway  Use." 

After  a  review  of  the  present  prac- 
tice in  the  different  States  it  was  the 
concensus  of  the  group  that  a  further 
study  of  this  subject  should  be  made 
during  the  coming  year. 

In  view  of  the  fact  that  safety  on 
the  highways  was  one  of  the  para- 
mount questions  before  the  conven- 
tion considerable  interest  was  evinced 
in  the  sessions  of  the  Traffic  Control 
and  Safety  Grou]i  over  which  W.  F. 
Rosenwald  of  Minnesota  presided. 

J.  W.  Wheeler,  Highway  Commis- 


sioner of  Indiana,  opened  the  discus- 
sion on  "The  Nation's  Annual  Bill 
for  Incompetent  Motor  Vehicle  Di'iv- 
ers. ' ' 

Mr .  Wheeler  advocated  that  the 
auto  industry  construct  ears  so  that 
the  drivers  will  have  more  than  the 
present  5  per  cent  vision. 

Joining  in  the  discussion,  Ray  In- 
gels.  Director  of  the  California  Motor 
Vehicle  Department,  declared  that  the 
highway  death  rate  in  this  State  was 
due  largely  to  the  carelessness  of 
pedestrians. 

"Pedestrians,"  he  said,  "do  not 
know  how  to  cross  streets  properly. 
Due  to  education  of  children  in  traffic 
safety  precautions  we  have  a  low 
death  rate  among  children.  Adults 
should  be  educated  in  the  same  way. 
For  greater  safety  and  a  lower  death 
rate  we  should  have  a  stricter  licens- 
ing of  motor  vehicle  drivers,  sidewalks 
on  highways,  more  underpasses  and 
the  teaching  of  all  children  in  the 
fourth  year  of  high  school  to  operate 
automobiles,  a  practice  now  in  ef- 
fect in  Indiana." 

The  entire  subject  of  traffic  prob- 
lems, including  traffic  lane  markings, 
no-passing  zones,  a  national  system  of 
uniform  traffic  laws,  traffic  control  de- 
vices   and    signing,    was    thoroughly 


|Twenty| 


(Dacember  i9}6)  California  Highways  and  Public  Works 


•*: 


pO^ffV**- 


f  State  Highway  Officials  at  San  Francisco,  December  7-10,  1936 


gone  into  by  the  delegates  attending 
the  meetings  of  this  group. 

Numerous  matters  having  to  do 
with  publicity,  particularly  the  ques- 
tion of  educating  the  public  to  the 
evils  of  gas  tax  diversions,  were  taken 
up  by  the  Public  Relations  and  Pub- 
licity Group  of  which  J.  D.  Adams 
of  Indiana  was  chairman. 

While  of  a  highly  technical  nature, 
the  discussions  of  the  Uniform  Ac- 
counting Group  were  of  much  interest 
to  the  auditors  of  the  various  State 
Highway  departments,  the  men  upon 
whom  devolves  the  big  job  of  keeping 
track  of  and  disbursing  the  millions 
of  dollars  spent  on  highways.  State 
Highway  Engineer  H.  D.  Barnes  of 
Kansas  presided. 

An  interesting  pa]ier  on  "Proper 
Method  of  Accumulating  Maintenance 
Cost  Detail  and  Control  of  Cost  De- 
tail with  Actual  Expenditures"  was 
read  by  E.  R.  Higgins.  Comptroller 
of  the  California  Department  of  Pub- 
lie  Works. 

With  A.  L.  Gemeny,  IT.  S.  Bureau 
of  Public  Roads,  in  the  chair,  bridge 
engineers  of  many  State  Highway  de- 
partments participated  in  the  meet- 
ings of  the  Bridges  and  Structures 
Group. 

Some   of   the   problnns   of   general 


interest  to  bridge  engineers  in  con- 
nection with  the  building  of  the  San 
Francisco-Oakland  Bay  Bridge  were 
discussed  by  C.  E.  Andrew,  one  of  the 
builders  of  the  great  transbay  struc- 
ture. 

Other  topics  considered  were  work- 
ing unit  stresses  for  concrete  bridge 
design  in  their  relation  to  the  physi- 
cal i^roperties  of  the  concrete  and 
steel,  which  was  ably  handled  by 
G.  S.  Paxson,  Acting  Bridge  Engineer 
of  Oregon ;  the  esthetics  and  design  of 
handrails  and  curbs  for  highway 
bridges,  which  Morris  Goodkind  of 
New  York  discussed ;  present  limita- 
tions on  the  use  of  welding  in  steel 
bridge  construction,  explained  by 
0.  J.  Eidmann,  State  Engineer  of 
Design  of  Kansas,  and  kindred  sub- 
jects. 

The  Materials  and  Research  Group, 
H.  S.  Mattimore,  Engineer  of  Te.sts, 
Pennsylvania,  presiding,  discussed 
such  subjects  as  requirements  for  uni- 
formity of  grading  of  aggregates  for 
dense  graded  plant  mix  and  dense 
graded  road  mix  bituminous  surfac- 
ing, quality  of  aggregates  for  bitumi- 
nous work,  the  use  of  cut-back 
asphalts,  methods  of  accelerating 
viscosity  tests  of  liquid  asphaltic  ma- 
terials   and    tlie    oliensis    and    other 


solubility  tests  for  bituminous  prod- 
ucts. 

TESTS    AXD    SOIL    SURVEYS 

Basing  his  remarks  on  extensive 
tests  made  in  the  Sacramento  labora- 
tory of  the  California  Division  of 
Highways,  T.  E.  Stanton,  Materials 
and  Research  Engineer,  read  a  paper 
on  ' '  Pre-f ormed  Expansion  Joint  Ma- 
terials for  Concrete." 

One  of  the  important  subjects  con- 
sidered by  the  Road  Design  Group, 
0.  L.  Kipp,  Construction  Engineer, 
Minnesota,  presiding,  was  soil  sur- 
veys and  subgrade  design  for  most 
economical  use  of  local  subgrade  ma- 
terials, a  topic  which  was  discussed  at 
length  by  C.  S.  Pope,  Construction 
Engineer,  California  Division  of 
Highways. 

Other  speakers  were  A.  R.  Nichols, 
IMinnesota,  who  talked  on  highway 
landscape  architecture ;  A.  E.  Palen, 
Bureau  of  Public  Roads ;  W.  E.  Jones, 
Engineer  of  Design.  Iowa ;  S.  M. 
Rudder,  Assistant  Chief  Engineer, 
Missouri;  H.  E.  Surman,  Illinois; 
C.  F.  Bedwell,  New  Jersey. 

Fred  J.  Grumm,  Engineer  of  Siir- 
veys  and  Plans,  California  Division 
of   Highways,   i-ead   a   paper  dealing 


California  Hightvays  and  Public  Works  (December  i95b) 


[Twenty-one] 


Retiring  President  Sounds 
Warning  Against  Diversion 

By  GIBB  GILCHRIST,  State  Highway  Ensineer  of  Texas 

Stabilization  of  the  business  of  building  highways  w&s  hailed  by  Gibb  Gilchrist  of  Texas,  retiring  president  of 
the  American  Association  of  State  Highway  Officials,  as  one  of  the  outstanding  accomplishments  of  1936,  in  his 
address  before  the  convention.  He  urged  that  all  states  plan  highway  construction  programs  not  less  than  four  years 
ahead,  called  gas  tax  diversion  a  major  threat  to  highway  progress,  said  Federal  appropriations  for  secondary  or 
feeder  roads  have  met  with  popular  approval,  and  declared  the  number  of  accidents  on  highways  can  and  must  be 
reduced.    Following  is  Mr.  Gilchrist's  address  in  part: 


THE  year  1936,  as  contrasted 
with  1935,  might  be  termed  one 
of  recession  but  not  of  retrogres- 
sion in  highway  affairs. 

It  has  been  a  year  for  stabilization 
and  for  planning.  It  has  also  been 
one  of  disillusionment  as  our  people, 
having  become  accustomed  to  large 
expenditures  for  highways,  do  not 
like  the  idea  of  having  them  curtailed. 
In  my  state  our  program  for  1937  is 
somewhat  less  than  half  of  what  it 
was  for  1936  and  it  is  difficult  for  us 
to  adjust  ourselves.  It  is  to  be  as- 
sumed this  has  been  the  experience 
of  tlie  great  majority  of  states. 

What  has  been  lost  in  quantity 
might  be  said  to  have  been  largely 
regained  in  other  ways.  The  various 
relief  programs  have  undoubtedly 
benefited  the  states  in  many  ways. 
Designs  have  been  improved  by  larger 
experience.  Our  engineering  organi- 
zations have  generally  advanced  and 
they  have  a  feeling  of  confidence  that 
lias  not  always  prevailed.  While  in 
amount  the  allocation  is  much  .smaller 
than  heretofore,  it  must  be  remem- 
bered that  it  is  just  as  great  as  any 
regular  federal  aid  appropriation  in 
the  past.  The  best  opportunity  for 
long-range  planning  ever  offered  be- 
came the  lot  of  the  states  during  1936. 

HAYDEN  CARTWRIGHT  ACT 

The  Hayden  Cartwright  Act  of 
1936  included  two  distinctly  new 
things — it  gave  to  the  states  with  the 
1936  apportionment  already  enacted 
three  full  years  of  regular  federal 
aid  beginning  July  1,  1936,  and 
second,  but  not  least,  a  policy  was 
inaugurated  in  providing  $25,000,000 
for  each  of  the  years  1938  and  1939 


GIBB    GILCHRIST 

for  secondary  or  feeder  roads  to  be 
matched  equally  by  the  states.  This 
policy  will  be  popular  and  therefore 
will  possibly  be  permanent.  Many 
other  things  were  done  by  the  Act  of 
1936  but  these  two  stand  out  as  op- 
portunities. 

The  railroad  crossing  section  is  new 
in  the  company  it  keeps  and  perhaps 
will  appear  in  other  acts,  but  over  a 
period  of  years  may  be  considered 
temporary  in  long-range  prospect. 
Crossing  protection  at  isolated  places 
is  in  many  in.stances  the  best  answer 
and  is  becoming  more  popular  as  de- 
vices are  improved.    Again,  with  the 


changing  popular  opinion  on  road  lo- 
cation, and  the  willingness  of  public 
authorities  to  permit  proper  location, 
many  crossings  can  be  eliminated  by 
relocation. 

In  my  own  experience  several  times 
as  many  crossings  of  railroads  have 
been  eliminated  by  relocation  as  by 
sef)aratiou.  In  view  of  improvements 
in  railroad  equipment,  however,  high- 
way officials  should  not  lose  sight  of 
tlie  fact  that  while  the  number  of 
vehicles  crossing  railroad  tracks  has 
perhaps  decreased,  the  number  of  ac- 
tual crossings  has  not,  and  that  in  it- 
self presents  quite  a  problem,  the 
answer  to  which  is  perhaps  elimina- 
tion, as  far  as  practicable,  and  then 
protection  by  signals  and  otherwise. 

LONG  RANGE  PLANNING 

It  is  to  be  hoped  that  the  states 
have  taken  full  advantage  of  the  op- 
portunity for  planning  that  the  three- 
year  program  affords.  The  plan 
could  and  should  go  much  beyond 
three  years,  but  that  much  definitely 
is  in  sight. 

The  states  are  ready  for  this  kind 
of  procedure — the  entire  country  is 
sold  on  the  prineip;il  of  regular  fed- 
eral aid  and  if  I  were  giving  advice 
to  highway  officials  it  would  be  to 
plan  construction  programs  a  t  all 
times  not  less  than  four  years  ahead 
and  carry  their  general  layouts  much 
further. 

SECONDARY  OK  FEEDER  ROADS 

We  have  much  to  learn  about  the 
secondary  and  feeder  plan.  Much  of 
the  discussion  at  this  convention  will 
concern  regulations  for  carrying  out 
that  mandate  and  we  will  be  anxious 


[Twenty-two] 


(December  19} 6)  California  Highways  and  Public  Works 


Members  of  Executive  Committee  of  American  Association  of  State  Highway  Officials  Convention.  Left  to  right:  C.  H.  Purcell, 
California  State  Highway  Engineer;  T.  H.  Cutler,  president-elect,  Kentucky;  W.  C.  Markham,  secretary,  Washington,  D.  C; 
A.  W.  Brandt,  New  York;  P.  G.  Peterson,  Utah;  H.  G.  Shirley,  Virginia;  J.  T.  Ellison,  Minnesota;  C.  B.  Treadway,  Florida;  F.  R. 
White,  Iowa;  T.  H.  MacDonald,  Chief,  Bureau  of  Public  Roads,  Washington,  D.  C;  Gibb  Gilchrist,  retiring  president,  Texas;  W.  W. 
Mack,   treasurer,    Delaware;    F.    E.    Everett,   New    Hampshire. 


that  a  proper  start  be  made.  We  are 
all  somewhat  alike  on  our  regular 
Federal  Aid  System  but  in  our 
secondary  and  feeder  problems  we  are 
as  unlike  as  the  topography  that 
makes  up  our  terrain.  Some  states 
have  a  small  percentage  of  roads  out- 
side their  Federal  Aid  System  and  in 
some  the  Federal  Aid  System  consti- 
stitutes  only  a  small  percentage  of 
State  roads. 

Mr.  Thomas  H.  MacDonald  of  the 
Bureau  of  Public  Roads  has  verj' 
fairly  submitted  to  the  states  the 
questions  with  which  we  will  be  con- 
cerned. How  shall  the  system  he 
designated ;  how  shall  the  funds  be  ap- 
portioned; with  what  funds  shall  the 
government  money  be  matched ;  how 
shall  the  roads  be  maintained ;  what 
standards  of  location  and  design  shall 
be  used — these  and  others  and  on 
which  some  divergency  of  opinion  will 
l)e  apparent — but  they  will  be  an- 
swered and  the  problem  solved. 

DIVERSION    SERIOUS    MENACE 

It  is  evident  that  there  must  be 
broader  latitude  than  has  been  neces- 
sary on  the  Federal  Aid  Highway 
System.  One  matter  on  which  there 
seems  to  be  a  preponderance  of 
opinion  is  that  the  work  should  be 


handled  through  the  Bureau  of  Pub- 
lic Roads  by  the  various  state  high- 
way departments  in  the  same  man- 
ner as  regular  Federal  aid.  This 
should  apply  whether  or  not  county 
or  road  district  money  is  used  to  de- 
fray a  part  of  the  cost. 

Diversion  and  attempted  diversion 
of  motor  vehicle  transportation  taxes 
continues  to  be  one  of  the  most  seri- 
ous menaces  to  a  sound  well-planned 
highway  program.  Several  threats  of 
diversion  have  been  successfully  com- 
bated during  the  past  year  and  other 
battles  have  not  been  so  successful. 

Some  of  the  attempts  have  been 
centered  on  providing  funds  for 
some  form  of  relief,  old  age  pensions 
or  unemployment  insurance  and 
other  measures  with  which  we  sym- 
pathize, but  more  and  more  the 
thinking  public  is  beginning  to  real- 
ize that  the  use  of  these  funds  from 
motor  vehicle  taxes  for  the  purposes 
foreign  to  those  for  which  they  were 
provided  is  simply  a  form  of  legal 
pick-pocketing  and  have  taken  steps 
to  prevent  it. 

Five  states,  I  believe,  have  adopted 
constitutional  amendments  that  guar- 
antee funds  collected  from  the  motor- 


ing public  shall  be  used  for  highway 
construction  and  maintenance. 

The  Congress  of  the  United  States 
itself  has  said  that  if  the  proceeds  of 
motor  vehicle  taxation  are  not  applied 
to  highway,  the  tax  is  "unfair  and 
unjust."  It  is  to  be  hoped  that  sec- 
tion 12  of  the  Hayden  Cartwright 
Act  will  be  strictly  and  impartially 
enforced  because  it  acts  as  a  barrier 
in  those  States  not  yet  protected  by 
constitutional  law. 

The  tax  is,  roughly,  30  per  cent  of 
the  sales  price  and  is  a  sales  tax  on  a 
specialized  commoditj'  levied  on  the 
sound  theory  that  a  system  of  good 
roads  is  essential  to  social,  commercial 
and  industrial  progress.  Good  roads 
are  one  of  the  nation's  chief  assets  and 
States  have  come  to  be  judged,  in  a 
measure,  by  the  progressiveness  with 
which  they  handle  their  road  prob- 
lems. 

It  would  be  an  idle  contention  to 
argue  that  the  motorists  would  sub- 
mit to  the  heavy  levies  they  now 
bear  for  purposes  other  than  high- 
ways and  it  would  be  a  brave  "diver- 
sionist"  who  would  be  willing  to 
submit  his  question  to  popular  vote. 
Past  diversions  have  crippled  high- 
way   programs    and    strong    steps 


California  Highways  and  Public  Works  (December  i9)6) 


I  Twenty-three  ] 


should  be  taken  to  guard  against 
further  disruption  of  programs  from 
this  source. 

Gradually  the  problem  of  accidents 
on  highways  is  being:  recognized  and 
is  shown  in  its  true  lig'ht.  There  has 
been  a  tendency  to  get  away  from 
scare-heads  of  certain  forms  of  pub- 
licity and  ghastly  descriptions  of 
individual  cases  and  to  view  the  situ- 
ation sanely.  We  are  also  getting 
away  from  compari.sons  with  fatalities 
or  casualties  during  the  wars  in  wliieh 
the  Republic  has  engaged  and  tending 
more  to  comparing  our  accident  rate 
with  otlier  forms  of  human  activity  in 
wliieh  many  millions  of  people  are 
engaged. 

The  1936  edition  of  the  National 
Safety  Council  on  "Accident  Facts" 
shows  that  in  1934  approximately 
24,000  lo.st  their  lives  in  falls,  and 
nonfatal  accidents  of  this  nature 
reach  into  the  hundreds  of  thousands. 
The  same  report  shows  that  31, .500 
people  met  accidental  deaths  in  their 
homes  during  193.5,  and  that  this  rep- 
re.sented  more  than  30  per  cent  of  all 
accidental  deaths. 

REASONABLE  EXPECTANCY  RATE 

We  are  too  prone  to  consider  the 
number  of  fatal  accidents  on  high- 
ways in  the  thousands  without  think- 
ing of  how  many  vehicle  miles  were 
involved  in  the  movement  of  traflBc 
and  how  many  people  were  riding  in 
motor  vehicles.  I  wonder  if  a  cross- 
section  of  the  people  of  the  country 
on  any  active  day  would  not  show 
just  about  as  many  people  riding  in 
or  walking  among  motor  vehicles  as 
would  be  found  in  their  own  homes 
or  at  work  away  from  possible  motor 
hazards.  The  highway  accident  rec- 
ord can  and  must  be  reduced,  but 
the  rate  is  perhaps  not  as  far  above 
the  horizontal  of  reasonable  expect- 
ancy as  we  might  have  been  led  to 
believe. 

The  three  "  B  's, "  advocated  by  the 
National  Safety  Council,  are  impor- 
tant— Engineering,  Education  and 
Enforcement.  In  my  opinion,  the 
road  designer  should  remember  at  all 
times  that  the  finished  product  .should 
be  of  such  quality  that  the  sane, 
sober  and  alert  driver  could  travel 
an.v  highway  with  rea.sonable  safety, 
barring  defects  in  his  own  equipment. 
Conditions  can  easily  be  created  in 
road  construction  that  do  not  gave 
sufficient  warning  to  a  driver  of  this 
type.  The  road  designer  at  the  same 
time  should  i-ealizc  tluit  mental  haz- 


ards are  in  fact  real,  and  sliould 
remove  them  as  far  as  possible.  Nar- 
row shoulders  dropping  off  an  a  steep 
slope  into  a  deep  ditch  or  gulley  are 
frequent  examples  of  mental  hazard. 

EDUCATION   IN  SCHOOLS 

Education  of  motor  veliicle  drivers, 
and  the  enactment  and  enforcement 
of  stringent  laws  regarding  the  use 
of  the  highways  ma.v  be  considered 
the  most  effective  and  quickest  means 
of  reducing  the  accident  rate  to  or 
below  the  normal  expectancy. 

Speed  is  with  us  to  stay  and  when 
you  have  the  combination  of  a  modern 
motor  vehicle  and  a  modern  highway, 
the  full  utility  of  neither  is  developed 
if  at  all  times  tlie  veliicle  is  kept 
under  the  legal  speed  limit  on  the  open 
road.  This  limit  in  my  State  is  45 
miles  per  hour  for  automobiles  and  a 
recent  speed  test  checked  in  each  of 
our  25  divisions  showed  that  the  aver- 
age speed  of  8600  vehicles  was  47.7 
miles  per  hour,  nearly  3  miles  on  the 
average  greater  than  the  s]ieed  limit 
of  the  State. 

Not  enough  motor  vehicle  oflBcers 
could  be  employed  to  enforce  the 
speed  limit,  but  with  a  very  small 
per  annum  charge,  driving  and 
license  regulations  could  be  enforced 
that  would  have  a  material  effect. 
Manv  States  are  doin?-  this  now  and 
many  others  will  follow.  The  road 
builders  have  led  in  many  activities 
and  it  is  absolutelv  essential  that 
steps  in  every  State  be  taken  to, 
first,  remove  hazards  for  the  sane, 
sober  and  alert  driver  and  to  edu- 
cate, control  or  punish  all  of  the 
others,  and  to  furnish  men  to  see 
that  the  job  is  done. 

ROADSIDES  AND  SIGNS 

More  and  more  of  the  States  are 
looking  to  the  aesthetic  side  of  high- 
way construction  and  to  roadside  im- 
provement. The  Bureau  of  Public 
Roads  is  to  be  commended  for  initi- 
ating this  step  generally  in  all  the 
States,  although  a  number  had  pro- 
gres.sed  quite  a  bit  prior  to  that  time. 

As  highways  have  been  permanent- 
ly located  and  sufficient  right-of-way 
obtained,  the  designing  engineer  has 
tentatively  become  in  his  own  way 
the  landscape  engineer,  and  with  the 
teclinical  advice  of  trained  landscape 
engineers,  has  begun  a  revolution  in 
the  design  and  construction  of  cross- 
sections  that  bids  fair  to  show  more 
marked  improvement  and  more  visual 
evidence  in  the  next  few  years  than 


any    single    advance    that    has    been 
made. 

OUTDOOR  ADVERTISING  EVIL 

Outdoor  advertising  either  inside 
or  outside  the  right-of-way  may  be 
put  in  two  classes — one  being  where 
a  sincere  attempt  has  been  made  to 
improve  the  sightliness  of  the  signs 
and  represents  an  attempt  to  detract 
as  little  as  possible  from  the  roadside 
appearance;  the  other  is  where  small 
boards  or  metal  signs,  probably  un- 
authorized, are  tacked  to  fences,  trees, 
barns,  etc.,  and  with  no  attempt  at 
symmetry  or  appearance. 

Outdoor  advertising  can  be  done  in 
a  manner  that  would  improve  the 
roadsides.  Much  progress  may  be 
made  along  this  line. 

On  a  trip  to  Mexico  City  the  past 
summer,  it  was  noted  that  the  new 
highway  was  reasonably  free  of  this 
distraction,  but  where  bill  boards  had 
been  erected,  they  were  in  almost 
every  case  advertising  American 
products. 

The  matter  of  unattractive  outdoor 
and  roadside  advertising  along  our 
highways  is  one  that  would  merit  the 
continued  and  increased  attention  of 
highway  officials.  It  has  been  sug- 
gested that  where  intensive  planting 
projects  are  proposed,  in  securing  tlie 
right  of  way,  an  easement  be  secured 
against  disfigurement  in  this  manner. 
What  profit  is  it  to  spend  public 
funds  to.  improve  the  roadside  and 
then  have  the  effect  nullified  by  un- 
siglitly  and  multi-colored  signs  ? 

Automobile  manufactures  and  deal- 
ers, oil  companies  and  others  having 
products  used  on  highways  or  in  con- 
nection therewith  might  well  take  the 
lead  in  a  new  form  of  outdoor  adver- 
tising which  may  be  designed  to  en- 
hance and  not  detract  from  attrac- 
tiveness of  the  roadside. 

PUBLIC  RELATIONS  IMPORTANT 

Since  the  traffic  pays  the  major 
portion  of  the  cost  of  highway  con- 
struction and  maintenance  at  this 
time,  the  public  relations  angle  be- 
comes more  important.  Reference  is 
made  particularly  to  the  attitude 
taken  by  highway  employees  toward 
tlie  traveling  public  and  especiall.v 
highway  employees  engaged  in  work 
on  the  highways.  An  attitude  of 
indift'erence  toward  the  public  creates 
ill-will,  but  on  the  other  hand,  the 
reverse  is  true  wlieii  emplo>-ees  com- 
ing in  touch  with  the  traveling  public 
go  out  of  their  way  to  l)e  heliiful 
and  to  assist  in  movement  of  traffir. 


[Twenty-four] 


(December  19} b)  California  Highways  and  Public  Works 


Highway  Has  Its  Limitations 
In  Contributing  to  Safety 

By  R.  E.  TOMS,  Chief,  Division  of  Design,  U.  S.  Bureau  of  Roads 


Responsibility  for  highway  accidents  can  not  be  placed  wholly  upon  the  shoulders  of  the  highway  engineer, 
E.  E.  Toms,  Chief,  Division  of  Design,  U.  S.  Bureau  of  Public  Roads,  asserted  in  an  address  before  the  convention  of 
the  American  Association  of  Highway  Engineers.  The  driver  and  the  vehicle  must  be  considered  in  analysing  the 
accident  tolls.  Mr.  Toms  made  some  valuable  recommendations  relative  to  future  highway  construction  in  its  relation 
to  highway  safety.     His  address,  in  part,  was  as  follows: 


HIGHWAY  safety,  to  the  extent 
that  is  possible,  must  result 
from  bringing  the  three  ele- 
ments of  the  safety  triangle  into 
proper  balance,  namely,  the  highway, 
the  driver  and  the  vehicle.  Each  is 
subject  to  limitations  that  make  the 
ideal  unattainable.  The  purpose  of 
this  paper  is  to  present  the  practical 
and  economical  limitations  of  the 
highway  in  contributing  to  highway 
safety. 

The  development  of  the  automobile 
for  the  first  time  placed  meclianical 
transportation  at  the  disposal  of  the 
individual  to  be  used  when  desired 
subject  only  to  the  limitation.s  of  a 
roadway  for  operation.  Prior  to  tliat 
time  all  mechanical  transportation 
had  been  developed  for  mass  move- 
ment, and  in  mass  transportation  re- 
sponsibility for  development  of  the 
vehicle,  the  roadway  upon  which  it 
moved,  and  its  operation  generally 
was  directed  by  a  single  agency  which 
made  possible  coordination  Ijetween 
these  elements. 

In  the  case  of  railroad  transporta- 
tion the  roadway  had  to  be  con- 
structed before  anj'  vehicle  could  be 
operated  over  it.  Changes  in  the 
character  of  vehicle  required  changes 
in  the  roadbed,  but  always  the  road- 
way was  changed  first  to  accommo- 
date the  improved  vehicle. 

How  different  has  been  the  develop- 
ment of  motor  highway  transporta- 
tion. The  vehicle  came  first.  Road- 
ways suitable  for  the  vehicle  followed. 
Tlie  cost  of  providing  the  roadways 
liy  and  large  has  been  collected  from 
the  owners  of  the  vehicles  during  their 
usrigp  of  the  roadwavs.     In  no  other 


R.  E.  TOMS 

way  would  it  have  been  possible  for 
highway  transportation  in  this  coun- 
try to  have  attained  its  present  de- 
velopment in  the  relatively  short 
period  since  the  motor  vehicle  came 
into  existence. 

The  rapid  changes  in  the  develop- 
ment of  the  motor  vehicle  have  crea- 
ted a  tremendous  problem  for  the 
State  highway  departments.  Each 
year  new  models  of  the  vehicle  are 
placed  on  the  market  embodying  ad- 
vancement in  design  and  perfection 
of  operation.  These  changes  are 
along  the  lines  of  economy  of  opera- 
tion, mechanical  safety,  greater  speed 
and  more  flexible  power.     These  ve- 


hicles are  being  operated  on  highways 
tliat  originally  were  constructed  15 
or  20  years  ago.  During  this  period 
the  average  rate  of  road  speed  has 
nearly  doubled.  It  is  not  surprising, 
therefore,  that  a  considerable  per- 
centage of  our  older  highway  con- 
struction is  obsolete  for  pre.sent-day 
conditions  and  in  urgent  need  of  re- 
construction to  provide  adequate  and 
reasonably  safe  operation. 

The  greatest  obsolescence  is  on  our 
main  highways  because  they  repre- 
sent the  first  and  consequently  the 
oldest  construction.  We  are  faced 
with  the  problem  of  obsolescence  be- 
cause we  have  constructed  highways 
that  have  a  longer  life  than  the  ve- 
hicles operating  over  them.  If  it 
were  possible  to  replace  the  high- 
ways with  the  same  frequency  that 
vehicles  are  replaced,  then  each  re- 
placement of  the  highway  could  be 
made  with  improvements  in  design 
standards  comparable  to  the  changes 
made  in  the  vehicle  itself. 

PROUD  OF  ACCOMPLISHMENT 

The  continuous  improvement  of  a 
limited  system  of  highways  carrying 
the  major  portion  of  total  highway 
traffic  constitutes  the  first  phase  of 
highway  improvement.  This  has  been 
accomplished  in  many  of  the  States. 
In  other  States  this  objective,  due  to 
limitations  of  funds,  has  yet  to  be 
reached.  Highway  officials  have  no 
reason  to  be  asliamed  of  this  accom- 
]ilishment.  They  have  provided  and 
are  maintaining  the  roadways  used  by 
26  million  vehicles.  In  the  main  they 
are    dependable    roadways,    but    not 


California  Highways  and  Public  Works  (December  i9}6) 


I  Twenty-five  1 


always  safe  roadways  except  for  the 
careful  driver.  The  second  phase  of 
highway  improvement  which  we  are 
now  facing  and  which  is  past  due  in 
some  States  must  deal  with  the  re- 
construction or  modernization  of  ex- 
isting highway  facilities  to  make  them 
adequate  for  the  volume  of  traffic 
using  them  and  safe  for  reasonable 
usage. 

To  design  or  plan  a  utility  with  in- 
telligence the  uses  to  which  it  will  be 
subjected  during  its  period  of  ex- 
pected life  must  be  known.  The  es- 
sential elements  that  affect  the  ade- 
quate design  of  a  highway  are  the 
speed,  number,  width,  length  and 
weight  of  vehicles  to  be  accommo- 
dated and  the  safety,  comfort  and 
pleasure  of  travel  to  be  afforded.  The 
width,  length  and  weight  of  vehicles 
concern  physical  characteristics  which 
largely  have  been  controlled  by  legis- 
lation. *  *  *  Volume  of  traffic, 
speed  and  safety  remain  elements  that 
must  be  appraised. 

QUESTION    OF    SPEED 

It  is  not  the  purpose  of  this  paper 
to  advocate  unrestricted  speed,  or  to 
appeal  for  a  curtailment  of  speed, 
but  rather  to  consider  it  from  a 
wholly  realistic  standpoint.  We  know 
that  the  present-day  motor  vehicle  is 
capable  of  attaining  speeds  of  70  to 
80  miles  per  hour  or  more.  We  know 
that  a  straight  road  with  sufficient 
vision  may  be  traveled  at  a  speed 
limited  only  by  the  performance  of 
the  vehicle.  We  know  that  the  ma- 
.jnrity  of  traffic  on  the  open  road  when 
not  restricted  by  continuous,  sinuous 
alignment  moves  at  a  speed  of  40  to 
60  miles  per  hour  or  more.  We  know 
that  the  trend  in  highway  traffic  as 
well  as  in  all  forms  of  transportation 
definitely  is  toward  higher  average 
speeds. 

We  know  that  in  States  having 
fixed  maximum  speed  limits  some 
tolerance  is  permitted  by  the  enforce- 
ment authorities.  We  know  that  opera- 
tors of  vehicles  in  States  having  rela- 
tively low  fixed  speed  limits,  disregard 
these  limits  and  the  possibility  of  ar- 
rest by  so  doing.  We  know  that  no 
State  has  yet  been  able  to  establish  an 
enforcement  agency  large  enough 
definitely  to  restrict  speed  to  a  stated 
limit.  We  know  that  providing 
curvature  on  highways  that  safely  can 
be  traveled  at  high  speed  does  not 
encourage  high  speed  any  more  than 
straight  sections  of  road.  We  know 
that  excessive  speed  for  the  road 
curvature  encountered  contributes  to 


the  accident  toll.  We  know  that 
never  in  history  has  a  top  limit  been 
fixed  and  maintained  beyond  which  a 
utilitarian  development  shall  not  pass. 
We  know  that  speed  is  a  very  es- 
sential element  in  adequate  road  de- 
sign. 

With  this  knowledge  the  only  con- 
clusion that  possibly  can  be  drawn 
is  that  highways  must  be  designed 
to  permit  safe  operation  by  reason- 
ably careful  drivers  at  a  speed  of 
60  miles  or  more  per  hour. 


ResoSution  No.  5 

U.  S.  Route  Markers 

WHEREAS,  There  has  been 
created  a  system  of  United 
States  numbered  Highways  by 
the  American  Association  of 
State  Highway  OflScials ;  and 

WHEREAS,  The  Secretary 
of  Agriculture  of  the  United 
States  has  approved  the  mark- 
ers and  emblems  with  which 
such  highways  are  marked ;  and 

WHEREAS,  In  certain  cases 
there  has  been  unauthorized 
use  of  such  emblems  or  mark- 
ers, and  since  there  have  been 
advertising  signs  similar  in  ap- 
pearance used  along  the  high- 
ways ;  now  therefore 

BE  IT  RESOLVED,  That  the 
American  Association  of  State 
Highway  OflScials,  in  conven- 
tion at  San  Francisco,  Cali- 
fornia, on  December  10,  1936, 
recommends  that  the  emblem 
used  for  marking  these  high- 
ways be  copyrighted  by  the 
American  Association  of  State 
Highway  OflScials  and  its  use 
permitted  only  as  markers  on 
highways  which  are  approved 
by  the  Executive  Committee  of 
this  Association. 


SAFETY   ELEMENT   IMPORTANT 

The  .safety  element  is  of  prime  importance 
to  every  individual  user  of  the  hishway. 
The  highway  engineer  has  a  very  definite 
responsibility  to  build  this  element  into  the 
highway  to  the  extent  that  it  is  physically 
and  economically  possible. 

We  read  many  suggestions  from  well 
intentioned  individuals  about  designing 
highways  that  will  automatically  correct 
for  the  mistakes  of  the  driver,  and  that 
practically  all  of  the  accidents  could  be 
eliminated  by  applying  known  knowledge 
to  traffic  control.     These  are  desirable  ob- 


jectives  but   are   they    possible?      The    an- 
swer is  no,  emphatically  no. 

The  Holland  tunnels  under  the  Hudson 
River  between  New  Jersey  and  Xew  York 
City  exemplify  practically  all  known  con- 
ditions that  make  for  safety  of  highway 
travel.  They  have  roadways  in  each  tunnel 
20  feet  in  width  between  curbs  that  are 
used  solely  by  traffic  moving  in  one  direction 
so  that  there  is  no  opposing  traffic. 

There  are  no  collision  points  because  there 
is  no  cross  traffic.  There  are  no  railroad 
grade  crossings.  There  is  no  pedestrian  traf- 
fic. The  roadways  are  dry  at  all  times  so 
that  drivers  are  not  subjected  to  changing 
roadway  conditions  occasioned  by  rain,  sleet 
or  snow.  The  roadways  are  lighted  day  and 
night.  Vehicles  are  not  permitted  to  stop. 
There  are  no  roadside  distractions,  such  as 
signs  or  choice  bits  of  scenery  to  attract  the 
attention  of  the  driver.  Traffic  officers  are 
stationed  at  fi.xed  posts  commanding  the  best 
view  of  the  greatest  length  of  tunnel  to  re- 
port mechanical  breakdowns  .'io  that  the 
hazards  of  stalled  vehicles  may  be  reduced  to 
a  minimum.  There  are  elevated  walkways 
that  may  be  used  by  the  officers  in  proceeding 
to  the  scene  of  accidents.  Wrecker  service  is 
available  on  call  to  quickly  remove  disabled 
vehicles. 

Drivers  using  the  tunnels  are  awake  be- 
cause the.v  have  to  stop  to  pay  toll  before 
entering.  The.v  usually  are  alert  because 
they  are  encountering  something  new  and 
different.  There  is  no  deadening  monotony 
of  mile  after  mile  of  the  same  type  of  road- 
way and  the  same  scener.v.  The  only  un- 
favorable traffic  condition  is  that  there  is 
no  possibility  of  turning  out  on  to  a 
shoulder  to  avoid  rear-end  collisions.  The 
tunnels  were  opened  to  traffic  nine  years 
ago  last  month.  It  was  e.xi)ected  that  the 
one  hundred  millionth  vehicle  would  travel 
thi-ough  the  tunnels  last  month. 

ACCIDENTS   WILL  CONTINUE 

Despite  these  unusually  favorable  traffic 
conditions  there  have  beeu  five  fatalities  in 
the  Holland  tunnels  since  they  were  opened 
to  traffic.  Three  of  the  fatalities  were  to 
motorists  and  two  were  to  employees.  This 
has  been  hailed  as  a  remarkable  record  and 
it  is  a  remarkable  reoinl.  The  tunnels  are 
1.77  miles  in  length.  Five  fatalities  for  177 
million  vehicle  miles  of  travel  is  equivalent 
to  one  fatality  for  each  3.5J  million  vehicle 
miles  traveled  under  practically  ideal  con- 
ditions for  safety. 

Approximately  16  billion  gallons  of 
gasoline  were  consumed  in  highway  travel 
in  this  country  in  1935.  Assuming  the 
average  vehicle  to  travel  12  miles  per  gal- 
lon of  gasoline  consumed,  the  consump- 
tion of  this  gallonage  of  gasoline  resulted 
in  a  probable  traffic  of  192  billion  vehicle 
miles.  If  it  were  possible  to  duplicate  the 
safe  travel  conditions  in  the  Holland  tun- 
nels on  all  of  the  streets  and  highways 
of  this  country,  the  fatality  experience  of 
the  Holland  tunnels  applied  to  the  192 
billion  vehicle  miles  of  highway  and  street 
travel  in  1935  would  result  in  5400  fatali- 
ties for  the  year.  This  serves  to  give  some 
idea  of  the  practical  aspects  of  highway 
safety. 

We  know  that  highway  fatalities  in  cities 
of  over  10,000  population  accounted  for  ap- 
proximately 12,000  of  the  total  fatalities  in 
1035.     It  is  evident,  therefore,  that  despite 


[Twenty-six] 


(December  1936)  California  Hightvays  and  Public  Works 


ideal  tiaffie  conditions  there  will  continue 
to  be  a  staggering  total  of  fatalities  from 
highway  and  street  use. 

There  are  those  who  would  create  the 
impression  that  the  increase  of  fatalities 
in  highway  and  street  travel  is  due  large- 
ly to  the  increased  speed  of  this  travel. 
Accident  statistics  and  other  studies  do 
not  support  this  viewpoint.  As  a  matter 
of  fact  the  total  fatalities  measured  in 
terms  of  highway  and  street  usage  were 
less  in  1935  than  they  were  in  1920  when 
speeds  were  materially  lower  than  they 
are  at  the  present  time. 

DRIVERS     ACQUITTED 

There  were  827,000  accidents  on  streets 
and  highways  in  1935  that  caused  personal 
injuries  from  which  there  were  37,000  fatali- 
ties. Nearly  1,200,000  vehicles  were  in- 
volved in  these  accidents,  95  per  cent  of 
which  apparently  were  in  good  mechanical 
condition. 

It  is  conservatively  estimated  that  there 
are  44  million  drivers  in  this  country  who 
at  various  times  operate  the  26  million  ve- 
hicles. Assuming  that  all  of  the  vehicles  in- 
volved in  accidents  resulting  in  personal 
injury  in  1935  were  at  fault,  these  accidents 
were  caused  by  less  than  3  per  cent  of  the 
drivers  using  the  highways.  As  it  is  un- 
reasonable to  assume  that  every  vehicle  in- 
volved in  these  accidents  was  at  fault  these 
conditions  probably  were  brought  about  by 
not  more  than  2  per  cent  of  the  drivers. 

The  essential  facts  are  that,  regardless 
of  the  speed  at  which  travel  moves  at  the 
present  time,  98  per  cent  of  the  drivers 
operating   vehicles  on   the   highways   were 


not  Involved  in  the  accidents  that  re- 
sulted in  fatalities  or  personal  injury  last 
year.  On  the  face  of  this  record  it  would 
seem  absurd  to  use  the  wealth  of  the  na- 
tion in  building  so-called  foolproof  high- 
ways. A  much  more  logical  approach  to 
the  problem  would  be  to  expend  the 
proper  amount  of  effort  to  keep  the  fools 
off  of  the  highways. 

The  safety  element  has  its  economic  as- 
pects. No  one  will  disagree  that  four-lane 
highways  with  traffic  in  opposite  directions 
separated  by  medium  strips  or  parkways, 
grades  separated  at  intersections,  and  all 
other  details  embodied  in  the  construction 
that  makes  for  highway  safet.v  would  he  a 
nice  thing  to  have  and  contribute  immeas- 
urably to  the  safety  and  pleasure  of  travel. 
However  desirable  they  may  be  they  are  not 
possible  except  on  a  very  limited  mileage  of 
our  State  highway  systems.  Our  State 
highway  systems  comprise  approximately 
324,000  miles  of  highways  that  represent 
the  principal  routes  of  highway  travel  in 
the  State.  In  1932  less  than  2000  miles  of 
this  total  had  been  imjiroved  with  four  or 
more  traffic  lanes. 

Assuming  that  it  would  be  desirable  to 
improve  5  per  cent  of  the  State  highway 
mileage  with  four  or  more  traffic  lanes 
with  opposing  traffic  separated,  grades  at 
intersecting  highways  separated,  border 
roads  to  eliminate  unrestricted  access 
from  abutting  property,  and  sidewalks  for 
pedestrian  traffic  where  needed,  the  ex- 
pense involved  in  this  undertaking  alone 
would  amount  to  approximately  four  bil- 
lion  dollars. 


When  these  figures  are  considere<l  we 
must  admit  that  iu  so  far  as  we  can  visual- 
ize the  future  at  this  time  from  95  to  97 
per  cent  of  the  State  highway  mileage  in 
this  country  may  never  progress  in  improve- 
ment beyond  a  two-lane  highway.  This 
has  an  important  bearing  on  the  safety  as- 
pect. 

ALWAYS   HUMAN   ERROR 

Engineering  ingenuity  can  never  entirely 
compensate  for  human  error  and  the  possi- 
bility of  mechanical  failure.  There  are  defi- 
nite economic  and  practical  limitations  to 
the  highway's  contribution  to  the  safety  of 
highway  travel.  Within  these  limitations 
there  is  no  occasion  to  condemn  the  highway 
engineer  or  the  highway  for  accidents  or 
fatalities  that  result  from  improper  or  care- 
less usage.  The  problem  of  the  highway 
engineer  is  to  strike  a  balance  between  what 
is  wholly  desirable  from  the  standpoint  of 
safet.v  and  convenience  and  what  can  be  ac- 
complished with  the  means  at  his  disposal. 
Experience  has  demonstrated  conclusively 
that  we  can  not  expect  traffic  to  fit  the  roads. 
The  roads  must  be  designed  to  carry  the 
traffic. 

The  obligation  of  the  public  with  respect 
to  motor  vehicle  transportation  can  never 
extend  beyond  providing  roadways  that  may 
be  used  with  safety  by  the  reasonably  careful 
driver.  A  highway  that  can  be  traveled  with 
safety  by  the  reasonably  careful  driver  will 
be  designed  for  the  speed  which  observation 
of  the  general  trend  indicates  will  be  the 
average  for  the  greater  percentage  of  high- 
way traffic  in  the  years  ahead. 

(Continued  on  page  36) 


California  Hightvays  and  'Public  Works  (December  i9}6) 


|Twenty-sevenI 


Beautiflcation  of  Highways 
Inducement  to  Tourist  Travel 


By  MRS.  FRANK  W.  SORELL 

Chairman,  Texas  Citizens'  Highway  Beautification  Organization 


THERE  is  an  increasiug  desire 
(111  the  part  of  the  traveling 
public  for  more  beautiful,  com- 
fortable, and  interesting  highways 
over  which  to  travel.  There  is  a 
matching  desire  of  the  citizens  of  all 
states  to  hear  the  tourists  say  who 
pass  their  way — ' '  It  has  been  a  pleas- 
ure to  travel  through  your  beautiful 
state." 

To  reach  that  standard  of  beauty 
and  comfort  expected  by  the  traveler 
of  today,  a  state  needs  an  organiza- 
tion of  its  citizens  to  cooperate  with 
the  state  highway  officials  and  be 
under  their  guidance.  The  state  high- 
way departments  of  many  states  are 
landscaping  and  keeping  neat  the 
highway  rights  of  way  but  this  lim- 
ited beautification  alone  does  not 
make  a  beautiful  state,  for  the  high- 
way department's  authority  ends 
with  the  city  entrance  and  the  private 
property  line  facing  the  rights-of- 
May. 

A  traveler  does  not  keep  his  eye 
focused  constantly  on  the  roadway. 
His  gaze  wanders  out  to  a  distance 
of  say  300  yards  on  either  side.  He 
is  traveling  for  pleasure.  Although 
the  right  of  way  may  be  beautiful,  he 
finds  himself  being  irritated  by  the 
un.sightly  things  he  sees  in  the  dis- 
tance. Here  is  where  a  big  field  for 
educational  work  by  the  citizens'  or- 
ganization with  the  private  property 
owner  in  regard  to  highway  beautifi- 
cation is  of  value.  All  state  highway 
(le|iartments  are  organized  on  a  some- 
wliat  similar  plan. 

citizens'  organization 

At  the  request  of  the  Texas  State 
Highway  Department,  the  citizens 
formed  an  organization  and  have  been 
working  in  coordination  with  the  De- 
partment for  three  years.  The  high- 
way officials  appointed  a  state  chair- 
man, whose  duty  it  was  to  form  a 
citizens'  organization  for  roadside 
beautification   and  improvement.     In 


^k 


MRS.   FRANK   W.  SORELL 

starting  this  movement  it  was  very 
noticeable  that  the  women  were  al- 
read.y  beauty  conscious  and  attached 
much  importance  to  roadside  beauty. 
Allowing  for  a  few  exceptions,  the 
men  thought  only  of  the  construction 
of  more  miles  of  good  roadbed.  It  is 
amazing,  the  change  in  viewpoint  of 
the  men  since  thej^  have  seen  demon- 
strated what  the  beautification  organ- 
ization has  done  for  the  roads.  Now 
many  men  are  numbered  among  our 
most  enthusiastic  members. 

The  first  thing  I  learned  was  that 
this  work  meant  much  more  than 
rushing  in  and  planting  trees  and 
shrubs  and  sowing  flower  seeds.  Time 
was  taken  to  study  the  type  plan  of 
organization  used  by  the  Texas  State 
Highway  Department.  The  same 
method  of  organization  was  used  by 
the  citizens  so  that  the  two  organiza- 
tions function  .smoothly  together. 

Texas  is  divided  into  twenty-five 
highwav    divisions,    with    a    division 


engineer  centrally  located  in  each 
division.  The  .state  chairman  ap- 
pointed a  woman  division  chairman  in 
each  of  these  twenty-five  divisions, 
living  in  the  same  town  with  the  di- 
vision engineei-,  women  being  chosen 
as  they  usually  have  more  time  to 
give  to  civic  work  than  men.  The 
division  chairmen  are  chosen  for  their 
ability  as  leaders  and  organizers. 

duties  of  division  chairmen 

Immediately  upon  her  appoint- 
ment, this  division  chairman  appoints 
a  county  chairman  in  each  county  seat 
and  takes  up  the  work  of  organizing 
the  counties  in  her  division  into  a 
working  unit.  It  is  her  duty  to  keep 
in  touch  with  her  county  units  and 
report  all  progress  and  assistance  re- 
quired to  her  division  engineer,  or,  if 
further  help  is  needed,  to  report  it  to 
the  state  chairman,  who  will  take  the 
problem  uj:)  with  the  State  Landscape 
Architect  or  State  Highway  Engineer. 
A  division  chairman  appoints  county 
chairmen  or  renews  appointments  in 
each  county  in  her  division  in  May 
of  each  fiscal  year. 

duties  op  county  chairmen 

On  the  county  chairmen  falls  a 
large  mantle  of  woi"k,  for  they  form 
the  county  organizations  and  arouse 
the  interest  of  all  county  citizens  in 
the  movement  to  make  their  county 
an  outstandingly  beautiful  unit  of  the 
state's  plan  for  roadside  improve- 
ment. They  seek  members  from  men's 
luncheon  clubs,  all  women's  clubs, 
chambers  of  commerce,  county  offi- 
cials, county  farm  and  home  demon- 
strating agents,  and  rural  property 
owners  living  adjacent  to  the  state 
highways,  and  city  resident  owners 
whose  property  touches  the  street  that 
is  used  as  the  highway  route  through 
their  city. 

The  county  chairmen  call  the  citi- 
zens together  and  form  the  organiza- 
tion by  electing  all  other  officers  that 


I  Twenty-eight] 


(December  i9}6)  California  Highways  and  Public  Works 


are  needed  for  a  perfected  organiza- 
tion. Then  county  chairmen  appoint 
vice  chaii-men  in  all  the  towns  in  the 
county  that  touch  a  state  highway. 
If  thi.s  method  is  systematically  car- 
ried out  by  each  county  chairman 
there  will  not  be  a  community  in  the 
entire  state  that  will  not  receive  in- 
formation in  regard  to  the  movement 
to  improve  every  mile  of  roadside 
adjacent  to  a  state  highway.  To  sus- 
tain interest,  meetings  of  the  county 
organization  are  called  on  a  desig- 
nated day  of  each  month,  where  the 
definite  achievements  and  new  plans 
are  discussed.  Reports  are  sent  to 
the  division  chairman,  who,  in  turn, 
sends  to  her  division  engineer  and 
state  chairman  reports  of  all  her 
county  chairmen.  In  this  way,  the 
state  highway  officials  are  kept  in 
constant  touch  with  the  work  accom- 
plished by  the  254  counties  in  the 
state. 

L.\NDSCAPE   ARCHITECT   IN    CHARGE 

The  State  Landscape  Architect  fills 
an  important  need  in  the  organiza- 
tion. While  all  citizens'  clubs  and 
private  citizens  are  encouraged  to 
participate  in  this  work,  the  Land- 
.scape  Architect  sees  to  it  that  they  do 
not  interlap  in  their  work.  He  sees 
that  their  plans  are  artistic  and  prac- 
tical, and  that  all  rules  for  safety  are 
followed  out  in  accordance  with  his 
plan  for  the  entire  state. 

Once  a  year  the  State  Highway 
Engineer  calls  a  group  meeting  of 
all  the  division  engineers,  division 
chairmen,  and  coimty  chairmen  to- 
gether with  the  state  chairman  and 
State  Landscape  Architect  where  the 
work  and  needs  of  the  organization 
as  a  whole  are  discussed.  Each 
county  group  must  use  its  own  initia- 
tive in  taking  care  of  the  individual 
needs  of  its  county.  There  are  sev- 
eral committees,  however,  that  are 
recommended  by  the  state  chairman 
for  the  use  of  all  counties.  After  the 
discussion  of  each  of  these  necessary 
committees  there  are  some  slides  to 
be  shown  that  will  help  to  demon- 
strate some  of  the  improvements  that 
have  been  accomplished  in  Texas  by 
the  committees.  Outstanding  among 
them  is  the  one  portraying  what  a 
poor  rural  family  accomplished  in 
making  the  surroundings  of  their 
home  beautiful  with  personal  work 
and  the  expenditure  of  the  small 
anioinit  of  $3.90  in  cash. 

Some  of  these  general  committees 
carried  on  by  the  local  highway  repre- 


sentatives and  citizens'  chairmen  are 

as  follows : 

WAYSIDE   PARKS 

This  committee  secures  as  many 
small  wayside  park  sites  as  are  needed 
bj'  the  department  in  its  county  and 
has  the  land  deeded  to  the  state. 
These  park  sites  vary  in  size  from  a 
half  to  three  acres.  They  must  be 
woodland  or  otherwise  beautiful  spots 
that  are  adjacent  to  the  highway. 
After  the  land  is  deeded  to  the  state, 
the  division  engineer  turns  the  park 
into  the  highway.  Prom  then  on  the 
parks  are  the  State  Highway  Depart- 
ment's care.  They  are  cleared  of  un- 
derbrush and  sodded,  and  ma.sonry 
entrances  and  drives  are  constructed. 
For  those  who  care  for  out-door  cook- 
ing and  eating,  concrete  benches, 
tables  and  fire  places  are  built.  Scat- 
tered over  the  state  are  500  such 
parks  that  are  a  joy  to  those  who  wi.sh 
to  draw  out  of  the  moving  traffic  for 
a  short  rest  or  to  enjoy  a  picnic.  The 
National  Youth  Admini.stration  par- 
ticipated in  the  improvement  of  123 
of  these  parks.  The  rest  were  built 
by  the  state's  regular  maintenance 
forces.  One  thousand  such  parks  are 
the  goal  the  department  has  set  for 
Texas. 

PRIVATE  PROPERTY  ENTRANCES 

This  committee  encourages  all  prop- 
erty owners  with  entrances  into  the 
.state  highways  to  plant  around  their 
entrances,  shrubs  and  trees,  and  if 
possible  to  build  artistic  gateways  of 
rock  and  native  wood  and  in  this  way 
help  to  beautify  the  highways.  A  note 
of  interest  is  given  when  people  place 
the  name  of  their  home  on  the  gate- 
way. 

REMOVAL    OF    SIGNBOARDS 

This  committee  tries  to  get  the 
property  owners  adjacent  to  the  high- 
way right  of  way  to  remove  all  signs 
on  their  property  and  to  be  particu- 
larly careful  to  remove  all  signs  that 
have  been  nailed  on  the  trees  as  these 
are  a  menace  to  the  health  of  the  tree. 
The  committee  also  tries  to  keep  as 
many  signs  as  possible  from  city  en- 
trances by  appealing  to  the  merchants 
not  to  use  the  signboard  as  a  medium 
of  advertising. 

BEAUTIFUL   CITY  ENTRANCES 

The  planting  of  trees,  blooming 
shrubs,  and  evergreens  indigenous  to 
the  county  help  to  make  the  city  en- 
trance attractive.  A  number  of  cities 
have  added  oi'iiamental  rock  work  and 


pillars,  also,  giving  the  entrances  the 
name  of  some  historic  person. 

BEAUTIFICATION  AROUND  PUBLIC 
BUILDINGS 

This  committee  encourages  the  idea 
of  beautification  and  improvement 
around  all  public  buildings  such  as 
the  court  house,  po.st  office,  churches 
and  public  schools.  The  chairmen  of 
these  county  committees  working  with 
the  chairman  of  school  boards,  county 
judges  and  commissioners,  are  show- 
ing outstanding  improvement  in  the 
landscaping  surroundings  of  public 
school  buildings  and  court  houses. 

COMMITTEE  ON  CONTESTS 

The  State  Highway  Department 
cooperated  with  the  citizens  this  year 
by  having  three  contests.  In  each 
county  an  attractively  decorated 
plaque  was  awarded  to  the  most  at- 
tractive gasoline  station  located  on  a 
state  highway :  a  similar  award  was 
made  for  a  public  school  that  had  its 
entrance  on  a  state  highway ;  and  an 
award  was  made  to  a  private  property 
owner  living  adjacent  to  a  state  high- 
way whose  home  came  up  to  the  high- 
est standard  of  neatness,  landscaping 
and  general  arrangement.  The  citi- 
zens' group  handled  these  contests. 

BEAUTIFICATION  AROUND  RURAL  HOMES 

This  committee  encourages  the 
home  owner  to  keep  the  land  between 
his  home  and  the  highway  clean,  to 
remove  all  unsightly  utility  places  to 
the  rear  of  his  home  and  if  this  is 
impossible,  then  to  screen  them  from 
view  of  tlie  traveling  public  with 
evergreens. 

GASOLINE    STATIONS    COMMITTEE 

This  committee  encourages  all  gaso- 
line stations  to  be  neat,  to  remove  aU 
unsightly  posters  littering  up  the  sta- 
tions, to  keep  sanitary  restrooms,  to 
use  native  shrubs  as  much  as  possible 
in  landscaping  aroimd  their  stations, 
and  to  keep  them  in  general  good 
repair. 

The  mail  boxes  that  heretofore  have 
been  unsightly  because  they  were 
nailed  to  various  types  and  sizes  of 
posts  are  now  being  standardized  by 
the  State  Highway  Department.  The 
boxes  are  being  placed  on  a  regulation 
removable  4x4  pine  pedestal  placed  in 
a  concrete  base.  The  department 
paints  the  boxes  and  pedestals, 

"Say,  porter,  did  you  find  a  big  roll  of 
money  under  my  pillow?" 

"Yessuh.  I  did,  suli,  and  I  thanks  you, 
suh.  very  much,  suh." 


California  Highways  and  Public  Works  (December  i9ib) 


\  Twenty-nine  ] 


Divided  Roadway  Design  for 
Multiple  Lane  Highways 


By  FRED  J.  GRUMM 

Engineer  Surveys  and  Plans,  California  Division  of  Higfiways 


THE  divided  roadwHv  is  a 
method  of  defining  in  a  manner 
satisfactory  for  prevailing 
speeds  and  eharaeteristics  tlie  paths 
on  which  vehicles  traveling  in  oiijxis- 
ite  directions  may  operate  withont 
conflict.  It  is  not  a  recent  innovation. 
Excellent  examples  constructed  years 
ago  are  to  be  found  in  many  parts  of 
our  country. 

The  relatively  small  volume  of 
traffic  and  lower  rates  of  speed  in  the 
earlier  days  of  highway  development 
hardly,  if  at  all,  jiistified  the  addi- 
tional cost  of  this  refinement.  We 
were  still  struggling  with  the  problem 
of  getting  the  traffic  "out  of  the 
mud."  Two-lane  roads,  well  sur- 
faced or  paved,  were  the  adequate 
solution  for  so  nearly  every  case  that 
the  few  multiple  lane  roads  were 
really  curiosities. 

The  15-  or  16-foot  ])avements,  with 
invisible  center  line  outlived  their 
capacity  and  usefulness  when  the 
marginal  and  central  latitude  for  two 
6-foot  vehicles  was  pinched  by  in- 
creased speed  of  operation.  Wider 
trucks  hastened   the   obsolescence. 

CAME  THE  TRAFFIC  STRIPE 

Then  followed  the  almost  universal 
designation  of  10-foot  traffic  lanes,  at 
first  depending  on  the  unmarked 
neutral  central  area  and  then  having 
the  division  outlined  or  defined  by 
the  traffic  stripe.  The  longitudinal 
construction  joint  in  the  cement  con- 
crete pavement  served  a  like  pur- 
po.se.  Addition  of  wider  shoulders, 
adequately  treated,  induced  the 
motorist,  for  a  time  at  lea.st,  to  ply 
closer  to  his  respective  edge  of  the 
road  and  away  from  the  more  sci'ious 
soui'ce  of  interference. 

Designs  so  constructed,  marked  and 
signed  M'cre  and,  for  most  of  our 
highway  mileage,  sliil  ari'  xcry 
efficient.  If  used  undei-  luu-iiial  ex- 
jn'ctation    of   I'easonable   ciii-c   on    llie 


FRED  J.   GRUMM 

part  of  the  traveling  public,  it  is 
doubtful  that  separation  of  traffic  by 
furtJier  division  raises  the  efficiency 
rating. 

]Most  of  our  State  highway  mileage, 
has  and  probably  always  M'ill  have 
a  two-lane  standard  with  shoulder 
width  and  border  treatment  consistent 
with  the  amount  of  traffic  or  with  the 
zones  of  curvatures  that  indicate 
rational  speed.  On  a  large  mileage  of 
our  roads,  volume  of  trafilic  will  not 
justify,  for  indefinite  period,  inore 
IliMu    a    two-lane    standard. 

Although  a  two-lane  standard  is 
the  minimum  required  or  constructed 
on  practically  all  of  this  mileage, 
much  of  it  carries  a  traffic  volume 
that  earns  less  in  gasoline  tax  than 
the  cost  of  construction  and  main- 
tenance. 


Continued  improvement  of  greater 
mileage  of  these  secondary  roads, 
]andsca])ing,  grade  separation,  wider 
right  of  way,  relocation,  etc.,  eating 
up  the  earnings  of  the  more  heavily 
traveled  multilane  roads,  do  not  per- 
mit us  to  go  to  a  divided  road  design 
where  only  a  two-lane  capacity  is 
justified.  ^loreover,  dividing  two 
lanes  by  a  separating  stri]),  without 
going  to  a  four-lane  standard  would 
probably  lead  to  additional  hazard 
because,  since  the  separation  must  be 
on  a  level  crown  to  allow  for  passing, 
traffic  would  use  it  carelessly  for  a 
passing  lane. 

This  leads  to  the  conclusion  that 
the  principle  of  divided  roadways 
should  be  applied  only  for  more  than 
two-lane  traffic.  Relief  from  hazard 
on  the  two-lane  road  may  come  from 
widening-  of  the  lanes,  however,  not 
to  the  extent  of  inviting  risk  of  three- 
lane  use.  Also  by  proper  shoulder 
treatment. 

TliKEE-LANE   HIGHWAYS 

Where  traffic  volume  requires  we 
have  been  building  a  divided  two- 
lane  road.  But  instead  of  being  so 
called  it  has  been  termed  a  three-lane 
roadway — and  incidentally  some  othei' 
unpleasant  and  misleading  names. 
This  design  depends  on  a  central 
width  safe  for  passing  which  means 
that  it  be  at  least  10  feet  wide.  It 
does  not  admit  of  interior  curbs  or 
appreciable  roll  in  crown  for  the 
central  strip. 

Unnecessary  dexiation  from  I  he 
outer  lanes  is  discouraged  by  striiiing. 
Additional  encouragement  for  the 
driver  to  stay  within  his  lane  can  be 
provided  by  special  design  such  as 
variation  in  type  of  surface.  For 
instance  with  two  outer  lanes  con- 
structed of  Portland  cement  concrete 
and  the  central  lane  of  bituminous 
type  or  asphalt  concrete: 


iThirtyl 


(December  i9i6)  California  Highways  and  Public  Works 


^jsss«s»5i»,>;'5^^*!»»n-'. 


This   view   of   section   of    East    Bay   approach   to   San    Francisco- Oakland    Bay    Bridge   shows   one  type   of   divided    highway    where   a 
central    raised   strip    is  used   for   illumination   standards. 


0  33'Road-MiK  SurFaci 


Typical    cross   section    plan    of    divided    roadway    with    raised    dividing   strip. 


^p 


Typical    cross  section   plan   of  divided   roadway  with  6  feet  to   10  feet  separation. 

lollPlart-MlxecU 
Surfacing    ^ 

'orHand  Cemenh  Conc^e^e  Pavement-  —  ^    Pofhand  Cement  Concrefe 20'PorHand  C  hr  y     o  k *- 

-O^'l-o  3^0' Slope        055j^^l^M  "    jt^ /i  °,^^t.  '''  fo  3''-  Slope  - 

4-  '^6.5'ExisHng  Pavement        J'.T^'p'C  c'pavemenK  Plug       '  1  |  I  p- Membrane   Seal f^'     I      ""^      "^  '  ~^  ■ 

f- 30'orl25' '-pJ'-f- 6'-         4-J'-f  2'-1 6' -f  2'-J- J--(^3'-^J 3'-- p  2' -|-  2'~  -         6'            —       —    —  '  —       - 


[-— Planh-u;, 


Existing  PCC  Curb       Variable  Slope 


OS'E.istinq  Pav£ 


II  5' 

Typical   cross   section    plan   of   divided    roadway   with    raised    dividing    strip    and    curbs    used    where    light    standards    are    installed. 


VCr,,s/,.r   R„n  Sa,c--j       '  •-'«'  \aSt\oo^els-     M  i  aiO' Crusher  ff„„  fl.,„  ' )  ''■■' "" "'"'■'tio'  ^^'^ 

Three-lane   roadway    with   variation    in    surfacing    of    lanes.      Convertible   into  divided  4-lane   roadway   by   addition   of   lanes  and 

conversion    of   center    lane   into    separation    strip. 


-  ?0P(!rll3r\aCfmtnlCcncrc>r:Psvtm6nl 


»■ +?-H 6- — ■2;-!-^!-\ —  <■ l-^-t—    -«■ 


Typical    cross   section    plan    of    divided    roadway    with    roads   at    different  levels. 

California  Hightvays  and  Public  Works  (Dcccmtn-r  i9M) 


[Thirty-one] 


1.  There  is  a  contrast  in  surface 
that  plainly  outlines  individual 
lanes ; 

2.  The  rougher  surface  of  the 
dividing  lane  reduces  traffic  to  keep 
on  or  return  to  the  hard,  smooth 
outer  lane ; 

3.  A  strong,  smooth  pavement  is 
furnished  in  the  two  outside  lanes 
where  the  slower  moving  trucks 
normally  travel  and  impose  the 
greater  stresses; 

4.  The  lighter  type  of  surface  is 
placed  at  a  saving  in  cost  where 
smaller  wear  and  less  frequent  loads 
occur; 

5.  The  design  is  adaptable  to 
future  expansion  into  a  divided 
multiple  lane  highway  by  additional 
outer  lanes  at  which  time  or  subse- 
quently the  central  strip  can  be  re- 
vised into  a  separation  by  planting 
or  otherwise. 

THREE-LANE   TRANSITIONS 

In  the  progressive  steps  of  expand- 
ing our  State  highways  to  adequately 
serve  increasing  traffic  volume,  the 
three-lane  pavement  or  surfacing 
widths,  as  transitions  between  two  and 
four-lane  capacity  roads  are  well  serv- 
ing an  economic  measui-e.  Their 
efficiency  has  been  demonstrated  par- 
ticularly under  peak  loads  and  where 
at  times  unequal  volumes  of  traffic 
pass  in  opposite  directions.  It  has 
been  frequently  observed  how  quickly 
the  congestion  on  a  two-laue  pave- 
ment completely  disappears  when 
traffic  passes  onto  the  three-lane  sec- 
tion. 

The  actual  hazard  of  vehicles  con- 
tending for  the  central  lane  has  been 
overrated,  as  the  three-lane  roads, 
when  constructed  as  they  should  be, 
are  safe  where  ample  sight  distance  is 
available  and  where  an  adequate 
shoulder  width  and  treatment  can  be 
provided. 

We  find  in  California  reports  for 
the  first  half  of  the  1936  calendar 
year,  for  instance,  that  the  per- 
centage of  accidents  per  vehicle  mile 
of  traffic  is  almost  the  same  whether 
for  two,  three  or  four-lane  roads. 
Omitting  accidents  that  involved  only 
single  vehicles,  or  about  one-third  of 
all  accidents  reported  and,  which  by 
their  nature  have  little  bearing  on  this 
relation  of  roadway  widths,  we  find 
that,  where  two  or  more  vehicles  are 
involved,  "approaching  accidents" 
are  very  little  more  frequent  than 
"overtaking  accidents"  on  three-lane 
roads  although  considerably  in  excess 
on  two-lane  roads. 


[Thirty-two! 


FAVORABLE    ACCIDENT    PERCENTAGE,^ 

This  evidence  is  contrary  to  tlie 
impression  that  on  the  three-lane 
road,  contention  for  the  central  lane 
is  the  one  great  source  of  trouble. 
Still  further  reflecting  a  relatively 
consistent  performance  on  three-lane 
roads,  the  records  show  the  three-lane 
roads  compare  favorably  with  the 
two-lane  roads  in  the  percentage  of 
accidents  involving  two  or  more 
vehicles  caused  by  vehicles  turning 
from  the  same  road  and  by  vehicles 
conflicting  from  intersecting  roads. 
Tlie  percentages  of  these  kinds  of  acci- 
dents are  higher  on  four-lane  roads 
than  on  either  three-lane  or  two-lane 
roads. 

I  want  to  stress  the  importance  of 
a  practice  or  policy  embodying  this 
progressive  type  of  expansion  in  ca- 
pacity of  our  highways,  when  increas- 
ing traffic  volume  demands  greater 
service  than  is  afforded  by  the  two- 
lane  road,  few  states  have  the  avail- 
able revenues — we  have  not  in  Cali- 
fornia— to  jump  from  the  two-lane 
road  to  divided  four-lane  construction 
long  before  the  traffic  volume  requir- 
ing that  capacity  is  reached,  espe- 
cially when  this  condition  is  presented 
in   many  instances. 

ECONOMY  IN  ADAPTATION 

We  are  presented  with  the  situation 
of  having  to  adapt  or  bring  to  a  more 
adequate  state  of  improvement  high- 
way .systems  composed,  in  the  vast 
majority,  of  roads  already  existing 
and  partially  improved ;  of  making 
these  roads  serve  the  purpose  by  re- 
vision of  grade  or  alignment  when 
necessary,  by  widening  and  by  the 
addition  of  refinements  that  produce 
safety  and  comfort  of  travel.  In  but 
the  smallest  fraction  of  cases  are  we 
building  entirely  new  roads.  To  ac- 
complish this  task  properly  and  eco- 
nomically seems  to  me  the  most 
important  phase  of  the  problem. 

Dealing  with  roads  of  four  or  more 
lanes  the  po.ssibilities  for  variety  of 
design  are  greater  and  conditions  are 
presented  for  closer  application  of 
highway  economies.  Eacli  problem 
must  be  approached  on  its  own  merits 
but  for  purposes  of  discussion  we  may 
consider  divided  multiple  roadways : 

1.  As  in  reconstruction  adaptable 
to  existing  pavements ; 

2.  As  in  new  pavement  construc- 
tion. 

In  each  case  character  of  improve- 
ment is  influenced  or  determined  by 
conditions  presented  in  three  loca- 
tions : 


(a)  An  open  rural  highway;  (b) 
an  immediate  urban  approach;  (e) 
an  avenue  within  a  developed  munici- 
pality. 

Under  the  first  class :  Adapting  ex- 
isting roadways  to  divided  four-lane 
or  multiple  lane  roadway,  we  may 
enumerate  a  number  of  cases : 

INTERMEDIATE  TYPE  SURFACE 

Case  1.  Two-lane  roadway  with 
intermediate  type  of  surface.  Per- 
haps an  unusual  situation  since  traffic 
volume  would  ordinarily  require  a 
higher  type  of  pavement,  but  which 
might  occur  when  utilizing  a  second- 
ary road  for  new  primary  routing. 
Solution  is  more  or  less  simple.  Lends 
itself  readily  to  progressive  step  con- 
struction. 

Case  2.  Two-lane  roadway  with 
high  type  pavement.  Probablj'  the 
predominant  case.  Several  methods 
present  themselves  for  consideration : 

(a)  Construction  of  dividing  strip 
and  two  additional  lanes  all  on  one 
side  if  not  limited  b,y  right  of  way 
considerations. 

(b)  Destroying  or  covering  all  or 
part  of  one  lane  for  dividing  strip 
and  building  one  new  lane  on  one  side 
and  two  on  the  other,  or  equal  addi- 
tional width  on  each  side. 

(c)  Jacking  lanes  apart  if  Port- 
land cement  concrete  and  of  design 
practicable  to  that  method.  (Thick- 
ened edge  section  presents  difficulty.) 

ON  DIFFERENT  GRADES 

(d)  Building  a  separate  two-lane 
roadway  adjacent  to  existing  road  but 
even  on  different  grades,  brought  to- 
gether frequently  enough  for  cro.ss- 
overs. 

(e)  Converting  by  progressive  con- 
struction first  into  three-lane  and 
later  to  four-lane  type  by  adding  in 
the  first  step  additional  width  re- 
quired for  dividing  strip.  Most  easily 
accomplished  when  resurfacing  is  in- 
dicated. 

Case  .J.  Three-lane  roadway  with 
intermediate  type  of  surfacing.  Again 
perhaps  an  unusual  condition. 

Case  4.  Three-lane  roadway  with 
high  type  pavement.  This  presents 
again  the  more  usually  encountered 
condition  and  a  greater  loss  of  orig- 
inal investment  to  provide  for  con- 
version to  the  divided  four-lane 
design.  These  roads  where  naturally 
constructed  with  intention  of  adding 
a  fourth  lane,  are  usually  decentered 
as  to  right  of  way  on  this  accoiuit. 

An  exception  is  where  the  central 

((•(intiiui.c]    nil    iKiRe    :is;i 


(DC 


i9}6)  California  Hightvays  and  Public  Works 


Forty-four  States  Represented  at  Highway  Convention 


(Continued  friini  paj^e  21) 


with  the  transition  from  two  to  three, 
three  to  four,  four  to  five  or  six  lane 
roads.* 

Subjects  discussed  by  the  Road 
Construction  Group  covered  a  wide 
range  and  included  bituminous  treat- 
ments on  the  basis  of  local  materials, 
compaction  of  fills,  specifications  for 
concrete  pavements  and  specifications 
for  bituminous-filled  brick  pavements. 
E.  C.  Lawton,  Chairman,  Commission 
on  Road  Construction,  New  York, 
presided,  and  among  the  speakers 
were  H.  C.  Coons.  Michigan;  E.  M. 
Turner,  Construction  Engineer,  Ten- 
nessee, and  C.  M.  Hathaway,  Illinois. 

Leading  off  with  a  talk  by  T.  H. 
Dennis,  Maintenance  Engineer,  Cali- 
fornia Division  of  Highways,  on  the 
subject :  "Maintenance  of  Detours  on 
Construction  Projects  Under  Heavy 
Traffic,"**  the  Maintenance  Group 
discu.ssed  such  topics  as  winter  main- 
tenance of  slippery  pavements,  rela- 
tion of  maintenance  cost  caused  by 
climatic  conditions  and  that  caused 
by  traffic,  maintenance  of  roadside 
trees  and  shrubs  and  repair  and  main- 
tenance of  plain  and  reflector  signs. 

The  sessions  of  this  group  were 
liresided  over  by  R.  H.  Baldock, 
Oregon  State  Highway  Engineer,  and 
among  the  speakers  were  G.  H.  De- 
lano, Massachusetts ;  J.  B.  Early, 
Texas,  and  J.  N.  Bishop,  Oregon. 

The  general  and  main  topic  of  the 
Roadside  Planting  and  Development 
Group,  conducted  by  John  L.  Wright, 
Connecticut,  had  to  do  with  means  of 
reducing  the  maintenance  cost  of  im- 
proved roadside  areas. 

TALK    ON    PLANNING    SURVEYS 

Governor  Philip  F.  La  Follette  of 
Wisconsin  was  scheduled  to  deliver  an 
address  at  Tuesday  afternoon's  gen- 
eral session  on  "The  Financing  of 
Public  Works,"  but  was  unable  to 
attend  the  convention.  The  delegates 
listened  to  an  enlightening  talk  by 
H.  S.  Fairbank,  Chief,  Division  of  In- 
formation, U.  S.  Bureau  of  Public 
Roads,  on  the  subject:  "State-wide 
Highway  Planning  Surveys." 

With  Vice  President  L.  V.  Murrow 
of  Washington  in  the  chair,  the  gen- 
eral session  of  Wednesday  morning 
proved  an  interesting  one  due  to  ad- 

*  Paper  road  by  Mr.  Grumm  appears  on 
page  an. 

•*  Remarks  by  Mr.  DennLs  appear  on 
page   111. 


dresses  by  three  outstanding  author- 
ities on  "Highway  Safety." 

R.  B.  Toms,  Chief,  Division  of  De- 
sign, U.  S.  Bureau  of  Public  Roads, 
Washington,  D.  C,  treated  the  subject 
from  the  angle  of  ' '  Properly  Designed 
and  Constructed  Highways."* 

AUTO  INDUSTRY  REPRESENTED 

D.  G.  Roos,  South  Bend,  Indiana, 
Technical  Advisor  to  the  Stude- 
liaker  Corporation,  and  former  presi- 
dent of  the  Society  of  Automotive 
Engineers,  read  a  paper  jointly  pre- 
pared by  himself  and  Paul  G.  Hoff- 
man, president  of  Studebaker  Cor- 
poration, addressing  himself  to  "The 
Construction  and  Supervision  of  the 
Motor  Vehicles  Wliich  Use  the  High- 
ways." ** 

As  Director,  Public  Safety  Divi- 
sion, National  Safety  Council,  Chi- 
cago, Sidney  J.  Williams  devoted 
himself  to  the  subject:  "Responsi- 
bility of  and  Control  Over  the  Driver 
on  tlie  Highways." 

At  the  conclusion  of  the  addresses, 
the  Standing  Committees  of  the  As- 
sociation, of  which  there  are  fifteen, 
went  into  executive  sessions. 

Meanwhile,  many  of  the  ladies  at- 
tending the  convention  enjoyed  seeing 
San  Francisco,  the  city's  two  great 
bridges,  the  site  of  the  1938  Expo- 
sition and  other  points  of  interest 
from  the  air.  As  guests  of  the  Divi- 
sion of  Highways,  as  many  of  the 
wives  of  delegates  as  desired  were 
taken  on  aeroplane  trips  from  Mills 
Field  beginning  at  9.30  Wednesday 
morning.  They  were  taken  to  the 
field  from  the  St.  Francis  Hotel  in 
convention  automobiles  and  returned 
in  time  for  lunch. 

VISIT  BAY  BRIDGE 

All  in  all,  Wednesday  was  a  very 
active  day  for  both  delegates  and  their 
ladies.  Leaving  the  St.  Francis  at 
1.30  p.m.,  the  visitors  were  taken  in 
automobiles  across  the  San  Francisco- 
Oakland  Bay  Bridge  to  the  University 
of  California  campus,  where  they 
stopped  for  ten  minutes ;  were  then 
driven  through  Oakland,  back  across 
the  bridge  to  the  San  Francisco 
Embarcadero,  thence  along  San  Fran- 
cisco's famous  waterfront  to  the 
Marina  and  through  the  Presidio,  one 

•*  Mr.  Roos'  address  begins  on  page   12. 


of  the  most  charming  of  scenic  trips 
of  which  the  city  by  the  Golden  Gate 
boasts.  The  sightseers  were  returned 
to  their  hotels  at  5  o'clock  in  time  to 
prepare  for  the  dinner  tendered  them 
in  the  St  Francis  Hotel  by  the  State 
Division  of  Highways. 

From  an  entertainment  point  of 
view,  the  dinner  was  the  highlight  of 
the  convention. 

The  Colonial  and  Italian  banquet 
rooms  of  the  St.  Francis  proved  in- 
adequate to  hold  the  hundreds  of 
guests  at  the  banquet  and  Parlors  A 
and  B  on  the  mezzanine  floor  were 
utilized  to  accommodate  the  overflow. 
The  dinner  attendance  was  the  largest 
in  the  history  of  the  hotel. 

BANQUET  GAY  AFFAIR 

Leo  Carrillo,  noted  Hollywood 
movie  actor  and  Native  Son  was 
master  of  ceremonies  and  Miss  Jean 
Parker,  M.  G.  M.  screen  star,  was 
guest  of  honor. 

At  the  conclusion  of  the  dinner, 
tables  were  cleared  out  of  the  two 
large  banquet  halls  and  the  guests 
were  seated  for  the  entertainment  to 
come.  To  Director  Earl  Lee  Kelly 
of  the  Department  of  Public  Works 
fell  the  pleasant  duty  of  introducing 
the  prominent  guests  at  the  speaker's 
table  and  Master  of  Ceremonies 
Carillo, 

Only  one  speech  was  permitted  and 
the  honor  of  making  that  was  dele- 
gated to  Governor  Frank  F.  Merriam. 

The  Governor  was  in  high  good 
liumor  and  his  facetious  remarks,  in- 
terspersed with  serious  description  of 
the  glories  of  California  and  the  mag- 
nitudinal  accomplishments  in  road 
building  and  bridge  construction  of 
the  Division  of  Highways,  made  an 
outstanding  contribution  to  the  eve- 
ning's program. 

Under  the  infectious  direction  of 
Leo  Carillo  the  entertainment  moved 
along  in  swing  time  and  the  singers, 
dancers  and  other  artists  who  took 
part  were  repaid  with  generous  ap- 
plause for  their  contributions. 

Two  addresses  featured  the  general 
session  of  Thursday  morning.  L.  V. 
Murrow,  Director  of  Highways, 
Washington,  talked  on  "Interesting 
and  T^nnsual  Mountain  Road  Con- 
struction,"   and     H.    S.    Mattimore, 

(Continued  on  page  4(1) 


California  Highways  and  Public  Works  (December  i9i6) 


[Thirty-three] 


Auto  Manufacturers  Interested  in  Highway  Safety  Campaigns 


speed  about  fifteen  miles  jier  hour. 
The  wiklest  visionary  could  not  have 
foreseen  that  28  years  later  there 
would  be  27,000,000  motor  vehicles 
averagiuff  40  to  45  miles  per  hour, 
i-unning  up  a  yearly  total  of  200,- 
000,000,000  ear  miles  per  year  which, 
translated  into  terms  of  passenger 
miles,  would  be  at  least  400.000,000,- 
000  passenger  miles  per  year.  In  the 
light  of  these  figures  it  is  astonishing 
that  accidents  and  fatalities  are  not 
more  than  they  actually  are  when  one 
considers  this  gigantic  growth  in  both 
density  and  speed  of  traffi  . 

BETTKR  AND  SAFER  ROADS 

In  1908,  apart  from  a  few  miles  of 
macadam,  our  roads  were  dirt,  sand, 
and  gravel.  Since  then,  we  have  built 
nearly  1,000,000  miles  of  improved 
gravel  and  200,000  miles  of  concrete 
and  macadam.  We  have  two  lane, 
three  lane,  four  lane,  and  six  lane 
highways.  Yet,  as  spectacular  as  the 
development  has  been,  we  are  face 
to  face,  in  our  opinion,  with  the  need 
of  even  more  spectacular  develop- 
ment than  we  have  had  since  1908. 
"We  need  more  highways,  and  we  need 
better  highways  and  safer  highways. 
AVe  have  mutually  a  difficult  problem 
in  education  and  control  of  our  40,- 
000,000  motor  vehicle  operators.  We 
have  mutually  a  problem  in  building 
safer  motor  vehicles. 

^Manufacturers  have  been  accused  of 
building  cars  and  trucks  that  are  too 
powerful,  or  too  fast,  for  general  use. 
What  we  manufacturers  have  done  in 
the  intere.st  of  safety  I  propose  to  tell 
you.  What  more  can  still  be  done  is 
a  matter  for  collaboration  and  dis- 
cussion. 

Let  us  point  out  that  we  must  de- 
sign and  build  to  meet  public  demand 
or  else  go  out  of  business.  The  public 
wants  power  and  performance.  They 
will  reject  and  refuse  to  buy  a  prod- 
uct which  is  retrogressive  as  regards 
any  of  the  fundamentals  of  perform- 
ance no  matter  what  attributes  the 
vehicle  may  have.  That  safety  is  and 
always  has  been  a  vital  consideration 
in  motor  ear  design  I  propose  to  touch 
on  now. 

Although  human  progress  in  me- 
chanical arts  moves  at  a  very  rapid 
pace  today,  progress  is  made  by  such 
gradual  increments  that  we  rapidly 
accept  improvements  and  incorporate 


them  in  our  daily  economy,  losing 
completely  consciousness  of  tlie  gains 
made  until  we  stop  and  momentarily 
look  back,  making  comparisons  be- 
tween "then"  and  "now." 

From  the  very  beginning  the  first 
pioneer  builders  and  designers  of 
motor  vehicles  have  had  the  im- 
portance of  designing  safety  into  their 
vehicles  drilled  into  them  by  grim 
necessity.  For  no  sooner  had  they  suc- 
ceeded in  getting  a  motor  vehicle  de- 
signed and  built,  that  would  run  with 


Resolution  No.  6 

Federal  Trust  Funds 

WHEREAS,  On  regular  Fed- 
eral Aid  highway  projects  it  is 
the  custom  to  advance  the  Fed- 
eral share  and  to  secure  reim- 
bursement; and 

WHEREAS,  This  method  of 
payment  takes  up  for  a  time 
State  funds  that  otherwise 
might  be  used  to  provide  addi- 
tional construction;  and 

WHEREAS,  This  method 
does  not  permit  the  fullest  use 
of  available  State  funds;  now 
therefore 

BE  IT  RESOLVED,  That 
this  Association  recommend  to 
the  Congress  that  an  amend- 
ment be  passed  to  the  Federal 
Highway  Act  that  will  permit 
advancing  regiilar  Federal  Aid 
funds  as  has  been  done  with 
National  Industrial  Recovery 
highway  funds  in  establishing 
the  Trust  Account  revolving 
funds. 


a  fair  degree  of  regularity  than  it  be- 
came the  target  for  the  distrust  and 
animosity  of  every  lover  of  horse 
flesh  and  every  competing  form  of 
transportation  and  for  ridicule  on  the 
part  of  the  general  public. 

ENGINEERING  PROBLEMS 

And  it  may  be  noted  here  that  the 
first  vehicles  built  were  dangerous. 
Mechanical  failures  were  frequent. 
Brakes  were  brakes  in  name  only. 
Fire  haznrd  and  explosion  hazard 
was    a    thing    to    be    reckoned    with. 


Steering  was  poor,  the  entire  problem 
being  but  little  understood.  Perform- 
ance consisted  in  merely  getting  the 
vehicle  to  go  somehow,  but  to  go.  The 
passengers  had  little  or  no  comfort  or 
protection  from  the  weather.  A 
journey  of  100  miles  was  a  fatiguing 
adventure,  but  having  all  the  thrills 
of  a  voyage  of  discovery. 

You  see,  therefore,  that  the  automo- 
tive engineer  was  before  the  bar  of 
opinion  to  demonstrate  that  the  motor 
car  could  be  made  a  safe  means  of 
transportation.  The  problem  was  a 
difficult  one  because  outside  of  the 
question  of  safety,  so  many  other  engi- 
neering problems  arose  in  connection 
with  the  vehicle  itself  to  make  it  per- 
form reliably  and  satisfactorily. 

When  the  motor  car  industry  got 
under  way  at  the  beginning  of  the 
centurj',  alloy  steels  were  little  known 
and  little  used  except  in  ordnance. 
The  demands  for  better  steels  required 
for  automotive  equipment  stimulated 
the  science  of  metallurgy,  in  fact, 
subsidized  and  created  it  with  the  re- 
sult that  one  new  alloy  steel  after 
another  was  invented.  Heat  treat- 
ments perfected  and  the  physical 
properties  of  steels  and  their  resist- 
ance to  fatigue  multiplied  by  2^  and 
even  3.  Today  the  largest  consumers 
of  alloy  steels  are  the  motor  vehicle 
manufacturers. 

MECHANICAL  FAILURES  FEW 

The  tonnage  of  alloy  steel  in  rela- 
tion to  carbon  steel  is  mounting  stead- 
ily and  invading  other  industries, 
particularly  the  railway  and  aviation 
industries.  Today  so  perfect  is  the 
control  of  alloy  steel  manufacture,  so 
high  the  quality  of  the  steel  and  ac- 
curate the  treatment,  that  mechanical 
failures  due  to  defective  material  are 
but  a  minute  percentage  of  the  few 
mechanical  failures  that  occur. 

Perhaps  in  no  one  single  item  has 
more  jjrogress  been  made  in  the  direc- 
tion of  safe  motor  ears  than  in  body 
design  and  construction.  Those  of 
you  who  can  remember  the  motor  car 
of,  say,  1904,  can  recall  an  open  car 
with  the  passengers  perched  on  the 
top,  back  to  back,  or  in  a  tonneau 
with  a  door  on  the  back,  out  of  which 
occasionally  an  incautious  passenger 
fell. 

The  windshield,  when  there  was 
one,  flimsily  attached  to  the  da.sh,  the 


[Thirty-four] 


(December  i9}6)  California  Highways  and  Public  Works 


Official  welcome  at  Mills  Field  for  distinguished  guests  of  American  Association  of  State  Highway  Officials.  Left  to  right:  Leo 
Carrillo,  noted  movie  actor,  who  was  master  of  ceremonies  at  annual  banquet  of  Association;  Earl  Gilmore,  president  of  Gilmore  Oil 
Co.;  Jean  Parker,  Hollywood  star,  who  was  guest  of  honor;  Earl  Lee  Kelly,  Director  of  Public  Works;  Justus  F.  Craemer,  Assistant 
Director  of   Public   Works. 


stmu-lun'  fit'  wdod  glued  and  screwed 
together  and  covered  with  aluminum 
or.  if  it  happened  to  be  a  sedan,  a 
body  high  in  the  air,  unstable  and 
with  no  inherent  structural  strength, 
wliicli  broke  open  like  a  strawberry 
box  in  event  of  a  crash ;  baggage  piled 
on  the  top  of  the  roof,  careening 
along  the  road  like  a  ship  in  a  gale. 

The  wooden  structure  entailed 
heavy  hinge  and  door  pillars,  as  well 
as  thick  windshield  pillars,  which  re- 
sulted in  bad  visibility  and  blind 
s]iots.  Huge  windows  and  wind- 
shields of  plate  glass  added  to  the 
hazard  of  an  accident.  Today,  the 
all-steel  automobile  body  is  to  safe 
travel  in  the  automobile  what  the  steel 
pullman  and  .steel  passenger  coach  is 
to  safety  in  railway  travel.  Not  only 
is  the  structure  of  the  body  lighter 
and  stronger,  but  it  no  longer  is  con- 
sidered separate  from  the  chassis  and 
contributes  enormously  to  the  strength 
of  the  combined  assembly  of  body  and 
chassis.  Its  ability  to  resist  impact. 
to  bend,  or  yield  with  high  resistance 
and  not  break  up  is  a  real  safeguard 
in  an  accident.  Steel  permits  nar- 
rower door  posts  and  hinge  pillars, 
as  well  as  windshield  pillars,  and 
hence  gives  better  vision. 

To     further     improve    vision,    the 


windshield  wijier  was  devleoped,  first 
hand  operated,  and  then  power 
operated,  and  now  the  defroster  is 
oifered  to  eliminate  the  very  danger- 
ous effects  of  frosted  or  cloudetl  wind- 
shields. Only  a  few  years  ago  we  had 
to  drive  with  open  windshields  in  a 
storm  if  we  wished  to  see. 

The  open  car  has  almost  disap- 
peared, and  with  it  the  hazard  due  to 
rolling  over,  which  very  often  was 
fatal.  The  all  steel  closed  body  makes 
.such  an  accident  a  very  minor  hazard. 

Instrument  boards  are  more  legible 
and  the  controls  placed  near  at  hand 
so  they  can  be  operated  easily  with- 
out taking  ones  eyes  off  the  road. 

It  would  be  impossible  to  properly 
evaluate  the  reduction  in  mortality 
and  serious  injury  due  to  the  per- 
fection and  use  of  safety  glass.  The 
manufacturers  of  safety  glass  have 
accomplished  mai-vels  in  the  improve- 
ment of  its  shatter  resisting  qualities 
under  wide  temperature  ranges  and 
under  different  types  of  impact.  The 
cost  of  adding  this  feature  of  safety 
to  the  motor  car  has  been  high  and 
the  public  has  been  reluctant  to  allow 
the  manufacturers  to  pass  this  cost 
on,  even  though  its  benefits  are  so 
obvious.  Here  legislation  lias  helped 
the  manufacturers  bv  making  its  use 


compulsory  and  the  increased  volume 
of  production  of  this  glass  has  en- 
abled its  producers  to  lower  costs. 

Ventilation  has  been  improved  and 
the  body  sealed  against  fumes,  both  in 
the  interests  of  hygiene  and  protec- 
tion from  toxic  gases  which  affect  ;i 
driver 's  reactions. 

ELECTRIC   STARTING 

We,  many  of  us,  remember  the  days 
when  we  had  to  start  an  automobile 
engine  with  a  crank.  Many  a  broken 
arm  or  worse  occurred  from  a  back- 
fire. The  electric  starter  definitely  re- 
moved this  hazard.  Strangely 
enough,  in  spite  of  its  high  cost,  its 
appeal  to  the  public  was  more  as  a 
labor  saving  device  and  a  surer  means 
of  starting  the  engine  than  from  its 
greater  safety.  With  it  went  the  old 
acetylene  head  lamps  and  oil  side 
lamps  and  in  their  place  came  the 
generator  and  storage  battery  and 
electric  light.  Head  lamps  have  been 
improved  and  a  great  amount  of  work 
done  on  the  study  of  adequate  illumi- 
nation ver.sus  head  light  glare. 

If  we  could  obtain  a  car  of  the 
vintage  of  1904  or  even  1915  and  com- 
liare  its  steering  with  that  of  the  car 
of  today,  I  believe  most  of  us  woiild 

(Continued  on  page  40) 


California  Highways  and  Public  Works  (December  193 (,j 


[Thirty-fivel 


Highway  Has  Its  Limitations  in  Contributing  to  Safety 


(Continued   from  page   27) 


It  will  have  traffic  lanes  wide  enough 
for  ample  clearance  at  the  speed  for 
which  it  is  designed.  It  will  have  shoul- 
ders wide  enough  for  stopping,  no  deep 
side  ditches,  a  consistently  smooth  non- 
skid  surface,  and  an  alignment,  profile 
and  cross  section  which  at  no  place  will 
confront  the  traveler  with  the  unexpected 
or  slow  traffic  to  such  an  extent  that  the 
impatient  driver  is  encouraged  to  take 
unnecessary  risks. 

Wlifii  highway  traffic  moves  at  high  speed 
greater  clearance  between  the  vehicles  is 
required  for  safety.  There  is  also  a  greater 
reluctance  of  drivers  to  travel  near  the  edge 
of  the  pavement,  particularly  if  the  shoulders 
of  the  road  are  soft.  The  clearance  pro- 
vided for  two-lane  highways  should  be  ample 
for  two  traffic  lanes,  but  not  enough  to  in- 
vite the  possibility  of  its  use  as  a  three-lane 
road.  For  this  purpose  a  22-foot  paved 
roadway  width  is  indicated. 

We  have  failed  in  many  instances  to  pro- 
vide highways  in  which  all  component  parts 
of  the  highway  structure  are  safe  for  travel 
at  the  prevailing  or  design  speed.  The  inclu- 
sion of  short  sections  of  highway  in  which 
the  design  as  to  curvature,  sight  distance  or 
other  details  falls  below  the  general  standard 
of  the  road  constitutes  a  very  serious  fault 
because  at  these  places  the  driver  encotmters 
the    unexpected,    particularly    at    night. 

We  have  failed  in  many  more  instances 
to  provide  highways  on  which  overtaken 
vehicles  may  be  passed  with  safety.  The 
design  standards  of  this  association  with 
respect  to  sight  distance  are  in  need  of  a 
thorough  overhauling.  They  are  in  effect 
nonpassing  minimums  w/hich  do  no  more 
than  allow  a  vehicle,  traveling  at  high 
speed,  to  be  brought  under  control  and 
stopped  to  avoid  contact  with  a  station- 
ary object  in   the   roadway  ahead. 

A  safe  passing  sight  distance  is  a  function 
of  the  speed  of  the  passing  vehicle,  the  over- 
taken vehicle  and  the  speed  of  a  vehicle  ap- 
proaching from  the  opposite  direction.  If 
the  differential  in  speed  between  the  passing 
and  the  overtaken  vehicle  is  large,  the  safe 
passing  distance  is  much  less  than  when 
this  differential  is  small.  It  increases  if 
more  than  one  vehicle  is  to  be  passed.  We 
must  revise  our  conception  of  sight  distance 
if  we  are  to  provide  highways  on  which  over- 
taken vehicles  may  be  passed  with  safety. 
There  has  been  but  little  conscious  effort  on 
the  part  of  highway  designers  to  consider 
this  phase  of  highway  design.  We  have  been 
more  or  less  content  to  be  satisfied  with  an 
800  foot  sight  distance. 

SOME  RECOMMENDATIONS 
The  sight  distance  required  for  three-lane 
construction  should  not  be  less  than  the 
minimum  safe  passing  sight  distance  for  two- 
lane  construction.  For  relatively  high  road 
speeds,  therefore,  this  sight  distance  is  ex- 
ceedingly large  and  difficult  to  obtain  except 
in  very  easy  toimgraphy.  Where  restricted 
sight  distance  is  encountered  at  only  a  few 
I)laces,  added  safety  may  be  obtained  by  pro- 
viding four  traffic  lanes  at  such  locations.    If 


lliese  locations  occur  at  frequent  intervals, 
the  obvious  thing  to  do  is  to  provide  four 
traffic  lanes  at  once. 

A  three-lane  road  with  inadequate  sight 
distance  in  effect  becomes  nothing  more 
than  a  wide  two-lane  road,  except  for  the 
relatively    small    percentage    of   drivers    who 


Resolution  No.  7 

Central  America 
Cooperation 

WHEREAS,  An  appropria- 
tion made  by  Congress  for  co- 
operation with  the  Govern- 
ments of  Central  America  has 
disclosed  the  fact  that  those 
countries  are  willing  and  able 
to  cooperate  in  bridge  and  road 
construction;  and 

WHEREAS,  Such  appropria- 
tions when  expended  as  here- 
tofore largely  for  products  of 
American  heavy  industries  pro- 
duce the  threefold  advantage 
of  providing  orders  to  Ameri- 
can mills  and  supply  houses, 
increasing  exports  and  at  the 
same  time  expressing  in  tangi- 
ble and  valuable  form  the  good 
will  of  the  United  States  toward 
the  nations  cooperating;  now 
therefore 

BE  IT  RESOLVED,  That  the 
Association  of  State  Highway 
Officials  advocates  the  continu- 
ation of  such  appropriations  on 
a  scale  which  will  continue  to 
develop  cooperation  within  the 
capacities  of  the  several  Cen- 
tral American  Governments ; 
and 

BE  IT  ALSO  RESOLVED, 
That  the  Association  favors  the 
further  investigation  of  a  route 
for  an  inter-American  highway 
southward  from  Panama  and 
recommends  that  Congress 
make  further  provision  for  such 
work. 


have  no  compunction  about   taking  unneces- 
sary risks. 

Where  traffic  is  congested  on  two-lane 
highways  evei-y  effort  .should  be  made  to 
cxiiand  (he  facilities  into  a  four-lane  high- 
way with  traffic  in  opposite  directions  sepa- 
r.iteil  by  a  neutral  strip  or  parkway.  A 
neutral  or  median  strip  3 J  to  4  feet  in  width 


and  constructed  of  contrasting  color  or  mate- 
rial flush  with  the  roadway  surface  of  the 
traffic  lanes  serves  the  same  purpose  as  a 
wide  center  line  marker  and  to  this  extent 
encourages  and  makes  pcssible  a  greater 
width  of  separation  or  clearance  between 
opposing  lines  of  traffic.  The  hazard  of 
head-on  collisions,  however,  is  not  eliminated 
because  there  is  common  surface  in  the 
center  of  the  highway  that  is  accessible  and 
can  be  used  easily  by  impatient  drivers  in 
the  traffic  streams  moving  in  opposite  direc- 
tions. 

In  addition  to  practically  eliminating 
head-on  collisions  with  opposing  traffic,  the 
four-lane  highway  with  traffic  in  opposite 
directions  separated  by  a  parkway  may  be 
designed  to  decrease  the  hazards  at  inter- 
sections. On  heavily  traveled  four-lane 
roads  it  is  almost  impossible  to  obtain  a  suf- 
ficient break  in  traffic  going  in  the  two  direc- 
tions to  permit  cross  movement  of  vehicles 
without  extreme  danger  unless  traffic  control 
lights  are  used.  If  the  roadways  are  sepa- 
rated a  sufficient  width  to  provide  a  safety 
island  between  the  lanes  of  opposing  traffic. 
cross  movement  may  be  effected  in  two  opera- 
tions. 

The  fact  that  considerably  more  than  onr- 
half  of  the  fatal  motor  vehicle  accidents 
occur  during  the  hours  of  dusk  and  darkness, 
although  traffic  during  these  periods  prob- 
ably is  not  over  one-fourth  of  the  24-hour 
total,  is  evidence  of  the  fact  that  the  speed 
of  the  motor  vehicle  has  increased  beyond 
the  range  of  its  headlights. 

We  must  begin  to  consider  whether  the 
expense  of  lighting  some  of  our  highways 
would  not  be  justified  wholly  from  the 
standpoint  of  safety  of  operation.  By  no 
stretch  of  the  imagination  is  it  possible 
to  visualize  rural  highway  lighting  on  any 
but  a  small  percentage  of  our  principal 
State  highways.  While  the  cost  of  in- 
stalling highway  lighting  is  not  excessive, 
the  annual  cost  of  operation  in  many 
cases  would  entail  a  charge  equal  to  or 
greater  than  all  other  maintenance  items 
of   the    highway. 

PEDKSTRIANS  C.^RELESS 
A  heavily  traveled  highway  is  not  a  safe 
place  for  the  pedestrian.  Collisions  between 
motor  vehicles  and  pedestrians  accounted  for 
.35  per  cent  of  the  highway  fatalities  in  103,5 
in  rural  areas  and  cities  of  less  than  10.000 
population.  This  points  definitely  to  side- 
walk or  footpath  construction  as  an  adjunct 
of  highway  (lesign. 

The  highway  engineer's  contribution  to 
highway  safety  consists  essentially  of  omit- 
ting no  detail  of  design  within  economic 
limitations  that  makes  for  the  safety  of 
travel.  This  guiding  principle  will  provide 
highways  that  can  be  used  by  the  rea.sonably 
careful  driver  with  safety — highways  on 
which  overtaken  vehicles  may  be  passed 
with  safety,  and  highways  on  which  the 
driver  is  confronted  with  no  conditions  that 
constitute  a  hazard  without  ample  notice  or 
warning  of  such  conditions.  When  this  has 
been  accomplished,  the  highway  will  occupy 
its  proper  place  in  supporting  the  safety 
triangle.  Beyond  this  safety  must  rest  witli 
I  he  individual. 


[Thirty-six] 


(December  19)6)  California  Highways  and  Public  Works 


DIVISION  OF 


WATER  RESOURCES 


.»1h#^^-»:»-»»-».i'>-i" .  • 


OFFICIAL  REPORT 

FOR  THE  MONTH  OF 

November,  1936 

EDWARD  HYATT,  State  Ensineet 


Iniyatiuii  lli.ilriits 

An  applicatiiin  for  investigation  and  ai>- 
Iii-Dval  of  a  bonil  issue  in  the  amount  of 
$700,000  has  been  filed  with  the  Districts 
Securities  Commission  by  Imperial  Irriga- 
tion District.  The  directors  of  the  district 
have  approved  the  form  of  a  contract  offered 
by  the  Rural  Electrification  Administration 
and  are  planning  the  construction  of  trans- 
mission and  distribution  lines  to  serve  rural 
areas.  The  district  has  recently  completeil 
construction  of  the  first  unit  of  a  Diesel 
stand-by  plant  at  Brawley  which  will  be 
enlarged  to  sei^ve  other  areas  in  the  district 
pending  the  construction  of  hydro-electric 
plants  along  the  line  of  the  All-Ameriean 
Canal. 

Economic  studies  of  newly  proposed  irri- 
gation districts  on  the  line  of  the  Friant- 
Kern  Canal  are  now  in  iirogress.  The  water 
supply  requirements  of  these  areas,  and  their 
ability  to  pay  the  necessar.y  costs  of  acquir- 
ing the  same,  will  be  determined  from  the 
ju'esent  investigation  of  soils,  crops  and  land 
valuations.  A  separate  report  will  be  ren- 
dered on  each  district  and  recommendations 
made  as  to  changes  in  the  boundaries 
proposed. 

FLOOD    CONTROL    AND     RECLA- 
MATION 

The  three  new  drainage  pumping  plants 
in  the  Sutter  By-pass  are  practically  com- 
plete, and  will  be  read.v  for  operation  when 
necessary.  The  War  Department  is  doing 
some  final  tinishing-up  work,  but  the  con- 
tract work  has  been  completed  and  accepted. 
Bank  Proiection  Program 

Excellent  progress  has  been  made  by  the 
War  Department  on  the  construction  of 
bank  protection  works  on  the  Sacramento 
River  under  the  State-Federal  cooperative 
program  of  June,  lfl.32.  At  this  time  24 
pro.iect  units  have  been  approved  to  an  esti- 
mated cost  of  ,$.500,000  inclusive  of  levee 
set-backs  and  partial  set-backs  amounting  to 
.$95,000,  which  work  is  classed  as  new  con- 
struction uiiili'r  III!'  Sacramento  flood  con- 
trol  project. 

Included  in  the  approved  units  is  19,fil2 
lineal  feet  of  lumber  mat  under  water  pro- 
tection and  rock  l)ank  paving,  with  partial 
levee  setbacks  approximately  11,587  feet  in 
length.  There  is  also  included  6575  lineal 
feet  of  levee  set-back  without  bank  protec- 
tion. Wave  wash  bank  protection,  consist- 
ing of  a  rock  wall  without  pavement  or  .set- 
back, is  provided  in  four  places,  with  a  total 
length  of  S9.H  feet. 

Work  has  been  completed  at  the  Colusa 
weir,  Campbell-Dwyer  ranch,  Colusa  Bridge, 
Hamilton  Bend  and  Alaska  Packers  Associa- 
tion.     Wiu-k    is    now    under   way    at    Steidl- 


meyer  ranch,  Cecil's  Lake,  Burke  ranch. 
Edwards  Break,  Chickory  Bend,  Lisbon 
pump  and  Walnut  Grove.  Two  complile 
plants  are  in  operation  and  it  is  expected 
that  the   entire   program    will   be   completed. 

Sacramento  Flood   Control  Project 

During  this  period  the  incidental  right-of- 
way  construction  in  connection  with  the  new 
levees  on  the  Sacramento  River  above  Co- 
lusa has  been  practically  completed,  about 
25  men  having  been  engaged  during  the  pe- 
riod on  this  work.  The  largest  single  job  was 
the  construction  of  a  new  pumping  plant  at 
the  Keller  ranch. 

IV.     WATER    RIGHTS 

Supervision   of   Appropriation    of    ir«^fr 

Nineteen  applications  to  appropriate 
water  were  received  during  the  month  of 
October,  14  were  denied  and  15  were  ap- 
proved. In  the  same  period  13  permits  were 
revoked. 

On  October  1st  reports  were  requested 
from  1310  permittees  and  571  of  these  re- 
ports were  filed  during  the  month.  These 
reports  are  now  under  study  with  a  view  to 
determining  the  status  of  each  project. 

SACRAMENTO-SAN  JOAQUIN  WATER 
SUPERVISION 

Due  to  lack  i>f  rainfall  during  the  pas! 
month  there  has  been  no  increase  in  the 
stages  of  the  Sacramento  and  San  Joaquin 
Rivers.  The  flow  of  the  Sacramento  River 
at  Sacramento  is  about  5500  second  feet. 

The  summer  crops  are  all  harvested  and  in 
some  places  winter  irrigation  of  the  orchards 
is  under  way.  The  degree  of  the  salinity  in 
the  lower  Delta  and  upper  bays  has  not 
changed  greatly  during  the  past  month.  The 
number  of  stations  for  salinity  sampling  in 
the  Delta  have  now  been  curtailed  so  that 
throughout  the  winter,  sampling  will  be  con- 
tinued at  the  permanent  stations  only. 

CALIFORNIA    COOPERATIVE    SNOW 
SURVEYS 

The  general  storm  that  occurred  during 
the  closing  days  of  October,  brought  an  end 
to  the  extreme  fire  hazard  existing  through- 
out the  mountains  and  permitted  the  Forest 
Service  to  cooperate  in  the  establishment  of 
many  of  the  new  .snow  courses  previously 
planned  for  the  coming  winter.  Engineers 
from  this  oftice  working  with  the  personnel 
of  several  of  the  national  forests,  selected. 
laid  out  and  permanentl.v  marked  new  snow 
courses. 

Stocking  of  the  last  of  the  shelter  cabins 
has  been  completed.  Snow  measuring  equip- 
ment,  food,   blankets,   and   wood   have   been 


Official  journal  of  the  Division  of  High- 
ways of  the  Department  of  Public  Works, 
State  of  California  ;  published  for  the  infor- 
mation of  the  menabers  of  the  department 
and   the   citizens   of   California. 

Editors  of  newspapers  and  others  are  privi- 
leged to  use  matter  contained  herein.  Cuts 
will  be  gladly  loaned  upon  request. 

Earl    Lee    Kelly Director 

.JOHN"  W.   Howe Editor 

Address  conimunications  to  California 
Highways  and  Public  Works,  P.  O.  Box  1499, 
Sacramento,    California. 


DECEMBER,   1936 


placed  in  each  calnn  for  the  use  of  the  snow 
surveyors,  while  in  the  mountains,  during 
the  dead  of  winter. 

With  all  of  the  details  and  necessary  pre- 
paratory work  attended  to,  everything  is  now 
in  readiness  for  the  field  work  of  the  1936- 
1937  snow  season. 

FEDERAL    COOPERATION 

Topographic  Mapping 

Progress  was  made  in  the  topographic 
maijping  of  the  Avenal  Quadrangle  in  San 
Luis  Obispo  and  Santa  Barbara  Counties 
and  on  the  Downieville  Quadrangle  in  Sierra 
and  Plumas  Counties  during  the  month  of 
October. 

Stream    Gaging 

Water  Supply  Paper  791  of  the  United 
States  Geological  Survey  is  now  available. 
This  is  a  report  of  cooperative  stream  gaging 
in  the  Pacific  Slope  Basins  in  California  for 
the  year  1935  and  contains  rating  tables  for 
some  of  the  more  important  gaging  stations. 

Central  Valley  Project 

The  United  States  Bureau  of  Reclamation 
continued  work  during  the  month  on  the 
preparation  of  plans  necessary  for  starting 
construction  on  the  initial  units  of  the  proj- 
ect. Preliminary  investigations  and  explora- 
tion work  have  been  continued  at  Kennett 
and  Friant  dam  sites  as  has  the  survey 
along  the  Conira  Costa  Conduit  and  Friant- 
Kern  Canal.  Appraisers  are  working  in  the 
field  evaluating  lands  and  necessary  rights 
of  way  to  be  acquired.  The  Division  of 
Water  Resoui-ces  is  conducting  surveys  and 
making  investigations  in  the  San  Joaquin 
and  Sacramento  valleys  preliminary  to  the 
acquisition  of  properties  and  water  rights 
and  the  preparation  of  agreements  necessary 
for  the  construction   of  tlie   project. 


California  Highxvays  and  Ptiblic  Works  (December  19)6) 


[Thirty-seven] 


Divided  Roadway  Design  for  Multiple  Lane  Highways 


lane  lias  been  purposely  construi'ted 
of  a  tyjie  that  can  be  conveniently 
converted  into  a  dividing  .strip  after 
its  service  has  laro-ely  repaid  its  cost. 
With  this  exception  the  problem  re- 
solves itself  into  a  question  of  how 
much  of  the  pavement  can  be  aban- 
doned. As  in  Case  2,  several  methods 
are  available. 

LOSS  OP  PAVEMENT 

Case  5.  Four-lane  roadway  with 
high-type  pavement.  It  is  evident 
that  in  this  case  there  will  be  a  loss 
of  pavement  in  amount  equal  to  the 
determined  width  of  the  dividing 
sti'ip.  Practically  all  of  the  existing 
four-lane  mileage  is  constructed  of 
high-type  pavement,  much  of  which 
represents  comparatively  recent  in- 
vestment. 

This  cla.ss  of  road,  excejit  for  tin- 
hazard  ascribed  to  them  for  want  of 
a  dividing  strip,  will  serve  expected 
traffic  for  many  years  while  funds  are 
being  used  to  provide  adequate  fa- 
cilities elsewhere.  The  question  arises 
immediately  whether  benefits  derived 
from  dividing  these  roads  will  be  as 
great  as  the  benefits,  including  safety, 
which  could  be  provided  at  equal  ex- 
penditure on  roads  elsewhere. 

Ill  all  cases  involving  revision  of 
the  existing  roadway  to  the  divided 
iiiultilane  road  there  are  features  of 
construction  other  than  replacement 
of  pavement.  They  again  recpiire 
careful  examination  and  contribute 
their  share  to  the  final  determination 
of  the  problem.  Physical  limitations 
may  react  on  the  practicable  adapta- 
tion of  the  old  pavement  to  the  new 
roadway  design. 

RIGHT  OF  WAY  FACTORS 

Right  of  way  width  will  usually  be 
a  major  item  for  consideration.  Rigid 
of  way  usually  has  been  aciiuired  on 
the  basis  of  providing  for  specific 
widths  of  roadway,  shoulders,  park- 
ing areas,  drainage,  trees  or  roadside 
development,  poles,  sidewalks  and 
curbs.  ]\Iany  of  these  features  arc 
not  readily  susceptible  to  a  revision 
of  typical  section  without  encroach- 
ment on  areas  planned  for  their  use 
or  for  other  purposes.  This  then 
leads  to  the  alternative  of  acquisition 
of  additional  right  of  way  taken  from 
hiu'lily  developed  adjacent  land. 

Otlirr    numcrdus    iiicidiMital    losses 


and   costs  are   encountered,   such   as: 
loss  when   expensive   subgrade   treat- 


Resolution  No.  8 

Inter-American     Highway 

WHEREAS,  It  has  been  pro- 
posed to  construct  a  motor 
highway  along-  the  Pacific  slope 
of  the  Western  Hemisphere 
from  Fairbanks,  Alaska,  to 
Santiago,  Chile,  and  thence  to 
Buenos  Aires;  and, 

WHEREAS,  This  proposed 
highway  traverses  twelve  re- 
publics of  Latin  America,  four 
states  of  the  United  States, 
British  Columbia  and  the  ter- 
ritories of  Yukon  and  Alaska 
and  will  serve  a  contiguous  ter- 
ritory of  more  than  five  million 
square  miles  in  area  and  a 
population  in  excess  of  63,000,- 
000  people ;  and 

WHEREAS,  This  projected 
highway  traverses  the  poten- 
tially rich  and  populous  west 
coast  states  of  the  Republic  of 
Mexico  and  connects  in  the 
City  of  Mexico  with  the  Inter- 
American  Highway  now  com- 
pleted from  Laredo,  Texas,  to 
the  City  of  Mexico ;  and 

WHEREAS,  It  appears  that 
this  Pacific  coast  route  will 
when  completed  greatly  accel- 
erate motor  travel  to  Mexico 
and  thereby  give  impetus  to  the 
southerly  extension  of  the  In- 
ter-American Highway. 

NOW  THEREFORE  BE  IT 
RESOLVED,  That  this  associa- 
tion does  hereby  endorse  the 
Inter-American  Highway  to- 
gether with  its  Pacific  Coast 
extension  to  and  into  the  Terri- 
tory of  Alaska  and  urges  upon 
the  Congress  of  the  United 
States  that  it  extend  to  the  na- 
tions of  Latin  America  and  the 
Dominion  of  Canada  the  utmost 
of  cooperation  in  the  develop- 
ment of  this  international 
project. 


iiiciit  was  ])lacc(l  beneath  iiaveincnt 
tlint  will  not  lie  cciiitiinieil  in  use. 
Siilignidc    Invitnii'iit    will    iinhmIU-    be 


a  il  v  e  r  s  e  to  planting  contemplatetl 
within  the  dividing  strip. 

Gutter  lines,  curb  lines  and  side- 
walks may  be  disturbed.  We  have, 
for  instance,  constructed  a  consider- 
able mileage  of  State  highways  to  a 
7()-foot  width  with  gutters  and  curbs 
installed.  This  is  a  six-lane  pavement 
width  with  two  parking  lanes  of 
eight-foot  width  each  adjacent  to  the 
curb.s  and  with  adjacent  ])roperty 
highly  developed. 

Bridges  must  be  widened  or  re- 
built.    Drainage  structures  corrected. 

Public  utility  facilities  removed. 
Pipe  lines  may  fall  beneath  iiavement 
instead  of  in  the  open  shoulder  where 
they  have  previously  been  jilaced  un- 
der permit. 

DESTRUCTIOX   OF  PLANTINGS 

Fences,  poles,  trees  will  be  dis- 
turbed. Not  the  least  of  these  are  the 
trees  or  plantings.  With  the  added 
interest  taken  by  the  public  in  recent 
years  in  roadside  development,  de- 
struction of  planting  meets  with  even 
more  serious  opposition. 

All  of  the.se  complications  together 
with  the  losses  in  previous  investment 
and  new  project  costs  make  the  con- 
version into  a  divided  multilane  road 
of  a  highway  not  ju-eviously  laid  out 
with  this  ultimate  design  in  view,  a 
project  often  difficult  to  justify.  Con- 
ditions must  be  iKirticularly  favorable 
or  the  function  of  the  road  must  have 
changed  unexpectedly. 

Under  normal  conditions  only  se- 
lected sections  need  be  considered  for 
treatment  with  a  nominal  division 
strip.  Under  extraordinary  circum- 
stances the  objective  of  new  design 
overshadows  all  objections  and  the 
jiroject  approaches  the  character  of 
a  new  undertaking. 

We  must  in  this  consideration 
recognize  the  evidence  of  accident 
analysis  which  shows  that  dividing 
roadways  can  only  minimize  a  rela- 
tively small  percentage  of  accidents 
prevalent  on  four-lane  roads  unless 
the  imin'ovement  includes  otlier  fea- 
tures, such  as  grade  separations  of 
both  rail  and  road,  pedestrian  protec- 
tion, embodiment  of  the  free-way 
principle,  side  service  roads  and  the 
like. 

Ill  itself  the  divided  roadway  <'an- 
nol  materially  increase  the  four-lane 
capacity.      It     will     probalily     induce 


[Thirty-eight] 


(December  i9}b)  California  Highways  and  Public  Works 


greater  speeds  leading-  to  new  com- 
plications or  increase  of  hazard  of 
different  character.  For  instance,  if 
one  or  both  sides  of  the  divided  road- 
way should  be  carrying  a  fairly  lieavy 
vohime  continuously,  tralSc  would 
]irobably  adjust  itself  to  reasonably 
careful  operation. 

As  soon  as  trafific  lightens  the  play 
of  excessive  speed  and  pa.ssing  occurs. 
Tt  is  then  a  (luestion  whether  the 
dividing  strip  eliminating  the  22  per 
cent  of  "aitjiroaching"  accidents  on 
our  pi-esent  undivided  four-lane  roads 
may  not  also  induce  an  increase  in  the 
38  per  cent  of  "overtaking"  acci- 
dents we  now  record. 

Likewise  there  is  doubt  as  to  how 
much  of  the  19  per  cent  of  accidents 
occurring  in  turning  from  the  same 
road  (left-hand  turns  mostly)  on 
present  four-lane  roadways  and  the 
same  percentage  of  accidents  occur- 
ring at  intersecting  roads,  will  be 
cured  by  tin-  dividing  strip. 

A  dividing'  strip  at  least  equal  in 
width  to  the  length  of  a  car  would 
probably  prevent  an  increase  of  the 
intersecting'  road  accidents  if  not 
contribute  to  a  reduction  in  hazard. 

DIVIDINO   STRIP  WIDTH 

The  width  and  character  of  the 
dividing  strip  has  an  important  part 
in  this  desio'u.  We  are  concerned 
iiioi'o  immediately  M'ith  the  minimum 
width.  This,  in  my  otiiniou,  should 
lirobably  be  4  feet.  This  minimum 
can  hardly  provide  all  of  the  benefits 
which  the  dividing  strip  seems  to 
offer. 

The  elimination  of  approaching 
headliij'ht  glare  for  instance  may  be 
jirovidcd  by  shrubs  or  plants  of 
)iro]ier  height.  The  difficulty  and 
hazard  of  maintaining  such  plantina' 
in  a  narrow  strip  -would  bar  such 
treatment.  Conversely  the  wider 
strip  with  jijanting  leads  to  increased 
initial  and  maintenance  costs.  The 
narrower  widths  will  probably  be  em- 
ployed primarily  in  converting  our 
existing  jiavements  into  divided  road- 
ways. 

We  favor  the  raised  dividing  strip 
or  zone  but  until  the  problem  has 
been  more  thoroughly  studied  "\ve  ai-e 
constructing  this  raised  division  with 
an  ogee  curve  design  of  temporary 
character,  such  as  plant  mix.  Except 
where  installations  within  the  divid- 
ing stri]-)  require  (such  as  light  stan- 
dards or  similar  structures),  the 
vertical  face  curb  is  not  encouraged. 
The  sloping  face  or  ogee  curb  design 


is  probably  the  more  acceptable  type 
for  permanent  in.stallation. 

The  separate  problem  of  providing 
for  drainage  incluced  by  the  installa- 
tion of  a  division  strip,  for  instance 
M'here  horizontal  curvature  requires 
superelevation  will  influence  t  h  e 
design. 

Again  the  location  of  the  project 
with    attendant    varving    conditions 


Resolution  No.  9 

An  Appreciation 

WHEREAS,  the  Twenty-sec- 
ond Annual  Meeting  of  the 
American  Association  of  State 
Highway  Officials  at  San  Fran- 
cisco, California,  has  been  made 
extremely  successful  not  only 
by  the  work  of  its  own  officers 
and  members  but  by  the  sincere 
interest  of  His  Excellency 
Frank  F.  Merriam,  Governor  of 
California;  the  careful,  consid- 
erate planning  of  the  Division 
of  Highways  of  the  Department 
of  Public  Works,  State  of  Cali- 
fornia; the  hospitality  of  the 
St.  Francis  Hotel;  and  other 
individuals  and  organizations; 
and 

WHEREAS,  Not  only  the 
delegates  but  also  the  many 
ladies  who  have  been  present 
at  this  meeting  have  so  keenly 
enjoyed  the  very  fine  program 
of  entertainment  which  has 
been  arranged  for  them  by 
these  people ; 

THEREFORE,  BE  IT  RE- 
SOLVED, That  this  Association 
expresses  its  sincere  apprecia- 
tion to  His  Excellency  Frank 
F.  Merriam,  the  Di-vision  of 
Highways  of  the  Department 
of  Public  Works,  the  manage- 
ment of  the  St.  Francis  Hotel, 
and  all  other  individuals  or  or- 
ganizations who  have  contrib- 
uted toward  the  success  of  this 
Convention. 


may  dictate  different  design.  I  sliould 
say  that  on  rural  roads  -where  few 
intersections  or  entrances  of  side 
roads  prevail  the  simplest  type  i-f 
effective  division  and  of  rea.sonable 
width  is  likely  to  be  preferable  and 
more  satisfactory  than  on  a  jiroje  t 
in  urban  area. 

Tlic  iirincipje  nf  ili\idiiig  tlic  road- 


way lias  been  applieel  on  our  Cali- 
fornia highway  system.  We  have  con- 
structed or  under  construction  65.3 
miles  of  which  55  miles  is  four-lane 
divided  roadway.  Planned  for  early 
construction  is  27  miles  more  of  the 
latter  type. 

Specially  designed  three-lane  roads 
readily  convertible  into  four-lane  di- 
vided* roadway  total  47  miles.  We 
have  plans  for  early  construction  of 
this  type  for  10  miles  more.  The 
longest  stretch  of  divided  fonr-lane 
road  is  18  miles  and  is  planned  for 
construction  early  next  year. 

These  roads  include  division  widths 
fi'om  as  little  as  4  feet  of  arched  strip 
to  wider  curbed  designs  and  also  to 
roadways  entirely  separated  even  as 
to  grade.  The  design  has  been  se- 
lected to  best  meet  local  conditions. 
They  have  been  necessarily  limited 
to  type  that  would  not  jeopardize  by 
cost  our  ability  to  consistently  treat 
similar  conditions  in  like  manner. 

XEW    CONSTRUCTION    POSSIBILITIES 

( )ur  studies  are  being  extended  into 
consideration  of  where  new  construc- 
tion on  our  highways  may  jiermit  the 
use  of  four-lane  divided  roadway.  It 
is  a  foregone  conclusion  that  we  can- 
not adopt,  with  present  limited  rev- 
enues, a  policy  of  supplying  widths 
of  ]-iavement  for  in  excess  of  widths 
adequate  for  present  and  near  future 
volume.  We  feel  justified  in  moder- 
ate application  of  division  of  roadway 
design  in  certain  localities  and  our 
immediate  efforts  no  doubt  will  be 
limited  to  such  projects  where  new 
construction  or  reconstruction  is  con- 
templated. 

In  the  advisory  capacity  to  the 
\n\hVu'  that  pays  the  bill,  the  engineer 
should  be  inclined  to  council  a  con- 
servative policy.  There  is  no  cause  to 
regret  that  the  progressive  improve- 
ment of  highways  for  the  benefit  of 
as  many  sections  of  the  state  as 
possible  has  proceeded  on  tlie  basis 
of  i)ay  as  you  go  and  build  as  you 
can  ]-)ay. 

The  value  of  the  roads  we  have 
built  up  from  a  few  pioneer  trails 
lo  the  many  surfaced  highways  is  ex- 
liressed  in  the  class  and  type  of  travel 
they  have  induced.  We  are  not  in  the 
I'cd,  either  in  our  accounting  records 
or  in  the  inventory  value  of  our 
facilities.  We  can  probably  attain  a 
more  ade(|uate  status  with  current 
I'cveuues  if  demands  of  the  road  users 
remain  consistent  with  their  contri- 
butions toward  the  requisite  highway 
cdustrnction.  maintenance  and  i^itrol. 


California  Hightvays  and  Public  Works  (December  i9}6) 


[Thirty-nine] 


Auto  Manufacturers  Interested  !n  Highway  Safety  Campaigns 


('rintinupd  from  pag'e  1^5) 


allege  tliat  someone  had  purposely 
"rigged"  the  older  model.  The 
columns  whipped  about,  the  steering 
gears  themselves  were  in  many  eases 
reversible  and  the  geometry  of  the 
steering  connections  so  bad  that 
"wheel  fight"  was  terrific.  Fortu- 
nately speeds  were  low  so  that  the  car 
could  be  managed,  but  the  .steering 
effort  with  reduction  of  10  and  12  to 
1  was  prodigious  and  fatiguing. 

Today,  large  steering  wheels  are 
made  so  that  they  will  bend  not 
In-eak.  with  comfortable  gripping  sec- 
tions and  structures  that  absorb  vibra- 
tions. Correct  steering  geometry,  re- 
ductions in  steering  ratio  of  18  or  20 
to  1  with  hia'h  efficiency  steering  gears 
makes  steering  well  nigh  effortless  and 
control  of  direction  easy.  Self  right- 
ing or  directional  trend  gives  the  car 
"steering  sense."  The  structure  of 
the  steering  gear  and  connections  has 
been  improved  so  that  mechanical 
failures  are  comparatively  unknown, 
as  all  parts  are  protected  against  dirt 
and  wear. 

TIRE  ADVANCE  NOTABLE 

To  the  tire  manufacturer  must  go 
great  credit  for  keeping  pace  with  the 
ever  growing  demands  made  on  them. 
In  1906  a  complete  tire  repair  kit, 
extra  casings  and  tubes,  and  a  com- 
plete knowledge  of  how  to  repair  tires 
were  part  of  the  equipment  of  every 
motori.st.  The  tire  would  have  been  a 
distinct  hazard  if  speeds  had  been 
high  but  wheels  were  large  and  tires 
were  small  in  section  and  speeds  were 
low  so  it  merely  meant  extra  work 
when  a  blow  out  or  puncture  occurred. 
Today  wheels  are  smaller,  tire  sec- 
tions are  larger  for  comfort  and  low 
center  of  gravity.  Today  the  tire 
perfectly  meets  the  demands.  It  is  a 
hazard  only  when  the  operator  is 
guilty  of  gross  iieglect  by  operating 
with  inaderiuatc  inflation  pressures  or 
driving  at  high  speed  with  worn  out 
casings. 

RIDING  COMFORT 

All  cars  ride  reasonably  well  on  a 
good  road.  It  might  be  thought, 
therefore,  that  the  riding  problem  and 
its  attended  problems  were  becoming 
easier  for  automotive  engineers,  but 
better  roads  have  merely  served  to 
contrast  how  badly  a  car  rode  on  bad 
roads   and    improved   concrete   high- 


ways have  caused  us  to  be  deluged 
with  a  shower  of  complaints  as  to  how 
we  can  eliminate  the  noise  and  attend- 
ant jar  of  car  going  over  the  joints  in 
concrete  highways.  Riding  comfort 
has  a  bearing  on  safety  inasmuch  as 
it  affects  fatigue  and  hence  alertness 
of  an  operator. 

Noise  and  vibration  were  both 
serious  problems  in  very  early  cars. 
The  wide  use  of  open  cars  in  the  early 
days  of  the  industry  made  this  prob- 
lem somewhat  less  acute  as  time  went 
on,  but  the  sudden  rise  in  demand  for 
closed  cars  brought  this  problem 
again,  and  more  acutely,  to  the  front. 
The  growing  use  of  steel  bodies  still 
further  accentuated  the  problem. 
High  frequency  vibrations  and  dron- 
ing noises  have  a  distinct  numbing 
effect,  as  well  as  fatiguing  effect,  on 
the  human  nervous  system.  The  last 
two  years  have  seen  great  progress 
made  in  subduing  both  noise  and 
vibration  u.ntil  this  year  a  new  stand- 
ard of  excellence  has  been  set  but 
there  must  be  further  progress  along 
these  lines,  especially  on  cars  capable 
of  high  speeds. 

In  1906,  brakes  can  only  be  de- 
scribe as  "awful."  They  were  ex- 
posed to  mud,  water,  and  dirt.  They 
were  undersized  and  capable  of  stop- 
ping a  car  from  30  miles  an  hour  in 
T.^  or  80  feet  if  in  good  condition. 
They  had  very  poor  life  and  needed 
constant  adjustment.  Today  a  car 
with  four  wheel  brakes  in  good  condi- 
tion can  stop  in  35  feet  from  30  miles 
an  hour,  in  41  feet  if  in  fair  condi- 
tion, and  in  60  feet  if  in  poor  condi- 
tion. 

WAGE  SAFETY  CAMPAIGN 

The  gasoline  tank  began  its  journey 
from  the  front  of  the  car  and  under 
the  front  seat  to  the  rear  end  of  the 
car  many  years  ago.  It  met  with 
some  stubborn  resistance  on  the  wa>' 
but  the  interests  of  safety  demanded 
that  the  fire  hazard  be  removed. 
Hence  the  rear  location  which  is  uni- 
versal on  passenger  cars  and  on  the 
side  locations  which  are  used  on 
trucks. 

The  interest  of  the  automotive  in- 
dustry in  the  highway  safety  is  not 
restricted  to  building  safety  into  its 
vehicles.  Safety  activities  liave  been 
carried  on  for  years  but  during  the 
past  twelve  months  the  industry  has 


contributed  to  a  safety  campaign 
which  is  being  carried  on  energetically 
among  organizations  with  a  total 
direct  membership  of  over  seven  mil- 
lion. The  American  Automobile 
Association,  the  American  Federation 
of  Women's  Clubs,  Parent  Teachers 
Associations,  the  American  Legion, 
Farmers  Grange,  have  enthu- 
siastically enlisted  for  this  war  on 
accidents.  They  constitute  a  mighty 
force  and  you  can  count  on  their 
interest  and  full  support  for  any  cam- 
paign you  inaugurate  for  protecting 
and  expanding  our  highway  .system. 

You  have  shown  us  your  capacity 
for  leadership  by  taking  America  out 
of  the  mud — now  we  ask  even  more — 
give  America  the  safest  highway  sys- 
tem in  the  world. 


44  States  Are  Represented 

at  Highway  Convention 

(Continued   from  pag^e    33). 

Engineer  of  Tests,  Pennsylvania,  took 
as  his  subject  "The  Most  Recent  De- 
velopments in  Highway  Research." 

Following  these  addresses,  the  con- 
vention went  into  a  business  session, 
receiving  the  reports  of  the  executive 
committee,  the  treasurer,  the  auditing 
committee,  committee  on  resolutions, 
nine  of  whose  resolutions  were  adopt- 
ed, the  nominating  committee  and  re- 
ports of  standing  committees. 

Election  and  installation  of  ne^^ 
officers  brought  an  end  to  the  con- 
vention. 

While  the  convention  was  winding 
up  its  affairs,  the  ladies  were  taken  on 
a  motor  trip  to  interesting  points  in 
San  Francisco,  and  were  entertained 
at  an  informal  tea  in  the  Western 
Women's  Club. 

At  5  o'clock  the  beautiful  color  film. 
"California  Highways,"  produced  by 
the  Division  of  Highways,  was  shown 
in  the  Italian  Room,  and  at  8.4;') 
Thursday  night  delegates  and  their 
wives  were  taken  on  a  tour  of  China- 
town. 

On  Friday  and  Saturday  two  auto- 
mobile caravan  trips  were  offered  to 
members  of  the  association  and  their 
families.  Starting  Friday  morning, 
transportation  was  furnished  to  dele- 
gates wishing  to  go  home  via  Los  An- 
geles with  stops  at  the  Big  Trees,  Del 
Monte  and  Santa  Barbara,  while  an- 
other caravan  took  visitors  over  the 
Redwood  Highway  \i>  Eureka. 


I  Forty] 


(December  19)6)  California  Highivays  and  Public  Works 


STATE  OF  CALIFORNIA 


Department  of  Public  Works 

Headquarters:   Public  Works  Building,  Eleventh  and  P  Sts.,  Sacramento 


FRANK  F.  MERRIAM Governor 

JT'STUS  F.  CRAEMER Assistant  Director 


EARL   LEE   KELLY__ 
EDWARD  J.  XEROX. 


Director 

-Deputy  Dir.'ctur 


CALIFORNIA  HIGHWAY  COMMISSION 


HAKKY    A.    HOPKINS,    Chairman,    Taft 

PHILIP   A.    STANTON,   Anaheim 

H.  R.  JUDAH,  Santa  Cruz 

PAUL    G.    JASPER,    Fortnna 

WILLIAM  T.  HART,  Carlsbad 

JULIEN   D.   ROUSSEL,    Secretary 


DIVISION  OF  HIGHWAYS 


('.  H.  PURCELL,  State  Higliway  Engineer,  Sacramento 
G.  T.  McCOY,  Assistant   State  Highway  Engineer 
J.   G.    STANDLET,   Principal   Assistant   Engineer 

R.    H.   WILSON,    Office   Engineer 

T.  E.  STANTON,  Materials  and  Research  Engineer 

FRED  .T.  GRUMM,  Engineer  of  Surveys  and  Plans 

C.   S.   POPE,   Construction   Engineer 

T.   H.   DEXXIS.   Maintenance   Engineer 

F.  W.  PAXHORST,  Bridge  Engineer 

Jj.  V.  CAMPBELL,  Engineer  of  City  and  Cooperative  Projects 

R.  H.  STALNAKER.  Equipment  Engineer 

E.    R.    HIGGINS,    Comptroller 

DISTRICT    ENGINEERS 

.1.    W.    VICKREY,    District    I,    Eureka 

F.    W.    HASELWOOD,    District    II,    Redding 

CHARLES   H.   WHITMORE,   District   III,   Marysville 

.TNO.   H.   SKEGGS.  District   IV,   San  Francisco 

L.  H.  GIBSON,  District  V,  San  Luis  Obispo 

R.  M.  GILLIS,  District  VI,  Fresno 

S.  V.  CORTELYOU,  District  VII,  Los  Angeles 

E.  Q.   SULLIVAN,  District  VIII,  San  Bernardino 

S.  W.  LOWDEN   (Acting),  District  IX,  Bishop 

R.  E.  PIERCE,  District  X,  Stockton 

E.  E.  WALLACE,  District  XI,  San  Diego 

General  Headciuarters,  Public  Works  Building,  Eleventh  and 
P    Streets,    Sacramento,    California 


DIVISION  OF  WATER  RESOURCES 


EDWARD  HYATT,  State  Engineer,  CliicC  of  Division 

.7.   J.   HALEY,  Jr.,  Administrative  Assistant 

HAROLD  COXKLING,  Deputy  in  Charge  Water  Rights 

A.  D.  EDMOXSTOX,  Deputy  in  Charge  Water 
Itesources  Investigation 

L,  JONES,  Deputy  in  Charge  Flood  Control  and  Reclamation 

GEORGE  AV.   IIAWLEY,  Deputy  in   Charge  Dams 

SPENCER    BURROUGHS,    Attorney 

EVERETT  X.  P.RYAX,  Hydraulic  Engineer  Water  Rights 

GOIUtOX   ZAXDER.   Adjudication.   Water  Distribution 


DIVISION  OF  ARCHITECTURE 


GEORGE  B.  McDOUGALL.  State  Architect,  Chief  of  DivisioTi 

P.  T.  POAGE,  Assistant  Chief 

W.    K.   D.\XIELS,   Administrative  Assistant 

HEADQUARTERS 
H.    W.    DeHAVEN,    Supervi.sing   Architectural    Draftsman 

C.    H.    KROMER,    Principal    Structural    Engineer 
CARLETON  PIERSON,  Supervising  Specification  Writer 
J.  W.  DUTTON.  Principal  Engineer,  General  Construction 

W.  H.  ROCKINGHAM,  Principal  Mechanical  and  Electrical 

Engineer 


DIVISION  OF  CONTRACTS  AND  RIGHTS  OF  WAY 


C.  C.  CARLETON,  Chief 

CLARENCE  W.  MORRIS,  Attorney,  San  Francisco 

FRANK  B.  DURKEE,  General  Right  of  Way  Agent 

C.  R.  MONTGOMERY,  General  Right  of  Way  Agent 

ROBERT  E.  REED,  General  Right  of  Way  Agent 


DIVISION  OF  PORTS 


Port  of  Eureka — William  Clark,  Sr.,  Surveyor 


3S425 — 12-36      HM 


GEORGE  H.  MOORE,  STA 


notify  sender  on 

Form  3547 

Division  of  Highways 

P.  O.  Box  1499 
Sacramento,  California 


Seattle, 


Wash. 


Si^U.  562  P.  L.  &  R. 
U.  S.  POSTAGE 

PAID 

Sacramento,  Cal. 
Permit  No.   152 


CALIFORNIA 

HIGHWAYS  AND  PUBLIC  WORKS 


Property  of 
^^<^h^3  Public  Librat^ 


sMiifltjaf  Public  Waiys 


CALIFORNIA  HIGHWAYS  AND  PUBLIC  WORKS 

Official  Journal  of  the  Division  of   Highways  of  the  Department  of  Public  Works,  State  of  California 

EARL  LEE  KELLY,  Director  C.  H.  PURCELL,  State  Highway  Engineer  JOHN  W.  HOWE,  Editor 

Published  for  information  of  the  members  of  the  department  and  the  citizens  of  California 

Editors  of  newspapers  and   others  are  privileged  to  use  matter  contained  herein.     Cuts  will  be  gladly  loaned  upon  request. 
Address  communications  to  California  Highways  and  Public  Works,  P.  O.  Box  1499,  Sacramento,  California. 


Vol.15  JANUARY,  1937  No.  1 


Table  of  Contents 


Page 

$27,576,900  for  Major  Project  Construction  in  Biennial  Highway  Budget 1 

By   Harry   A.   Hopkins,   Chairman   Highway   Commission 

]\Iarin  Approach  of  Golden  Gate  Bridge   Nears  Completion  on  Schedule 2 

By  Jno.  H.  Skeggs,  Distri^-t  Engineer 

View.s  of  Heavy  Grading  Operations  and   Tunnel  on  .Miirin  Approach 3 

Highway  Crews  Fight  Blizzard  Snow  Storm,  Rescue  Autoists 4 

By  A.  Coonrod.  District  Office  Engineer 

Pictures  of  Snow  Clearing  Operations  in   San  Bernardino  Mountains 5 

Opening  of  Newport  Overhead  Eliminates  Acute  Traffic  Problems 6 

By  A.  D.  Griffin,  District  Office  Engineer 

Views  of  Ceremonies  and  Official  Groups  at  Newport  Grade  Separation  Dedication  7 

Traffic  Diagram  of  Newport  Grade  Separation 8 

State  Highway  Engineer  C.  H.  Purcell  Honored  by  President  Roosevelt 9 

Tabulations  of  Budgeted  Major  Construction  Projects  for  89th  and  90th  Fiscal 

Years 10,  H,  12 

California's  Uniform  Highway  Sign  System  Described 13 

By   F.  M.   Carter,  Assistance  Maintenance  Engineer 

Facsimiles  and  Descriptions  of  Regulatory  Group  of  Highway  Signs 14,  15 

Palomar  Mountain  Observatory  "Highway  to  the  Stars"  Opens  Next  Spring 16 

By  E.  E.  Sorenson,  Construction  Engineer 

Pictures  of  Palomar  Mountain  Road  Construction   17 

Accomplishments  of  Highway  Engineering  Research  Reviewed 18,  19 

By  U.  S.  Maltimore,  Pennsylvania  Department  of  Highways 

New  Conejo  Grade  Road  Approaching  Completion 20 

Aerial  Views  of  Conejo  Grade  Realignment 21 

Improved  Drag  Finisher  for  P.  C.  Pavement ^2 

By  II.  D.  Johnson.  Assistant   Resident  Engineer 

lllnstnitioiis  of  New  Drag  Finisher  and    Method  of  Operation 23 

Monthly  Water  Resources  Report  of  State   Engineer -4 

Vaf;ition  with  an   I"]ngiiiciT  Described  in  Verse — Ilhistratcd 26 

By  Gladys  Craig  Potter 

Hi"hwav   P>i(ls  jiiid    Aw.irds  for  October.    November  and  December,  1936 27,  28 


Seattle  Public  Library 


$27,576,900  for  Construction 
of  Major  Projects  in  State 
Highway  Biennial  Budget 


By  HARRY  A.  HOPKINS 

Chairman    California    Hishway    Commission 


THE  Biennial  State  Highway 
Budget  for  the  89th  and  90th 
fiscal  years,  July  1,  1937,  to 
June  30,  1939,  was  adopted  by  the 
California  Highway  Commission  on 
December  19,  1936,  and  transmitted 
to  Governor  Merriam. 

The  budget  shows  that  after 
deduction  for  maintenance  of  the 
14,000  miles  of  State  highway,  for 
the  i  cent  allocation  to  cities,  for 
rights  of  wa}%  joint  highway  dis- 
tricts, engineering,  minor  im- 
provements and  betterments,  ad- 
ministration and  contingency 
reserves,  the  total  amount  avail- 
able for  major  project  construc- 
tion throughout  the  State  will  be 
$27,576,900. 

There  are  three  sovirces  from 
which  State  highway  revenues  are 
derived.  They  are,  first,  the  gas 
tax,  which  is  estimated  to  pro- 
duce $58,000,000  in  two  years; 
second,  motor  vehicle  fees  for 
whicli  the  State's  share  of  the  net 
amount  available  for  distribution 
to  the  State  and  the  counties 
is  estimated  at  $6,200,000;  and 
third,  Federal  Aid  appropriated 
for  the  fiscal  years  1938  and  1939 
in  the  Hayden-Cartwright  act  of 
1936,  California's  share  of  which 
is  estimated  at  $9,500,000.  The 
following  tabulation  shows  this 
estimate  of  revenues : 

Gas  tax  (Stat?  highway  share) 
$58,000,000;    motor    vehicle    fees 
(State    highway    share)    $6,200,- 
000;    Federal    aid    (1938-1939    fiscal 
year  aiipropriatiOn)  $9,500,000;  total, 
$73,700,000. 

The  estimated  revenues  for  the  89th 
and  90th  fiscal  years  are  available  for 
and  must  cover  all  purposes  included 
ni  the  administration  of  State  high- 


ways. The  allocation  of  these  reve- 
nues is  made  in  accoi'dance  with  vari- 
ous provisions  of  legislative  enact- 
ment, reiiuires  distribution  to  the 
north  and  south  sections  of  the  State 
to  primary  and  secondary  highways, 
to  cities,  joint  highwa_y  districts  and 


HARRY    A.    HOPKINS 

to  the  various  purposes  and  functions 
involved  in  State  highway  adminis- 
tration. 

The  general  functions  to  which 
moneys  are  apportioned  include  ad- 
ministration, maintenance  and  cities. 
For  administration  $2,571,680  is  set 


up;     for     maintenance     $16,478,320. 
The  half-cent,  allocated   to  cities  on 
the  basis  of  population  that  each  city 
bears  to  the  total  city  population,  is 
$14,500,000.     The  total  of  these  three 
amounts    is    $33,550,000,    leaving    a 
balance    available    for    major    proj- 
ect   construction    and    improve- 
ment, engineering,  rights  of  way, 
joint  highway  districts  and  con- 
tingencies of  $40,150,000. 

Distribution  of  this  amount  for 
the  various  purposes  jn-ovided  by 
statute  to  the  north  and  south 
county  groups,  to  primary  and 
secondary  roads,  shows  the  final 
amount  available  for  major  proj- 
ect construction  is  $27,576,900. 
This  amount  has  been  allocated 
to  169  major  projects  shown  in 
the  tabulations  accompanying 
this  article. 

Federal  appropriations  for 
feeder  or  secondaiy  roads  and  for 
grade  crossing  elimination  made 
by  the  Hayden-Cartwi'ight  act  of 
1936  are  not  included  in  this 
budget  since  the  funds  are  not 
.vet  available  for  programnnng  or 
for  distribution.  These  appropri- 
ations are  Federal  contributions 
for  special  and  definite  purposes 
to  be  distributed  in  accordance 
with  Federal  regulations,  not  yet 
promulgated  and  over  which  the 
Federal  government  will  exercise 
final  approval,  and  for  the  ex- 
penditure of  which  the  State  acts 
])rimarily  only  as  an  agent  for  the 
Federal  government. 

Tabulations  of  budgeted  major  con- 
struction projects  will  be  found  on 
pages  10,  11  and  12  detailing  the 
county.  State  Highway  route,  loca- 
tion, extent  and  nature  of  improve- 
ment and  proposed  expenditure. 

(Continued  on  page  10) 


Grading  Mar!n  Approach  to  Gate 
Bridge  Nears  Completion  on  Schedule 


By  JNO.   H.   SKEGGS,   District  Ensineer 


BRIDGE-CONSCIOUS  in  a 
large  way,  the  people  of  the  San 
Francisco  Bay  metropolitan 
area,  with  the  San  Francisco-Oakland 
Bay  Bridge  a  reality,  are  looking  for- 
ward with  eager  anticipation  for  the 
opening  to  traffic  of  the  Golden  Gate 
span,  largest  over-water  suspension 
structure  in  the  world. 

The  San  Francisco-Oakland  Bay 
Bridge  was  opened  for  automobile 
travel  on  November  12,  1936,  and  the 
occasion  was  duly  celebrated  and  this 
record  breaking  monument  to  engi- 
neering skill  now  is  serving  millions 
of  persons  monthly. 

The  Golden  Gate  Bridge  is  sched- 
uled for  completion  during  next  May, 
and  San  Francisco  and  the  North 
Coast  Counties  of  California's  Red- 
wood Empire,  comprising  the  Golden 
Gate  Bi'idge  and  Highway  District, 
are  now  planning  the  celebration  for 
this  historic  achievement. 

APPROACHES  IMPORTANT 

Paralleling  the  preparations  for  the 
Golden  Gate  Bridge  celebration,  con- 
struction progress  is  approaching  its 
final  stages  on  the  various  related 
portions  of  the  project.  Steel  work 
on  the  bridge  has  been  completed, 
paving  is  under  way,  and  to  the  cas- 
ual observer,  the  magnificent  struc- 
ture now  has  every  appearance  of  a 
completed  monument ;  but  spectacular 
and  gigantic  as  is  this  imjiortant 
sti'ucture,  its  fundamental  u.sefulness 
depends  upon  the  approach  highways 
and  .system  of  roads  serving  it  at 
eitlier  end. 

The  Division  of  Highways  of  the 
State  Department  of  Public  Works 
has  assumed  the  responsibility  of  con- 
structing the  mountainoiLS  Marin 
County  highway  approach  connecting 
the  bridge  with  the  Redwood  High- 
way at  Waldo.  The  scope  of  the 
heavy  grading  and  tunneling  con- 
tracts involved  was  discussed  in  the 
May,  1936,  issue  of  this  publication. 
Construction  progress  to  the  first  of 


the  year   is   briefly    reported   as   fol- 
lows : 

T.  E.  Connolly,  Inc.,  the  contractor 
on  the  construction  of  the  1000-foot 
length  tunnel,  with  portals  and  road- 
way approaches,  has  been  fortunate 
in  encountering  no  pai'ticularly  unsta- 
ble formations.  This  contractor  has 
followed  a  construction  scheme  in- 
volving an  8  by  8  foot  crown  drift 
and  two  14  by  12  foot  wall  drifts, 
with  frequent  sloping  .sections  con- 
necting the  wall  and  crown  drifts  for 
ventilation  and  safety  measures. 

MUCH    WOKK    COMPLETED 

The  cro^\^l  drift  was  started  at  the 
south  portal  on  June  2d;  at  the  north 
portal  on  June  16th ;  and  was  holed 
through,  at  a  point  375  feet  from  the 
north  portal,  on  June  30th.  All  drill- 
ing was  with  jackhammers,  all  mate- 
rial was  hand-mucked,  and  this  drift 
required  timbering  for  appro.ximately 
57  per  cent  of  its  length,  mostly  at 
the  northerlj^  end. 

The  left  wall  drift  was  started  at 
the  south  portal  on  June  9th ;  at  the 
north  portal  July  30th  ;  and  was  holed 
through  on  September  1-lth  at  a  point 
134  feet  from  the  north  jiortal.  The 
heading  from  the  south  portal  was 
drilled  with  water  leyner.s.  the  mate- 
rial being  machine-mucked.  The  head- 
ing from  the  north  portal  was  drilled 
with  jackhammers  and  was  hand- 
mucked. 

WALL   DRIFTS    CONNECTED 

The  right  wall  drift  was  driven 
from  the  south  portal  only,  and  dead- 
ended  at  a  point  54  feet  from  the 
north  portal,  being  the  approximate 
division  line  between  tunnel  excava- 
tion and  roadwa.y  excavation.  An  8 
by  8  foot  cross  drift  was  constructed, 
diagonally  connecting  the  right  wall 
drift  at  its  northerly  dead-end  with 
the  left  wall  drift,  to  provide  access 
for  concreting.  The  right  wall  drift 
was  drilled  with  water  leyner.s,  mate- 
rial being  removed  by  machine  muck- 


ers. It  was  necessary  to  provide  ven- 
tilation equipment  in  one  drift. 

Although  both  the  left  and  right 
wall  drifts  were  timbered  through 
with  sets  of  8  by  8  inch  posts  and  10 
by  10  inch  caps  at  approximate  seven- 
foot  centers,  there  was  no  evidence  of 
any  weight  upon  the  timbering.  It 
was  used  as  a  safety  measure  and  as 
a  basis  for  mucking  traps  for  ringing- 
out  operations. 

The  concrete  aggregate  bunkers  for 
this  project  are  located  at  Waldo 
Point.  The  concrete  mixing  plant  is 
located  on  an  access  roadway  (Pros- 
pect Avenue)  near,  but  about  one 
hundred  feet  in  elevation  below  the 
north  portal.  A  concrete  pump  lo- 
cated at  the  north  portal  is  connected 
with  the  mixing  plant  by  means  of  a 
skip  incline.  One  to  two  inch  slump 
concrete  has  been  pumped  a  distance 
of  1100  feet,  using  but  one  cylinder 
of  the  pump. 

Concreting  of  the  side  walls  to  the 
spring  line  was  started  October  10th 
and  finished  December  11th.  Ring- 
ing-out of  the  arch  ring  and  setting 
of  steel  beams  was  started  November 
30th.  One  jumbo  form  for  concreting 
the  arch  rings  was  ready  for  operation 
the  first  of  the  year,  and  a  second 
scheduled  to  start  shortly  thereafter. 

HEAVY  SLIDES  ENCOUNTERED 

Preparations  for  installation  of  a 
sodium  vapor  lighting  system  in  tlu' 
tunnel  are  progressing  with  the  tun- 
nel construction.  Macco  Construc- 
tion Co.,  contractor  on  the  grading 
between  Waldo  and  the  bridge  on  both 
sides  of  the  tunnel,  has  been  making 
good  progress  in  spite  of  a  number  of 
anticipated  heavy  slides.  This  con- 
tractor has  been  using  eleven  large 
tractoi-s,  varying  from  75  to  90  h.p. ; 
eleven  Le  Tourneau  carryalls  of  13- 
yards  capacity,  and  three  2-2^-yard 
semi-diesel  power  shovels,  with  some 
forty  trucks,  varying  from  five  to 
eight  yards  capacity. 

(Continued  on  page  9) 


[Two] 


(January  i9}7)  California  Highways  and  Public  Works 


Upper— View  from  near  north  abutment  of  Golden  Gate  Bridge  shows  heavy  grading  work  on  Marin  approach.  Center—Con- 
structing highway  approach  at  north  abutment  of  bridge.  Lower —Placing  of  steel  and  form  work  at  south  portal  of  tunnel  through 
hills.     Inset — Ventilation   precautions  in  wall  drift. 

California  Highways  and  Public  Works  aa,,„ary  19  f7j  I  Three] 


Highway  Crews  Fight  Blizzard 
Snowstorm,  Rescue  Autoists 

By  A.  COONROD,  District  Office  Ensineer 


SNOW  storms  which  started  on 
Sunday,  December  27,  and  three 
da.vs  later  developed  into  one 
of  the  worst  blizzards  in  the  history 
of  San  Bernardino  County  tested  the 
mettle  of  the  maintenance  crews  of 
the  Division  of  Highways  in  District 
VIII  to  the  utmost. 

Hundreds  of  persons  were  ma- 
rooned at  various  resorts  in  the  San 
Bernardino  mountains  and  District 
Highway  Engineer  E.  Q.  Sullivan 
kept  huge  snowplows  working  day  and 
night  to  clear  roads  for  their  release. 

With  the  blizzard  still  raging  and 
with  a  snowfall  of  from  three  to  five 
feet  in  Big  Bear  Valley,  all  highways 
into  the  mountain  area  were  ordered 
closed  on  December  30.  The  day  be- 
fore, snowfall  on  the  level  in  Big 
Bear  Valley  was  54  inches. 

The  storm  brought  the  season's 
rainfall  for  San  Bernardino  to  13.28 
inches  on  Januarj-  1,  a  record  second 
only  to  that  of  the  year  1889. 

PLOWS  WORKED  ALL  NIGHT 

Coming  as  it  did  during  the  holi- 
days, the  blizzard  presented  the  snow 
removal  crews  with  a  most  serious 
traffic  problem.  Great  snow  banks, 
fallen  trees  and  land.slides  sealed 
roads  in  many  places.  State  highway 
crews  struggled  night  and  day  to 
force  snowplows  through  great  drifts 
of  snow  and  debris. 

Without  careful  regulation,  all 
cleared  roadways  would  soon  have 
filled  with  cars  blocking  their  own 
way.  Such  a  blockade  would  have 
resulted  in  much  human  suffering,  if 
not  loss  of  life.  It  was  necessary  that 
careful  supervision  of  traffic  be  main- 
tained and  during  the  storms  only 
such  vehicles  as  were  on  urgent  busi- 
ness were  allowed  to  pa.ss  into  the 
snow  area. 

Outgoing  machines  were  permitted 
to  move  first,  thus  relieving  conges- 
tion and  forestalling  a  possible  food 
shortage  among  those  marooned. 

By  Jainiary  1,  Nature  was  in  coni- 


IFourl 


plete  control  of  the  San  Bernardino 
Mountains  while  fatigued  highway 
crews,  after  opening  a  road  to  Crest- 
line and  Lake  Arrowhead,  battled 
their  way  toward  Big  Bear  Valley 
and  upper  Santa  Ana  canyon  resorts. 
In  Lake  Arrowhead,  snow  was  two  to 
three  feet  deep. 

RELEASED  800  YOUTHS 

Shortly  before  travel  was  pro- 
hibited, State  hig-hway  maintenance 
crews  were  successful  in  releasing 
800  southern  California  boys  and 
g-irls  in  a  number  of  mountain 
camps. 

Efforts  of  Division  of  Highwa,ys 
workers  to  break  through  to  Running 
Springs  against  snow  drifts  16  to  18 
feet  deep  were  temporarily  halted  on 
New  Year's  Day  by  fallen  trees  and 
a  landslide. 

On  this  day  traffic  conditions  at 
Big  Pines  and  Wrightwood  taxed  the 
ingenuity  of  the  California  Highway 
Patrol  and  the  maintenance  depart- 
ment. All  cars  were  compelled  to 
discharge  passengers  at  Big  Pine  and 
then  were  turned  around  facing  out 
of  the  resort.  At  one  time  there  was 
a  line  of  parked  cars  six  miles  long. 

MAROONED  RESORTS  An)ED 

On  the  Rim  of  the  World  road  high 
winds  piled  up  14-foot  snow  drifts 
and  blew  big  trees  down  across  the 
highwa.v. 

The  night  of  January  2,  Lake 
Arrowhead  had  been  without  elec- 
tric lights  and  telephone  service  for 
four  days  and  the  water  system  was 
not  functioning.  A  convoy  of  trucks 
with  food  supplies  was  taken  into 
the  resort  on  that  night  by  the  Divi- 
sion of  Highways. 

Considerable  fear  was  aroused  for 
the  safety  of  150  Boy  Scouts  en- 
camped in  the  Barton  Flats  area. 
Superintendent  John  Davidson  of  the 
highway  forces  went  into  the  district 
on   snovvshoes   and    reported    to    Dis- 


trict Engineer  Sullivan  that  he  had 
found  the  boys  with  plenty  of  food. 
Sullivan  ordered  the  largest  of  his 
rotary  plows  to  clear  a  road  to  Barton 
Plats,  a  job  that  required  three  days. 

KEPT    TOUCH   BY  RADIO 

During  the  storm  the  only  com- 
munication with  Big  Bear  Valley  was 
between  amateur  radio  .stations 
\V()MX  of  Big  Bear  and  W6LRX  of 
San  Bernardino.  These  stations  kept 
the  Division  of  Highways  in  constant 
touch  with  the  situation  in  the  iso- 
lated area. 

When  the  roads  finally  were  oix^ned 
no  cars  were  allowed  to  proceed  into 
the  Big  Bear  and  Lake  Arrowhead 
districts  until  all  persons  confined 
there  wlio  wanted  to  leave  had  come 
out. 

Throughout  the  blizzard,  highway 
maintenance  crews  succeeded  in  keep- 
ing open  the  State  highway  into  Los 
Angeles  County's  playgrounds  at  Bis 
Pines. 


CONVOYS  OP  AUTOS 

Sleet  and  .snow  iced  the  National 
Old  Trails  highway  in  Cajon  Pass, 
where  between  three  and  five  feet  of 
snow  fell.  All  ears  bound  for  Lala' 
Arrowhead,  Big  Bear  Valley,  Crest 
line  and  other  mountain  resorts  wer( 
halted  at  the  Arrowhead  arch. 

On  the  Waterman  canyon  road 
from  San  Bernardino  convoys  of  car 
were  taken  up  on  New  Year's  Day  by 
the  California  Highway  Patrol.  Dis 
trict  Engineer  Sullivan  adopted  tlii 
precaution  to  lessen  the  danger  tc 
motorists  from  falling  rocks  and  slid 
on  the  road. 

Tireless  work  on  the  part  of  snow 
plow  crews  opened  the  Rim  of  th 
Woi'ld  highway  for  travel  to  Lalvc 
Arrowhead  at  6  a.m.  on  the  morninj; 
of  January  3. 

For  ten  days  every  man  of  the 
maintenance  crews  of  District  VIII 
and  every  piece  of  snow  removal 
equipment  was  in  continuous  service 


(l.n,„„ry  i9t7)  California  Highways  and  Public  Works 


Scenes  in  San  Bernardino  Mountains  where  crews  of  the  Maintenance  Department  of  the  Division  of  Highways  battled  for  terr 
days  and  nights  to  clear  roads  leading  to  Lake  Arrowhead,  Big  Bear  Valley,  Barton  Flats,  Big  Pines  and  other  points  where 
motorists  and  pleasure  seekers  were  marooned  by  the  worst  snow  storm  in  a  decade.  Uppei — Cars  parked  at  Big  Pines  headed  out 
of  the  region  to  prevent  traffic  jam.  Center  right — Blower  plow  at  work  opening  road.  Lower  left — Plow  working  way  through 
five-foot   snow   drifts.      Lower   right — Two   way    road    opened    through  heavy  drifts  of  "No  man's"  land. 


California  Hightvays  and  Public  Works  (January  1937) 


[Five] 


Opening  of  Newport  Overhead 
Solves  Bad  Traffic  Problem 


By   A.   D.  GRIFFIN,   District   Office   Ensineer 


SOUTHERN  California  motori.sts 
were  provided  with  a  new  Gate- 
way to  the  Sea  when  Governor 
Frank  F.  Merriam  on  Saturday,  No- 
vember 28,  officially  dedicated  the 
Newport  Beach  Grade  Separation  in 
Orange  County. 

Ceremonies  attending  the  opening 
of  the  new  overhead  crossing  were 
unique  in  that  the  usual  procedure  of 
cutting  a  ribbon  barrier  across  the 
roadway  was  replaced  by  an  innova- 
tion. An  imitation  stone  wall  was 
erected  across  the  viaduct  with  a  gate 
in  the  center.  The  oldest  farm  gate 
in  Orange  County,  one  that  had 
served  for  many  years  on  the  great 
Irvine  Ranch,  was  used.  It  was  held 
clo.sed  with  bailing  wire  and  bore  a 
"Keep  Out"  sign. 

With  the  words,  "I  dedicate  this 
overpass  to  the  use  of  the  people  of  the 
Golden  State  of  California,"  Gov- 
ernor Merriam  cut  the  wire  with  a 
pair  of  heavy  pliers,  tore  down  the 
warning  sign  disclosing  one  that  read 
"Welcome,"  and  flung  open  the 
ancient  gate. 

The  Governor  then  entered  his  au- 
tomobile and  led  a  procession  of  cars 
across  the  viaduct  to  Newport. 

SERIOUS    TRAFFIC    PROBLEM 

At  Newport  Beach,  where  the  road- 
way entering  the  city  crossed  the 
Coast  Highway,  there  existed  for 
years  a  serious  traffic  problem.  Travel 
on  both  roads  during  the  summer 
months  is  very  heavy.  With  the 
Coast  Highway  carrying  the  limit  of 
vehicles,  especially  on  Sundays  and 
holidays,  the  crossing  traffic  was  enor- 
mous and  hours  of  delay  resulted. 

Witli  completion  of  the  overhead 
crossing,  the  viaduct  now  carries  all 
traffic  entering  and  leaving  the  city 
of  Newport  Beach  and  permits  the 
travel  along  the  Coast  Highway  from 
Long  Beach  to  San  Diego  to  flow 
without  interruption. 

Four  ramps  connect  the  Coast  road 
with  tlie  Newport-Santa  Ana  highway 


[Six] 


running  overhead.  These  rauijjs  are 
so  planned  that  all  turns  are  to  the 
right,  thus  doing  away  with  cross- 
traffic. 

Motorists  using  the  new  crossing 
should  remember  that  no  vehicle  .shall 
cross  the  Coast  Highway,  either  east 
or  west,  except  by  the  overhead  road- 
way, and  that  no  left  hand  turns  are 
permitted  at  any  intersection  created 
by  the  construction  of  the  bridge. 

NO  RIGHT  TURNS 

Autoists  wishing,  for  instance,  to 
go  from  Santa  Ana  to  Laguna  Beach 
must  cross  the  viaduct  toward  New- 
port, make  a  right  turn  at  the  right- 
hand  ramp  after  crossing,  go  down  the 
ramp  and  turn  right  onto  the  Coast 
Highway.  Those  wishing  to  go  from 
Laguna  Beach  to  Newport  pass  under 
the  bridge  on  the  Coast  Highway, 
turn  right  at  the  right-hand  ramp 
after  passing  under  the  bridge,  go  up 
the  ramp  and  turn  right,  crossing  over 
the  bridge. 

The  Newport  Beach  Grade  Separa- 
tion was  first  proposed  about  eight 
years  ago  to  carry  the  Newport-Santa 
Ana  Road,  then  a  County  highway, 
over  the  State  Coast  Highway. 

Newport-Santa  Ana  Road,  now 
State  Highway  Route  43,  was  taken 
into  the  State  Highway  system  on 
August  14,  1931. 

RIGHTS  OP  WAY  OBTAINED 

In  the  early  part  of  July,  1935, 
after  many  months  of  negotiation,  the 
State  entered  into  an  agreement  with 
the  Southern  Pacific  Railroad  Com- 
pany whereby  the  State  purchased  the 
railroad's  Newport  Beach  Line  right- 
of-way  between  Dyer  Road  and  New- 
port IBeaeh,  a  total  distance  of  almost 
eight  miles,  for  the  sum  of  $8,428. 

A  portion  of  this  right-of-way  is 
now  used  for  the  new  grade  separation 
and  the  balance  of  this  right-of-way 
will  be  used  at  some  future  time  for 
the  widening  and  improvement  of 
State   Highwav  Route  43,   northerly 


from  the  Newport  Beach  Grade  Sepa- 
ration. The  city  of  Newport  Beach, 
through  agreement  with  the  Southern 
Pacific  Railroad,  purchased  that  por- 
tion of  the  railroad's  right-of-way 
within  the  city  that  was  needed  for 
construction  of  the  grade  separation. 
All  other  rights-of-way  for  this  im- 
provement were  secured  by  donation 
from  abutting  property  owners. 

HEAVY    TRAFFIC    COUNTS 

Traffic  counts  taken  on  Sunday, 
July  12,  1936,  show  a  count  of  12,397 
vehicles  between  6  a.m.  and  10  p.m. 
on  the  Santa  Ana-Newport  Road. 
State  Highway  Route  43,  and  a  count 
of  15,818  vehicles  between  the  same 
hours  on  the  coast  road.  State  High- 
way Route  60. 

This  project  was  financed  from  the 
Major  Project  Allocation  for  Con- 
struction and  Improvement  of  High- 
ways— Primary  South,  in  the  budget 
for  the  85th-86th  fiscal  years,  which 
allocated  .$180,000.00  for  the  improve- 
ment. 

Completion  of  it  has  eliminated  a 
congestion  point  which  frequently  on 
Sunday  afternoons  during  the  sum- 
mer months  has  held  up  cars  an  hour 
or  more  in  negotiating  this  intersec- 
tion. 

APPROXIMATE  COST  $170,000 

Bids  for  the  project  were  opened 
October  31,  1935.  The  contract  was 
awarded  by  the  Director  of  Public 
Works  on  November  7,  1935,  and  ap- 
proved by  the  Attorney  Genei-al  on 
November  25,  1935.  Work  was  start- 
ed on  November  12,  1935,  and  was 
completed  November,  1936.  The  total 
cost  of  the  ]iroject  will  be  approxi- 
mately $170,000. 

Constructioln  consisted  of  a  new 
bridge  over  the  Newport  Bay  Chan- 
nel, a  new  bridge  to  carry  the  Santa 
Ana-Newport  Bay  Road  over  the 
Coast  Highway,  grading  and  paving 
of  approaches,  grading  and  paving  of 
the  northwest  ramp  and  the  southwest 


(January    1917) 


California  Highways  and  Public  Works 


At  top,  view  of  Newport  overhead,  showing  east  and  west  ramjs  and  Coast  Highway  passing  under  viaduct.  Center — Official 
party  at  dedication;  (left  to  right)  City  Engineer  R.  L.  Patterson,  Newport;  S.  V.  Cortelyou,  District  Highway  Engineer;  Assistant 
Director  of  Public  Works  Justus  F.  Craemer;  Mayor  Harry  Willianson,  Newport;  Mrs.  Philip  A.  Stanton,  Julien  D.  Roussel,  secretary 
California    Highway   Commission;    Highway   Commissioner   Philip  A.   Stanton;    Governor   Frank   F.   Merriam. 

Inset — Governor  Merriam  cuts  wire  which  held  closed  old  gata  barrier.  At  bottom — Portion  of  crowd  attending  dedication, 
including   Sea  Scouts,   and   ancient   ranch   gate   unlocked   by   Governo"  Merriam. 


California  Hightvays  and  Public  Works  (January  1937) 


[ Seven 1 


ramp  ooniieeting  the  Coast  Higlnvay 
witli  the  higli  line  of  the  Santa  Ana- 
Xewport  Beaeh  Koad,  grading  and 
paving  of  the  east  ramp  to  provide 
connection  between  Newport  Beach 
and  points  southerly  along  the  coast. 
The  bridge  over  the  Coast  Highway 
is  of  reinforced  concrete  girder  type, 
is  158  feet  long  and  has  a  44-foot  clear 
roadway  Avidth  and  two  three  and 
one-half  foot  sidewalks. 

WIDE    APPROACHES 

The  bridge  over  the  Newport  Chan- 
nel is  of  reinforced  concrete  girder 
type,  is  206  feet  long,  has  a  44-foot 
clear  roadway  width  and  one  five-foot 
sidewalk,  and  is  built  on  five  bents 
consisting  of  84  reinforced  concrete 
piles. 

There  are  2015  cubic  yards  of  con- 
crete. 400,000  pounds  of  reinforcing 
steel  and  75,000  pounds  of  structural 
steel  in  the  two  structures.  The  ap- 
proaches to  the  two  bridges  have  a  5^ 
foot  roadway  and  are  paved  40  feet 
wide  with   Portland   cement   coneret 

♦-TO  NEWPORT  BEACH 


The  Newport  Channel  Bridge  lias 
one  removable  span  to  comply  with 
Federal  regulations  governing  navi- 
gable streams. 

The  sj-stem  of  side  road  ramp  con- 
nections will  permit  of  a  free  flow  of 
traffic  in  all  directions,  whatever  the 
destination  may  be  of  vehicles  coming 
into  the  iirade  se]iaration. 


will  find  a  traffic  facility  that  will 
greatly  add  to  tlieir  comfort,  conve- 
nience and  safety  and  save  tlu-m  many 
wearisome  and  nerve-wrecking  delays. 
State  Highwaj-  Commissioner  Phil- 
lip A.  Stanton  presided  at  the  dedica- 
tion ceremonies,  being  introduced  by 
Sam  A.  ileyer,  president  of  the  New- 
port Chamber  of  Commerce.  Mr. 
Stanton  reviewed  the  many  prelimi- 
nary steps  leading  up  to  the  construc- 
tion of  the  crossing.  He  said  com- 
pletion of  the  project  was  evidence  of 
what  whole-hearted  cooperation  on  the 
part  of  property  owners  and  munici- 
pal, county  and  state  officials  could 
accomplish.  He  mentioned  the  fact 
that  this  cooperation  made  possible 
the  removal  of  eight  miles  of  railroad 
main  line  tracks. 

GOVERNOR   MERRIAM   SPEAKS 

Commissioner    Stanton    introduced 
J.  P.  Greelev,  who  was  active  in  bring- 


LEGEND  FOR  ROUTINGS 

LONG  BEACH    TO   SANTA   ANA  

NEWPORT  BEACH  TO   LONG  BEACH 

SANTA  ANA  TO  SAN  DIEGO  

SAN  DIEGO  TO  NEWPORT  BEACH 


and  a.splialt  concrete.  Curbs  have 
been  constructed  on  both  sides  and  a 
five-foot  sidewalk  on  one  side. 

The  northwest  ramp  is  graded  76 
feet  wide  and  paved  with  Portland 
cement  concrete  20  feet  in  width. 

ALL  RAMPS  PAVED 

The  southwest  and  east  ramps  are 
paved  with  Portland  cement  concrete 
20  feet  wide  and  Portland  cement  con- 
crete curbs  and  two-foot  concrete  gut- 
ters have  been  constructed. 

The  existing  grade  of  State  High- 
way Route  60  (Coa.st  Route)  was 
raisol  a])])i-oxiinately  three  feet  in 
order  to  eliminate  the  dip  in  pave- 
ment under  the  old  road  separation 
and  a  new  40-foot  asphalt  concrete 
l)avement  was  laid  with  Portland 
cement  concrete  curbs  and  one  five- 
foot  Portland  cement  concrete  side- 
walk, an  overall  length  of  800  feet. 


The  lighting  system  which  consists 
of  32  ornamental  light  standards, 
each  containing  250  candle  power 
lamps,  and  will  provide  illumination 
for  the  entire  project,  was  paid  for 
from  funds  provided  by  the  city  of 
Newport  Beach. 

All  slope  cuts  are  to  be  planted  im- 
mediately after  construction. 

SPLENDID  COOPERATION 

This  jiroject  embodies  all  the 
modern  developments  in  highway 
grade  separations  gained  by  many 
years  of  construction  experience  and 
extensive  studies  of  traffic  flow  at  this 
location  and  elsewhere,  and  in  the 
future  the  traveling  public  journeying 
in    the    vicinity    of    Newport    Beach 


SKETCH  SHOWING 

DIRECTIONS  FOR  TRAFFIC 

AT  THE  NEWPORT  BEACH 

HIGHWAY  GRADE  SEPARATION 

ing  about  the  building  of  the  over- 
head ;  Highway  Commissioner  Wil- 
liam Hart  of  Carlsbad,  and  Governor 
Me^-riam. 

The  Governoi-  stressed  the  point 
that  in  the  working  out  of  the  project 
there  was  complete  harmony  among 
all  interested  parties.  He  predicted 
that  by  the  end  of  19:17  the  unfinished 
section  of  the  Coast  Highway  in  the 
Wilmington  and  San  Pedro  district 
would  be  completed. 

Touching  upon  the  subject  of  gas 
tax  revenues  with  which  the  project 
was  built,  the  Governor  said  that 
the  definite  expression  of  the  voters 
at  the  November  election  against 
gas  tax  diversion,  left  no  doubt  that 
the  people  of  California  are  deter- 
mined that  their  gas  tax  monies 
shall  be  used  for  highway  purposes 
exclusively  and  not  diverted  to  any 


lEight] 


(January  1937)  California  Highways  and  Public  Works 


other  uses.  He  said  that  as  far  as 
he  is  concerned,  the  gas  tax  diver 
sion  issue  is  settled  and  that  gaso- 
line tax  funds  will  be  devoted  solely 
to  highway  construction  and  main- 
tenance. 

SEA    SCOUT.S    ATTEND 

Adding  color  to  the  dedication  cere- 
monies were  five  hundred  Sea  Scouts 
from  five  western  state.s,  who  were 
reviewed  by  the  Governor.  The  Sea 
Scouts,  who  were  in  "Rendezvous" 
at  Newport  Harbor  for  three  days,  No- 
vember 27,  28  and  29,  provided  a 
guard  of  honor  for  the  Governor. 
Present  were  the  mayors  of  all  Orange 
County  cities,  the  mayors  of  Long 
Beach,  Riverside  and  Pasadena,  mem- 
bers and  members-elect  of  the  legis- 
lature from  Orange,  state  and  county 
officials  and  officers  and  member.s  of 
the  Newport  Harbor  Yacht  Club,  of 
which  tJie  Governor  is  an  honorary 
commodore.  For  the  occasion,  the 
Governor  wore  a  commodore's  cap. 

Preceding  the  viaduct  opening,  the 
Governor  and  visiting  officials  were 
entertained  at  a  luncheon  in  the  ball- 
room of  the  Yacht  Clul).  President 
Meyer  of  the  Chamber  of  Commerce 
acted  as  toastmaster  and  introduced 
the  guest  mayors. 

Former  Speaker  of  the  Assembly 
Ted  Craig  introduced  Senator-elect 
Harry  Westover  and  Assemblymen- 
elect  T.  n.  Knchel  and  Clyde  Watson. 
Highway  Commissioner  Hart,  Julien 
D.  Roussel,  seeretaiy  of  the  California 
Highway  Commission,  and  S.  V. 
Cortelyou,  District  Highway  Engi- 
neer, were  presented  by  Justus  F. 
Craemer,  A,ssi.stant  Director  of  the 
Department  of  Public  Works. 

During  the  ceremonies  at  the  via- 
duct a  salute  of  21  aerial  bombs  an- 
nounced the  arrival  of  the  Governor 
and  a  display  of  daylight  fireworks 
followed  the  opening. 

Tn  the  course  of  the  celebration. 
Division  of  Highway  officials  joiiu'd 
with  their  Iiosts  in  acknowledging  tlie 
aid  given  to  the  project  by  R.  L.  Pat- 
terson, City  Engineer  of  Newport; 
\.  H.  Neif,  Orange  County  Engineer; 
R.  C.  Mize,  attorney  for  most  of  the 
Ijroperty  owners  who  cooperated;  F. 
M.  Stroliridge.  wlin  donated  large 
areas  of  land  needed  for  tlie  work,  and 
George  and  Alfred  Maehris.  wiio  do- 
nated necessarv  risrhts-of-wav. 


U.  S.  Confers  High 
Honor  on  Chief 
Engineer  Purcell 

The  folloiving  correspondence 
recentUj  released  by  State  High- 
way Engineer  C.  H.  Purcell  re- 
veals his  appointment  by  Presi- 
dent Roosevelt  as  a  representa- 
tive of  the  United  States  on  the 
International  Road  Congress 
Commission. 

November  18,  1936 

Honorable  Cordell  Hull, 
Secretary  of  State, 
Washington,  D.  C. 

Dear  Mr.  Hull : 

I  am  in  receipt  of  letter  dated 
November  11th,  together  with 
certificate  of  designation  cover- 
ing my  appointment  as  a  rep- 
resentative of  the  United  States, 
on  the  Permanent  International 
Commission  of  the  Permanent 
International  Association  of 
Road  Congresses. 

It  is  indeed  a  gratification  to 
me  to  accept  this  appointment, 
and  I  feel  greatly  honored  to 
be  included  in  this  very  able 
representation  as  designated  by 
the  President  of  the  United 
States.  It  will  be  my  pleasure 
to  serve  on  this  Commission 
for  the  promotion  of  highway 
development  in  the  United 
States  and  our  neighboring 
countries. 

I  wish  to  express  to  you  and, 
through  you,  to  President 
Roosevelt  my  deep  appreciation 
for  the  confidence  reposed  in 
me. 

With  kindest  personal  re- 
gards, I  am. 

Yours  very  truly, 

(Original  signed  bv) 
C.  H.  PURCELL, 
State  Highway  Engineer. 


In  the  construction  of  the  Bay 
Bridge  the  labor  alone  amounted  to 
the  equivaleJit  of  .55,000,000  men, 
eacli  working  for  one  houi-. 


At  the  cable  anchorages,  huge  splaj- 
castings  were  applied  to  the  suspen- 
sion cables  before  wrapping.  These 
graduated  the  size  of  the  cable  from 
its  fan-shaped  spread  at  tlie  eyebars 
to  its  closely-compacted  load-carrying 
size.  After  lieiiig  spirally  wrapped 
with  wire,  the  cables  were  given  four 
coats  of  paint. 


Heavy  Grading 
Involved  In  Marin 
Approach  to  Bridge 


This  contractor  has  averaged  more 
than  a  quarter  of  a  million  yards  of 
roadway  excavation  per  month  since 
starting  work,  with  a  high  monthly 
yardage  of  approximately  one-third 
of  a  million  yards. 

BIG  GRADING  JOB 

Including  slide  removal,  more  than 
two  million  yards  of  material  had 
been  moved  as  of  the  first  of  January, 
1937,  with  gi-ading  practically  com- 
pleted for  the  2.6  mile  section  north 
of  the  tunnel.  The  grading  south  of 
the  tunnel  in  the  U.  S.  Military  Res- 
ervation consists  primarily  of  taking 
material  from  one  major  cut  of  some 
500,000  cubic  yards,  the  major  por- 
tion of  which  has  been  removed  at  the 
present  time. 

The  difficulties  of  construction  of 
the  four-lane  Marin  approach  high- 
way are  not  readily  apparent.  Moun- 
tainous highways  have  been  l)uilt  else- 
where, but  have  generally  been  lim- 
ited to  two  traifie  lane  capacity,  due 
to  combined  light  travel  and  jirohibit- 
ive  construction  costs.  This  particu- 
lar area,  however,  is  so  shaken  by 
earthquakes  of  the  past  and  is  located 
.so  close  to  a  major  earthquake  fault, 
tliat  the  disturbance  of  its  present 
equilibrium  with  the  heav_v  cuts  and 
fills  required,  provides  unpredictable 
hazards  from  slides. 

Provision  for  stable  foundations 
for  the  heavy  fills  has  required  re- 
moval of  soft  material  to  depths  of 
as  much  as  forty  feet,  with  rock 
backfill  and  other  special  drainage 
provisions. 

It  is  probalile  that  this  section  of 
liighway  will  not  become  fully  stabil- 
ized for  a  number  of  years  to  come, 
but  the  achievement  in  opening  it  to 
traffic  with  the  Golden  Gate  Bridge  is 
one  of  tlie  remarkable  features  of  the 
project  as  a  whole. 


All-risk  insurance  to  the  extent  of 
thirty-three  million  dollars  was  car- 
ried by  the  contractors  on  the  vari- 
ous units  of  Bav  Bridge  construction. 


"I  cnn  net  loain  to  lovp  ; 
"But  Tvc  saved  .SKMKKI." 
"Give  me  one  iiiorc  lessiii 


California  Highivays  and  Public  Works  (January  i9i7) 


[Nine] 


DETAIL  OF  MAJOR  PROJECT  ALLOCATIONS  BUDGETED  FOR 


PRIMARY  NORTH 


County 


Mendocino 

Humboldt 

Mendocino 

Del  Norte 

Humboldt 

Mendocino 

Del  Norte 

Mendocino 

Mendocino 

Humboldt 

Tehama 

Lassen-Modoc 

Butte-Plumas 

Modoc 

Modoc 

Lassen 

Shasta 

Plumas 

Glenn 

Colusa-Glenn 

Nevada-Sierra 

Placer 

Placer 

El  Dorado 

Nevada- Yuba-Sierra 

Alameda _ 

Santa  Cruz-Santa  Clara. 

Santa  Clara 

Santa  Clara-San  Benito. 
Santa  Clara 


Alameda 

Alameda-San  Francisco. . 

Monterey 

Monterey 

Fresno 

Merced 

Solano 

San  Joaquin-Sacramento. 
Stanislaus 


Calaveras. 
Merced 


Total  Primary 
North 


68 

5 

5-68 

2 

2 

4 


South  Boundary  to  Hopland 

Beatrice  Overhead  to  Bucksport. 

Bridges  Creek 

Myrtle  Creek 

Big  Lagoon 

Crawford  Ranch  to  Ukiah  (portions) 

1  mile  north  Wilson  Creek  to  Last  Chance  Slide. . 

Sapp  Creek  to  Pepperwood  School 

McCoy  Creek  to  Piercy 

Phillipsville  to  Jordan  Creek  (portions) 

Sacramento  River  at  Red  Bluff 

Nubieber  to  Adin 

West  Fork  to  Keddie  (portions) 

Hot  Creek  to  Alturas 

InAlturas 

Coppervale  to  Susanville  (portions) 

China  Gulch 

Spanish  Creek 

Willows  to  Artois 

Delevan  to  Logandale 

Hirschdale  to  Nevada  State  Line 

Roseville  to  Rocklin 

At  Colfax 

El  Dorado  to  Clarks  Corners  and  Webber  Creek.. 

Nevada  City  to  Downieville  (portions) 

Greenville  to  Mountainhouse 

Oaks  to  Inspiration  Point 

Coyote  to  Paradise  Valley  Road  and  Llagas  Creek 

1  mile  south  Pajaro  River  to  Sargent  Crossing 

Route  5  to  San  Antonio  Street  and  Coyote 

Creek  i  portions) 

Foothill  Blvd. -San  Leandro  to  Castro  Valley 

San  Francisco-Oakland  Bay  Bridge 

Salinas  River  at  Soledad 

Welby  Grade  Change 

}-2  ™ile  south  to  ''4  mile  north  of  Selma 

8  miles  south  of  Merced  to  Black  Rascal  Creek 

Carquinez  Bridge  to  1  mile  north 

Jahant  Corners  to  Gait  and  Dry  Creek 

Ceres  to  Hatch  Crossing  and  Modesto  to  i  miles 

north 

Valley   Springs   to   San   Andreas  and   Calaveras 

River  (portions) 

At  Livingston 


Approxi- 
mate 
mileage 


10.9 
6.6 


0.7 
5  0 


2  0 
2   7 


12 
5  0 


6  0 
6.7 
10  0 
2  6 
15 
5  0 


6  0 

1.7 


Nature  of  Improvement 


Surfacing  and  shoulders 

Surfacing  and  shoulders 

Bridge  and  approaches 

Bridge  and  approaches 

Bridge  and  approaches 

Grading,  surfacing  and  bridges 

Grading  and  surfacing 

Grading  and  surfacing 

Grading  and  surfacing 

Grading  and  surfacing 

Bridge  and  approaches 

Surfacing 

Surfacing  and  misc.  structures 

Grading  and  surfacing 

Grading  and  surfacing 

Grading  and  surfacing 

Structure,  grading  and  surfacing 

Bridge  and  approaches 

Grading,  paving  and  bridges 

Grading  and  paving 

Grading  and  surfacing 

Grading  and  paving 

Grading  and  paving 

Grading,  paving  and  bridges 

Grading  and  surfacing 

Grading  and  surfacing 

Grading,  surfacing  and  structures 

Grading,  paving  and  bridges 

Bridge,  grading  and  paving 


Grading,  paving  and  bridge 

Grading  and  paving 

Operation,  insurance  and  maintenance 

Bridge,  grading  and  paving 

Grading  and  surfacing 

Grading  and  paving 

Grading,  paving  and  bridges 

Grading  and  paving 

Bridge,  grading  and  paving 


Grading  and  paving. 


Grading,  surfacing  and  bridge. 
Grading  and  paving 


Proposed 

expenditures 

89th  and  90th 

fiscal  years 

detail 


$115,000 

70,000 

16,000 

49,000 

50,000 

200,000 

190,000 

195,000 

160,000 

250,000 

300,000 

165,000 

138,000 

200,000 

25,000 

260,000 

25,000 

65,000 

225,000 

200,000 

300,000 

100,000 

75,000 

250,000 

100,000 

800,000 

765,000 

392,000 

242,000 

275,000 
300,000 
600,000 
415,000 

43,000 
150,000 
460,000 

75,000 
385,000 


250,000 


260,000 
100,000 


$9,225,000 


PRIMARY  SOUTH 


County 


2 

2 

Santa  Barbara 

2 

Kern 

4 

Tulare      . . 

10 

Tulare 

Los  Angeles 

Los  Angeles-Ventura 

4 
23 
2 
2 

60 

9 

60 

Ventura                      . 

Los  Angeles 

Los  Angeles 

Ventura. 

Los  Angeles 

60 

23 
23 

2 
60 

Nojoqui  Canyon  and  Nojoqui  Creek 

Rincon  to  1  mile  north .      . 

Refugio  Creek  to  Tajiguas  Creek 

Grapevine  to  10  miles  south  of  Bakersfield. 

Venida  to  Yokohl..  

Kings  River .. 

Newhall  Tunnel _ 

Calabasas  to  Conejo  Grade  (portions) 

Capistrano  to  Galivan  Overhead 

Big  Sycamore  Canyon. _.      _.      

Foothill  Blvd.;  Lorraine  Ave.  to  Claremont.. 

Encinal  Canyon  to  Winter  Canyon 

Point  Magu  to  Little  Sycamore  Creek 


Newhall  Tunnel  to  Mint  Canyon  Cut-off.. 
1  mile  north  Newhall  Tunnel  to  Solamint. 


North  of  Sea  Cliff 

Lincoln  Blvd.;  Olympic  Blvd.  to  Washington  Blvd. 


Approxi- 
mate 
mileage 


3.0 
1.1 
2.0 
18.5 
2.8 


0.4 


0.7 
8.0 
11.0 


1.0 
5.6 


Nature  of  Improvement 


Grading,  paving  and  bridges 

Grading  and  paving 

Grading,  paving  and  bridge.      

Grading  and  paving _    

Grading  and  pavement  widening 

Bridge  and  approaches    

Grading  and  paving 

Grading  and  surfacing . 

Drainage  correction .      

Grading,  paving  and  bridge.        

Widening  roadbed,  culverts.. 

Grading,  paving  and  bridges 

Shore  protection  and  widening  road- 
bed.. .    

Grading  and  paving 

Grading,   paving,  bridge  and  grade 

separation  

Storm  protection,  drainage . 

Grading  and  paving 


Proposed 

expenditures 

89th  and  90th 

fiscal  years 

detail 


$374,000 
48,000 
200,000 
720,000 
100,000 
205,000 
216,000 
200,000 
26,000 
120,000 
50,000 
800,000 

150,000 
66,000 

560,000 

25,000 

250,000 


[Ten] 


(January  19 }7)  California  Highways  and  Public  Works 


CONSTRUCTION  OF  HIGHWAYS  IN  89th -90th  FISCAL  YEARS 

PRIMARY  SOUTH-Continued 


County 

Route 

Location 

Approxi- 
mate 
mileage 

Nature  of  Improvement 

Proposed 

expenditures 

89th  and  90th 

fiscal  years 

detail 

Los  Angeles 

23 

2 

26 

26 

9 
26 
26 
26 
23 
23 
23 
58 
23 

23 
2 
12 
26 
26 
26 
64 
2 

Tunnel  Station  to  Newhall  Tunnel 

Whittier  Blvd.;  Philadelphia  St.  to  Painter  Ave 

0  9 
15 

17 
21  9 

2.2 
17.1 

Grading  and  paving 

Grading  and  paving 

Grading,  surfacing  and  paving 

*70,000 
45,000 

San  Bernardino-Riverside 
San  Bernardino 

San  Bernardino 

San  Bernardino. .    .    

San  Bernardino 

Riverside.. 

Kern     . 

76,000 

Reservoir  Canyon  Road;  Highland  Ave.  to  East 

City  Limits 

West  County  Boundary  to  San  Bernardino 

West  County  Boundary  to  Ontario 

Ontario  to  Colton 

80,000 

Grading  and  pavement  widening 

Grading  and  pavement  widening 

Grading  and  pavement  widening 

Grading  and  paving 

483,000 
50,000 

380,000 
50,000 

0  8 
0  6 
0  6 
6  5 

4  0 
8  2 
3  3 
3  7 
0  8 
15 

36,000 

Grading  and  surfacing 

Grading  and  surfacing 

33,000 

Through  town  of  Independence 

32,000 

Kern 

Inyo 

Kern 

San  Diego 

San  Diego.      _    ... 

58,000 

2  miles  south  to  2  miles  north  of  Alabama  Gate; 

Grading  and  surfacing 

Surfacing 

Grading,  paving  and  bridges 

Grading  and  paving... 

Grading  and  pavement  widening 

Grading  and  pavement  widening 

Storm  protection 

Principal  and  interest  on  purchase 
Grading  and  pavement  widening  (co- 
operative*   

86,000 

South  County  Boundary  to  8.2  miles  north 

2  miles  south  San  Onofre  to  north  County  Boundary 

West  City  Limits,  La  Mesa  to  El  Cajon 

Oasis  St.  to  South  City  Limits  in  Indio . . 

Indio  south  to  Route  64 . . 

54,000 
155,000 
250,000 

55,000 

66,000 

Riverside 

Riverside...    

San  Diego. 

130,000 

5,900 

9  7 

Total,  Primary 
South 

100,000 

$6,389,900 

Total,  Primary, 
North  and  South. . 

$15,614,900 

SECONDARY  NORTH 


County 


Mendocino 

Lake 

Humboldt . 

Humboldt-Trinity. . . 

Humboldt . 

Mendocino 

Siskiyou 

Trinity.  _. 

Trinity 

Siskiyou .  . 

Modoc 

Siskiyou 

Trinity 

Sutter 

Yuba 

Yolo.      

Contra  Costa 

Santa  Clara 

Santa  Clara 

Sonoma 

Santa  Cruz 
Santa  Cruz 

Marin 

Monterey. 
Monterey.   . 
San  Benito 
Madera 
Madera. 
Fresno 
Fresno 
Kings. 

Tuolumne 

Merced 

Total,  Secondary 
North 


SO 
106 

42 
32 
104 

56 
116 
66 
56 
10 
119 
126 
126 
41 


Various  Bridges 

Old  Ouarry  to  Scott  Valley 

Weitchpec  to  Orleans 

Horse  Mountains  Summit  to  Bib  Bar  (portions) 

Bridgeville  to  Carlotta  (portions) 

Christine  to  Flynn  Creek  (portions) 

Cougar  to  Macdoel 

Junction  City  to  Weaverville 

Oregon  Mountain 

Scott  River  Bridge  Approaches 

Pitt  River  in  Alturas 

Scott  River 

Big  Creek  and  Hayfork  Creek 

Sutter  City  to  Tarke;  Sutter  By-Pass 

Dry  Creek..        ..  

Cache  Creek  near  Rumsey 

1  mile  west  of  Muir  to  Willow  Pass 

Saratoga  Gap  to  Los  Gatos  (portions) _ 

1  mile  east  Bell  Station  to  east  county  boundary 
Stony  Point  Road  to  Sebastopol  and  Guerneville 
to  Northwood  Park.    . 

Davenport  to  north  boundary 

Near  Waterman  Gap.    __    ., 

Stample  Creek  

Big  Creek  and  Mud  Creek 

Peachtree  Valley  to  Ridge 

Tres  Pinos  to  Paicines  .    

'  ^>  mile  north  Kelshaw  to  Coarse  Gold 

7.7  miles  No.  Lanes  Bridge  to  J^  mile  No.  Kelshaw 

Boulder  Creek  easterly . .    

Dunlap  to  Forest  boundary 

Hanford  to  4  miles  west .    _  _ 

Stoddard  Springs  to  McCoy  Saddle. 
Los  Bancs  to  easterly  boundary. . 


Approxi- 
mate 
mileage 


3.0 
15.0 


5.0 
0.6 
0  5 
10  3 

15 


4  0 
8.0 
1.0 


8.0 
11   3 


Nature  of  Improvement 


Bridge  replacement  and  approaches . 

Grading  and  surfacing 

Grading  and  surfacing 

Grading  and  oiling 

Grading  and  surfacing 

Grading  and  surfacing 

Grading  and  surfacing 

Grading  and  oiling 

Grading 

Grading  and  oiling 

Bridge 

Bridge  and  approaches 

Bridge  and  approaches 

Bridge,  grading  and  surfacing 

Bridge  and  approaches 

Bridge  and  approaches 

Grading,  surfacing  and  grade  sepa- 
ration.       .    .    

Grading  and  surfacing . 

Grading,  surfacing  and  bridges  .. 


Grading  and  surfacing 

Grading,  surfacing  and  bridge.. 

Grading  and  surfacing _ 

Bridge 

Bridges ... 

Grading  and  surfacing. 

Grading  and  surfacing 

Surfacing...  .    . 

Grading  and  surfacing 

Grading.  

Grading  and  oiling 

Grading  and  surfacing 

Surfacing-.  

Grading,  surfacing  and  bridges. 


Proposed 

expenditures 

89th  and  90th 

fiscal  years 

derail 


$236,000 
100,000 
80,000 
150,000 
35,000 
100,000 
300,000 
270,000 
75,000 
30,000 
26,000 
26,000 
40,000 
400,000 
60,000 
75,000 

470,000 
125,000 
575,000 

250,000 
180,000 

40.000 

20,000 
195,000 
206,000 
140,000 

26,000 
400,000 
350,000 
160,000 
100,000 

65,000 
320,000 


5,S91,000 


California  Hightvays  and  Public  Works  (January  1937) 


[Eleven] 


DETAIL  OF  MAJOR  PROJECT  ALLOCATION  FOR  CONSTRUCTION 

OF  HIGHWAYS 


SECONDARY  SOUTH 


County 


San  Luis  Obispo. 


Santa  Barbara 

Santa  Barbara 

Santa  Barbara 

Kem 

Kem 

Kern __ 

Tulare 

Los  Angeles 

Los  Angeles- Ventura. 

Orange 

Orange 

Los  Angeles 


Ventura. 


Lea  Angeles. 
Los  Angeles. 


Orange. 


Orange 

Los  Angeles. 

Orange 

Los  Angeles. 
Orange 


Orange 

Los  Angeles. 


Los  Angeles. 
Los  Angeles. 
Los  Angeles - 
Orange 


Orange. 


Los  Angeles 

Los  Angeles 

Orange 

Los  Angeles 

Los  Angeles 

San  Bernardino - 

Riverside 

San  Bernardino - 

Riverside 

Riverside 

San  Bernardino - 
San  Bernardino - 

Mono 

Inyo 

Kern 

Mono 

Inyo 

Kern 

Kern 

Mono 

Inyo 

Inyo 

San  Diego 

Imperial 

Riverside 

Imperial 

Imperial 

Riverside 


Total,  Secondary 
South 


Total  Secondary, 
North  and  South  . 


Grand  Total,  Primary 
and  Secondary 


80 
149 
148 


129 
168 

79 
178 

43 
168 


175 
206 


181 
26 
43 
165 
171 

43 
163 

61 
173 

61 
179 


26 
191 

43 

43 
187 
187 
190 
188 
111 

76 
146 

40 
127 
146 
146 

96 
127 
127 
195 
202 

64 
187 
187 
187 


Atascadero  Summit  to  2  miles  west  of  Atascadero 

Atascadero  Creek 

Los  Olives  to  Zaca 

Santa  Ynez  River 

Guadalupe  to  Santa  Maria 

Bear  Mt.  Ranch  to  Tehachapi  (portions) - 

East  of  Monolith  Plant 

West  County  Boundary,  easterly  (portions) 

Porterville  northerly 

Sepulveda  Blvd.;  Centinella  Ave.  to  Jefferson 

Castaic  to  Santa  Paula  (portions) 

Center  Street ;  jog  at  Placentia  Ave 

Tustin  Ave. ;  jog  at  17th 

Rosemead    Blvd.;    Center    St.    to    Foothill   Blvd. 

(portions) 

Line  changes  on  Ventura  Ave.;  San  Antonio  Creek 

Bridge  approaches  and  Ferguson  Grade 

Artesia  Ave.;  Alameda  St.  to  Normandie  Ave 

Arroyo  Seco  Parkway;  Avenue  22,  Los  Angeles 

to  Colorado  St.,  Pasadena 

Main  Street  extension,  route  60  to  route  43,  New- 
port Bay 

Glassell  St.;  Olive  to  Orange ..'../ 

Barranca  St.  to  Pomona 

Line  change  east  of  Olive 

Figueroa  St.;  190th  St.  to  Lomita  Blvd 

Huntington  Beach  Blvd.;  Coast  Blvd.  to  Garfield 

Avenue 

Santiago  Creek  on  Tustin  Ave 

Route  60  southerly,  Santa  Monica  and  Los  An- 
geles (cooperative) _ 

Verdugo  Road;  Glendale  to  Foothill  Blvd 

Olympic  Blvd.  in  city  of  Los  Angeles  (cooperative) 

Angeles  Crest  Road;  Chilao  Flats  easterly 

Garden  Grove  Blvd.;  through  Garden  Grove  Mill- 
wood Ave.  to  6th  St 

Stanton  and  Grand  Avenues;  Garden  Grove  Ave. 
to  north  county  boundary  (portions). 

Valley  Blvd. ;  El  Monte  to  Route  26 

Coldbrook  Camp  to  Crystal  Lake  Park  (portions) 

San  Juan  Capistrano  to  1.6  miles  east 

Harrison  Ave. ;  Soto  St.  to  Indiana  St 

Atlantic  Ave.  to  New  Avenue  (portions) 

Cable  Canyon  Drain 

West  county  boundary  to  Corona 

South  county  boundary  to  Colton 

Snow  Creek  to  Route  26 

South  of  Palm  Springs  (portions) _ 

Mill  Creek  to  Igo 

Mt.  Anderson  to  Crestline 

Route  23  (Cain  ranch)  to  Grant  Lake  Dam 

Route  23  (Texaco  corner)  to  Owens  River 

Near  Rademacher 

Easterly  Park  boundary  to  Gardisky's 

Soda  Plant  to  8  miles  easterly 

Railroad  crossing  to  3  miles  south  Inyokern 

Randsburg  Junction  to  5.7  miles  north 

2.4  miles  north  of  Bridgeport  to  State  Line 

Towne's  Pass  to  3  miles  west. . 

East  boundary  Nat'l.  Monument  to  10  miles  east. . 

Rincon  to  Lake  Henshaw  (portions) 

3  miles  East  Calexico  to  East  Highlme 

Junction  Routes  187  and  64  easterly 

Holtville  to  Brawley  (portions) 

Brawley  to  Mulberry  Ave 

Whitewater  River  and  ap^^roaches 


Approxi- 
mate 
mileage 


3  3 
2  9 


10 
0.6 


0  5 
0.5 


5.0 

7.2 

6.4 
10 
6  1 
0  8 
5  0 


0  7 
7  0 


2  6 

3  9 


2  2 
8  0 
0  5 
6.7 

10  0 
3.0 

10  0 


9  4 


4  6 
10 


Nature  of  Improvement 


Grading,  surfacing  and  bridge.. 

Grading  and  surfacing 

Bridge  and  approaches 

Grading  and  paving 

Grading.  _        

Bridge  and  approaches 

Surfacing 

Grading  and  paving 

Grading  and  paving 

Grading,  surfacing  and  bridges. 

Grading  and  paving 

Grading  and  paving 


Grading  and  paving. 


Grading  and  surfacing. 
Grading  and  paving 


Grading,  paving  and  structures. 


Grading,  surfacing  and  bridge. 

Grading  and  surfacing 

Widening  roadbed,  drainage.. 

Grading  and  paving 

Grading  and  surfacing 


Grading  and  surfacing. 
Bridge 


Grading  and  paving. 
Grading  and  paving. 
Grading  and  paving. 
Grading 


Shoulders. 


Grading  and  paving 

Pavement  widening  and  shoulders. 

Grading  and  widening 

Surfacing  and  widening 

Grading  and  paving 

Paving  and  resurfacing 

Bridge  and  approaches 

Grading  and  paving 

Grading  and  paving 

Grading  and  surfacing 

Grading  and  surfacing 

Grading  and  surfacing 

Grading  and  surfacing 

Grading  and  surfacing 

Grading  and  surfacing 

Grading  and  surfacing _ 

Grading  and  surfacing 

Grading  and  surfacing 

Grading  and  surfacing 

Grading  and  drainage 

Grading  and  oiling 

Grading  and  surfacing 

Grading  and  surfacing 

Grading.        .    

Grading,  surfacing  and  bridge 

Storm  protection 

Grading  and  surfacing 

Grading,  surfacing  and  bridges 

Grading,  surfacing  and  bridges 


[Twelve] 


(January  1937)  California  Hightvays  and  Public  Works 


California's  Uniform  Highway 
Sign  System  Described 


By  F.  M.  CARTER 

Assistant  Maintenance  Engineer 


IX  ESTABLISHTXG  a  system  of 
highway  signs  adequate  to  the 
great  task  of  safeguarding  and 
expediting  traffic,  certain  principles 
must  be  observed  that  have  resulted 
from  careful  studies  and  experiments 
liver  a  period  of  years.  It  is  neces- 
sary in  the  placing  of  signs  that  they 
be  located  at  points  where  control, 
warning  or  guidance  of  traffic  is  im- 
perative for  public  safety  and  con- 
venience. The  necessity  for  install- 
ing them  at  these  points  should  be 
determined  by  all  obtainable  facts  on 
traffic  and  accident  hazard  condi- 
tions and  backed  up  by  field  studies. 

The  value  of  a  sign  depends  upon 
its  visibility  and  the  correct  and  con- 
sistent use  of  the  same  sign,  identi- 
cally situated,  to  give  the  same  mean- 
ing wherever  it  is  seen.  Uniformity 
of  signs  will  enable  the  traveler  to 
obtain  the  same  message,  in  the  same 
manner,  in  every  locality  in  our  state 
as  well  as  in  other  states.  This  is  the 
aim  of  our  road  signing. 

The  position  of  the  signs  is  for 
normal  conditions.  The  proper  dis- 
tance in  advance  at  any  place  or  con- 
dition to  which  its  message  applies 
depends  on  the  usual  speed  of  ap- 
proach, the  character  of  alignment 
and  the  nature  of  the  topograph \. 

EVERY    SIGN    ESSENTIAL 

Every  sign  displayed  is  for  a  defi- 
nite and  specific  purpose,  and  unless 
necessary  would  not  be  on  the  high- 
way. 

Special  attention  is  given  to  plac- 
ing only  those  signs  considered  abso- 
lutely essential  at  intersections. 

A  too  free  use  of  warning  .signs 
would  soon  breed  disregard  of  all 
such  signs  and  the  very  purpose  in- 
tended to  be  accomplished  by  their 
vise  would  be  defeated.  Therefore 
this  is  one  of  the  factors  considered 
in  the  study  of  each  individual  loca- 
tion made  before  signs  are  placed. 

A  highway,  whei'e  curvas  are  fre- 
quent does  not  need  so  many  curve 
signs  as  a  highway  having  fewer 
curves.      On    liighways    having    long 


tangents  (long,  straight  stretches) 
curve  signs  are  placed  at  every  curve 
approached. 

Signs  must  tell  the  motorist  the 
truth,  or  they  will  soon  be  disre- 
garded. 

There  are  three  major  functional 
groups  of  highway  signs,  namely. 
Regulatory,  Warning  and  G  u  i  d  e. 
This  grouping  or  classification  follows 
the  standard  adopted  by  the  United 
States  Bureau  of  Public  Roads,  and 
published  in  its  Manual  on  Uniform 
Signing  and  Traffic   Control. 

IN   DISTINCTIVE  GROUPS 

In  order  that  the  signs  in  each 
group  may  be  readily  distinguished, 
a  special  color  and  shape  is  used  to 
designate  each  group.  This  provides 
uniformity  of  .significance  in  the 
signs  themselves  and  enables  motor- 
ists to  rapidly  acquire  familiarity 
with  them. 

Since  the  effectiveness  of  signs 
must  depend  upon  established  legal 
authority,  traffic  signs  are  placed  only 
under  authorization  of  the  Director 
of  the  State  Department  of  Public 
Works,  pursuant  to  the  provisions  of 
the  Vehicle  Code  and  established 
rules  of  the  road,  for  the  purpose  of 
regulating,  warning  and  guiding  traf- 
fic on  State  highways. 

The  signs  tell  the  motorist  exactly 
what  he  needs  to  know,  with  regard 
to  hazards  ahead,  as  well  as  routes 
and  distances,  and  are  of  uniform 
aspect,  location  and  meaning  all  over 
flip  country. 

PLACING    SCHOOL   SIGNS 

One  of  the  greate.st  problems  of  the 
Division  of  Highways  is  to  care  for 
and  safeguard  school  children.  Signs 
placed  for  them  should  always  be  at 
locations  where  protection  is  needed. 
Signs  giving  information  or  warning 
at  crossings,  using  the  word  "scliool." 
.should  be  used  only  for  school  hours 
and  should  be  positioned  only  for  the 
hours  when  school  children  are  cross- 
ing the  highway  and  should  be  re- 
moved when  such  crossing  is  not  used 
for  school  children. 


School  zone  signs  should  be  used 
only  when  the  school  or  the  grounds 
of  the  school  are  contiguous  to  the 
liighway. 

The  first  definite  step  towards 
standardization  of  traffic  control 
devices  was  taken  by  the  American 
Association  of  State  Highway  Offi- 
cials in  the  preparation  of  its  Manual 
on  Uniform  Traffic  Devices  for 
Streets  and  Highways  originally  pub- 
lished in  January.  1927.  That  man- 
ual was  prepared  primarily  for  use 
on  rural  highways  and  covered  signs 
only,  including  STOP  signs  and  a  few 
other  regulatory  signs,  warning  signs 
and  guide  signs.  It  established  defi- 
nite shapes  and  color  combinations 
for  different  purposes  and  included 
standards  for  marking  the  newly 
adopted  system  of  major  United 
States  highways. 

CERTAIN    SYMBOLS    ADOPTED 

In  response  to  a  popular  demand 
for  a  similar  manual  for  urban  use. 
the  American  Engineering  Council, 
at  the  request  of  the  National  Con- 
ference on  Street  and  Highway 
Safety,  undertook  the  compilation  of 
such  a  manual  which,  after  extensive 
study,  was  approved  by  the  Third 
National  Conference  on  Street  and 
Highway  Safety  in  1030.  It  dealt 
with  traffic  signals,  marking  for  pave- 
ments, curbs  and  objects  and  safety 
zones  in  addition  to  signs. 

This  work  was  ])erformed  by  the 
Joint  Committee  on  T'niform  Traffic 
Control  Devices  with  the  primary 
purpose  of  bringing  all  standards  for 
traffic  control  devices  under  one  cover 
and  to  keep  pace  with  the  rapid 
developments  in  the  art  of  traffic  con- 
trol.    The  committee  reports: 

"The  new  manual  is  in  strict  har- 
monv  with  the  Uniform  Vehicle  Code 
and  Model  ]\runicipal  Traffic  Ordi- 
nance, including  the  changes  adopted 
bv  the  Fourth  National  Conferem-e 
on  Street  and  Highway  Safety  held 
in  May,  1934.  It  also  takes  into  ac- 
count *  the  recommendation  of  the 
Sixth    International   Road    Congress. 

(Cniitinued  on  p.i^e  201 


California  Highways  and  Public  Works  (January  i9}7) 


[Thirteen  I 


California's  Uniform  Road  Sign  System  Pr( 


Color:    Red  with 
White  letters 
Reflectorized 


Color: 

Black  with  White 

letters 

Reflectorized 


END 

20 

MILE  ZONE 


Color: 

White  with  Black 

letters  Not 

Reflectorized 


Color: 
Black  with  White 
letters 
Reflectorized 

I  Fourteen! 


Regulatory  Group 


This  sign  is  placed  at  entrances 
to  "through  highways"  and 
"through  streets"  to  stop  all 
trafiSc  entering  the  highway. 
This  sign  is  so  important  and 
failure  to  observe  its  message  is 
so  hazardous,  that  a  special 
shaped  red  sign,  unlike  any 
other  sign,  is  defined  for  this  one 
purpose.  The  shape  and  color  of 
this  sign  is  provided  by  the 
Vehicle  Code.  All  State  High- 
ways are  "through  highways" 
and  city  ordinances  designate 
through  city  streets. 

Placed  to  mark  the  beginning  of 
a  "Business  District."  Section 
511  of  the  Vehicle  Code  provides 
a  speed  limit  of  20  miles  an  hour 
in  any  business  district,  defined 
as  50%  of  business  houses  in 
600  feet  all  on  one  side  or  50% 
in  300  feet  on  both  sides. 


Placed  to  mark  the  end  of  a 
business  district.  This  is  a  cour- 
tes.y  sign  to  inform  the  motorist 
he  is  leaving  the  speed  limit 
zone. 


Placed  to  mark  the  beginning 
of  a  "  Residence  District. ' '  Sec- 
tion 511  of  the  Vehicle  Code 
provides  a  speed  limit  of  25 
miles  per  hour  in  any  residence 
district. 


END 

25 

MILE  ZONE 
o 


Color: 

White  with  Black 

letters  Not 

Reflectorized 


STATE 
SPEED  LIMIT 

45 

oMILESo 


Color: 

White  with  Blac 

letters  Not 

Reflectorized 


^ 

m 

^^ 

H 

jlicii^^H 

^^^■^^^^^^^V . 

Color:  Black  wil 
White  letters 
Reflectorized 


STOP 


WHEN 

PEDESTRIANS 

ARE  IN 

CROSSWALK 


Color:    Yellov 

with  Black 

letters 


Placed  to  mark  the  end  of  a  resi- 
dence district,  defined  as  13 
dwellings  or  business  houses  in 
I  mile  on  one  side  or  16  on  both 
sides  of  highway. 


Placed  on  our  highways  at  suita- 
ble locations,  to  notifj'  traffic  of 
legal  speed  limit. 


Placed  in  advance  of  locations 
where  this  message  is  necessarj' 
because  of  some  restriction  in 
the  road,  such  as  divisional  park- 
ing strip,  or  traffic  circle  where 
traffic  is  divided,  or  on  center 
piers  of  overhead  structures 
which  divide  traffic. 


Tliis  is  a  city  sign  usuall.y  placed 
at  a  school  or  other  important 
pedestrian  cros.sings.  Section 
560  of  the  Vehicle  Code  makes 
it  mandatory  for  all  vehicles  to 
yield  the  right  of  way  to  any 
pedestrian  at  a  marked  cross 
walk.  Placed  by  cities  under 
permit  and  removed  immediately 
when  not  needed.  In  the  case  of 
a  school,  sign  should  be  in  place 
only  for  hours  of  crossing. 


(January  19)7)  California  Highivays  and  Public  Works 


des  Drivers  An  Infallible  Guide  to  Safety 

Regulatory  Group 


LANE 

FOR 

PASSING 

ONLY 


Color:  Black  wii 
White  letters 
Reflectorlzed 


Placed  at  frequent  intervals 
along  a  three-lane  highway  to 
caution  traffic  not  to  drive  in 
the  center  lane  except  when 
overtaking  and  passing  a 
slower  moving  vehicle. 


Color: 

Black  sign  with 

White  letters 

Reflectorlzed 


Placed  only  where  this  restric- 
tion is  absolutely  necessary  to 
safeguard  traffic  and  prevent 
accidents.  Failure  to  obey  this 
restriction  is  extremely  hazard- 
ous. 


Color:    Black  with 
White  letters 
Reflectorlzed 


Placed  to  caution  traffic  to 
remain  on  the  proper  side  of 
the  road.  Used  on  two-lane 
pavements  for  long  straight 
stretches  of  highway,  and  fre- 
quently on  four-lane  pave- 
ments to  restrain  traffic  from 
crossing  the  white  center 
stripe. 


Color:    White  with 
Black  letters 
Reflectorlzed 


Placed  at  each  end  of  a  bridge 
or  approach  to  inform  traffic  not 
to  overtake  slower  vehicles.  This 
sign  is  used  when  the  view  of 
traffic  on  a  bridge  is  olistructed 
to  approaching  vehicle. 


Color:    Black  with 
White  letters 
Reflectorlzed 


Placed  approximately  500  feet 
in  advance  of  crests  of  blind 
vertical  curves.  Section  530 
of  the  Vehicle  Code  prohibits 
the  passing  or  overtaking  of 
vehicles  when  approaching 
the  crest  of  a  grade  or  upon 
a  curve  in  the  highway.  Spe- 
cial double  white  stripes  are 
painted  in  the  center  of  the 
pavement  at  locations  where 
this  sign  is  installed. 


SPEED  LIMIT 

15 

MILES  ON  BRIDGE 


Color:    White  with 
Black  letters 


Used  in  coujxuiction  witli  bridge 
Load  Limit  signs,  and  placed  on 
same  post  with  them,  where  a 
speed  restriction  has  been  placed 
upon  a  bridge. 


SLOW  VEHICLES 

USE 

OUTER  LANE 


Color:    White  with 

Black  letters 

Not  Reflectorlzed 


Used  only  on  four-lane  pave- 
ments to  permit  fast  moving 
traffic  to  proceed  without  un- 
necessary delay.  Section  526 
of  the  Vehicle  Code  provides 
that  signs  may  be  erected 
directing  slow  moving  traffic 
to  use  a  designated  lane. 


LOAD  LIMIT 

14  TONS 

PER  VEHICLE 


25    TONS 

PER   3-AXLE  TRACTOR 
AND  2-AXLESEMI-TMILEIl 


1 7     TONS 

PER  2-AXLE    TRUCK 
AND  l-AXLE  TRAILER 


Color:   White  with 
Black  letters 


Placed  not  closer  than  100  feet 
nor  more  than  150  feet  from  eacli 
end  of  a  bridge.  TLsed  the  same 
as  the  SPEED  LIMIT  15 
MILES  ON  BRIDGE  sign. 
This  is  a  newer  type  sign,  per- 
mitting heavier  gross  loads  for 
certain  types  of  vehicle  conihi- 
nations. 


California  Hightvays  and  Public  Works 


(January    19)7) 


[Fifteen] 


Mt.  Palomar  Observatory  "Highway 
to  the  Stars"  Opens  Next  Spring 


By  E.  E.  SORENSON,  District  Construction  Ensineer 


EXTENDING  from  Rineoii  on 
the  border  of  the  historic  In- 
dian reservation  of  that  name 
iu  San  Diego  County  to  the  site  of 
the  $6,000,000  observatory  being  con- 
structed on  top  of  Mt.  Palomar, 
tlie  first  link  of  the  "Highway  to  the 
Stars,"  which  bids  fair  to  become 
one  of  America's  greatest  tourist 
attractions,  will  be  completed  by  next 
April. 

The  State  Division  of  Highways 
anticipates  that  this  new  scenic  moun- 
tain route  will  be  one  of  the  biisiest 
roads  in  southern  California  this 
s\iiiimer. 

Starting  at  Rincon  it  follows  State 
Highway  No.  195  for  5.3  miles  to 
the  Cu  Cu  Mesa.  The  upper  portion 
of  2.8  miles  known  as  the  Cu  Cu 
•  irade,  is  now  being  constructed  by 
(lie  Tv.  E.  Hazard  Company  of  San 
Dii'Lio  under  contract  with  the  Divi- 
sion of  Highways.  At  Cu  Cu  Mesa 
I  he  road  leaves  the  State  Highway 
and  this  second  link,  6.8  miles  in 
length,  climbs  the  south  slope  of  Mt. 
Palomar  in  wide,  easy  turns  to  Crest- 
line. This  section  will  be  completed 
about  next  ilay  by  two  county  crews 
working  toward  each  other  from 
camps  located  at  both  the  top  and 
the  bottom  of  the  mountain. 

THIRD   LINK    OPEN 

The  third  link  of  1.6  miles  extend- 
ing from  Crestline  to  Iron  Springs, 
lias  been  opened  for  travel  by  the 
connty,  and  there  remains  only  the 
(inal  finishing  to  complete  it. 

Tlie  fourth  link  from  Iron  Springs 
to  (he  observatory  site  at  an  elevation 
of  5568  feet,  is  now  nearing  comple- 
tion under  the  direction  of  the  State 
Division  of  Highways,  which  has  con- 
tracted the  work  to  Basich  Brothers 
of  Torrance,  California.  This  section 
will  be  completed  in  the  spring. 

Thus  the  beautiful  and  scenic 
"Highway  to  the  Stars'"  will  be  open 
to  public  traflfic  over  its  entire  length 
next  summer. 


This,  liowever,  does  not  constitute 
the  chief  reason  for  the  speed  in  con- 
structing this  difficult  road ;  but 
rather  the  necessity  for  a  suitable 
road  over  which  to  transport  the 
massive  and  heavy  equipment  to  be 
u.sed  in  the  observatory  construction 
has  urged  the  builders  on.  Now, 
thanks  to  the  interest  and  cooperation 
of  the  Federal,  State  and  county  gov- 
ernments, "The  Highway  to  the 
Stars"  has  passed  from  a  dream  to  a 
reality. 

Amazing  progress  has  also  been 
made  in  the  construction  of  the 
astronomical  observatory,  which  is 
the  largest  in  the  world.  Even  offi- 
cers of  the  California  Institute  of 
Technology  observatory  council  ex- 
press their  pleasure  at  the  rapidity 
of  the  work  which  is  transfornnng  a 
mountain  plateau  into  a  scene  of  bus- 
tling activity. 

ALL  STEEL  WORK  ERECTED 

Following  are  interesting  sidelights 
on  the  scientific  institution  which  is 
directing  world-wide  attention  to  San 
Diego  County : 

Virtually  all  of  the  structural  steel 
comprising  the  base  structure  for  the 
200-inch  telescope  has  been  erected, 
the  last  rivet  having  been  placed  dur- 
ing November. 

The  power  house  and  machine  shoji 
is  completed.  An  example  of  the 
extreme  care  being  taken  to  protect 
the  200-inch  mirror  is  the  fact  that 
the  two  75-kilowatt  generators  in  the 
power  house,  situated  more  than  :50() 
yards  distant  from  the  observatory, 
;ii'e  so  mounted  that  they  are  vibra- 
tioidess. 

STRUCTURES  COXfPLETED 

Completed  structures  include  the 
18-inch  observatory,  five  cottages  to 
be  occupied  by  astronomers  and  scien- 
tists, the  l.n(l(),()(l()-o:ilion  water  reser- 
voir and  50,()()0-gallon  water  tank, 
both  filled  to  capacity,  a  25,000-gallon 
oil  storage  tank,  a  4000-gallon  liquid 


gas  tank,  and  a  dormitory  for  the  per- 
manent Caltech  staff  of  workers  num- 
bering 20.  Electrically  operated 
pumps  will  enable  the  observatory 
to  draw  17,000  gallons  of  water  daily 
from  the  springs  on  the  720-acre  site. 

The  200-inch  observatory  is  a  three- 
story  structure,  rising  128  feet  with  a 
dome  135  feet  in  diameter.  The  top 
floor  will  be  known  as  the  observing 
floor,  the  second  will  be  a  mezzanine, 
while  the  lower  floor  will  be  divided 
into  photographic  dark  rooms  and 
laboratories,  well  equii^iied  library, 
reading  room  and  a  compact  kitchen. 

Two  arduous  tasks  yet  await  Cal- 
tech observatory  officials.  The  first 
of  these  will  be  the  transportation, 
starting  in  April,  of  the  huge  sections 
of  the  dome  and  machinery  for  the 
200-inch  observatory.  Sections  of 
the  dome  and  rotating  machinery 
weigh  60  tons. 

TWENTY   TONS  OF   MIRROR 

The  second  and  most  exacting  task 
will  occur  in  July,  1939.  when  the 
costly  mirror,  approximating  20  tons 
has  to  be  moved  up  the  mountain  and 
fitted  into  position  at  the  bottom  of 
the  65-foot  cage  in  the  observatory 
dome.  A  special  truck  will  have  to 
be  built  to  transport  the  nuissive  mir- 
ror to  the  summit  of  Mt.  Palomar  and 
carry  the  weight  safely. 

In  coming  years,  countless  thou- 
sands of  San  Diegans  and  visitors 
probably  will  ask,  as  did  former  Presi- 
dent Hoover  on  his  recent  visit  to 
Palomar,  why  High  Point,  200  feet 
higher,  was  not  selected  as  the  site  for 
the  200-ineh  observatory  in  ]U'efcr- 
ence  to  the  site  near  the  center  of 
the  plateau. 

Tliree  years  of  investigation  by 
Caltech  scientists  disclosed  that  the 
air  in  the  center  of  the  plateau  is 
much  more  stable  than  at  High  Point. 
There  is  no  rapidly  fluctuating  air 
currents  to  stir  up  the  dust,  and  the 
atmospheric  conditions  are  in  general 
nnich  better. 


I  Sixteen] 


(January  i9}7)  California  Highways  and  Public  Works 


Upper — Powder  blast  breaks  down  the  last  obstruction  on  Palomar  Mountain  road.  Center — Graders  opening  the  last  cut  on 
State-constructed  portion  of  highway  to  Palomar  summit.  Lower  left — Looking  toward  the  observatory  site  from  head  of  French 
Valley  with  steel  structure  for  telescope  in  center  background.  Lower  right — Steel  structure  being  erected  which  will  support 
huge  telescope  of  world's  greatest   observatory. 


California  Highways  and  Public  Works  (January  i9}t) 


I  Seventeen  ] 


Accomplishments  of  Highway 
Engineering  Research  Reviewed 

By  H.  S.  MATTIMORE,  Pennsylvania  Department  of  Highways 

(Excerpis  from  Address  at  Convention  of  Ameriean  Association  of  State  Highway  Offirinis) 


A  REVIEW  of  the  aceomplish- 
ments  toward  betterment  in 
the  highway  field,  attributable 
to  research,  can  be  pointed  to  with 
pride  by  all  highwa.v  engineers.  Al- 
though the  number  actually  engaged 
in  what  is  normally  classed  as  re- 
search is  a  small  percentage,  the 
executives,  the  construction,  mainte- 
nance and  planning  engineers,  and  in 
fact  engineers  in  all  phases  of  high- 
way work  have  been  a  factor  in  this 
accomplishment.  Needs  are  discov- 
ered in  the  field  and  ofSce  and  pre- 
sented as  research  problems.  For 
suece.ssful  accomplishments  this  work 
must  be  encouraged  by  executives, 
and  what  is  the  greatest  encourage- 
ment and  incentive  to  the  research 
worker  is  that  his  fellow  engineers  are 
ready  and  anxious  to  put  research 
findings  into  practice. 

Accomplishments  have  been  made 
in  practically  all  branches  of  highway 
work,  and  the  problem  in  a  bi'ief  dis- 
ciLSsion  is  to  select  those  findings  that 
are  expected  to  have  the  greatest  ef- 
fect in  improvement  in  methods  and 
results  in  the  field  of  planning,  con- 
struction and  operation. 

Traffic  and  transport  surveys  which 
are  carried  on  mainly  through  cooper- 
ation of  the  Bureau  of  Public  Roads 
and  individual  states,  together  with 
other  agencies  have  placed  or  will 
place  the  highway  designer  in  a  po- 
sition where  he  has  fairly  accurate 
data  of  the  kind  and  volume  of  traffic 
for  which  he  is  to  plan.  This  is  espe- 
cially applicable  to  the  redesign  of 
inadequate  highways  either  by  partial 
relocation  or  widening  to  take  care  of 
an  increase  in  traffic  volume.  At  the 
same  time  if  accurate  data  has  been 
secured  on  traffic  accidents  considera- 
tion will  be  given  to  relocating  and 
redesign  for  safety. 

i'robably  one  of  the  main  accom- 
plishments in  the  construction  field 
has  been  the  advance  made  on  the 
studies  of  soils  pertaining  to  their  use 


H.  S.  MATTIMORE 

as  subgrades  and  road  surfaces.  The 
difference  in  soils  used  for  low  cost 
road  surfaces  and  subgrades  inider 
high  type  pavements  has  been  realized 
for  many  years  by  all  highway  engi- 
neers but  detailed  methods  for  testing 
and  classifying  soils  to  determine 
their  quality  for  road  surfacing  or 
subgrades  were  not  available  until  the 
la.st  few  years. 

Intensive  work  on  this  problem  by 
research  agencies,  chiefly  among  which 
was  the  Bureau  of  Public  Roads,  has 
lead  to  a  classification  of  soils  from 
the  .standpoint  of  bearing  power  and 
subgrades  uses.  Having  such  data 
available  the  highway  engineer  is  in 
a  position  to  ascertain  the  difference 
between  soils  and  methods  for  correct- 
ing poor  soils  so  as  to  better  their 
stability  under  all  weather  conditions. 

The  application  of  the  findings  of 
sdil  research  can  be  fullj'  conceived 
fi-()iii  the  standi)oint  that  the  soil  is  a 
foimdation  and  the  basis  for  all  road 


construction.  The  investigators  in 
this  line  state  that  they  feel  they  have 
just  scratched  the  surface  in  the  soil 
investigation,  but  enough  has  been  ac- 
complished to  date  to  indicate  the  pos- 
sibility of  some  corrections  in  the  so- 
called  frost  heaves,  improvement  in 
drainage,  and  great  possibilities  of 
bettering  the  subgrades  from  the 
bearing  power  standpoint  so  as  to 
reduce  the  depth  of  .some  pavement 
surfaces. 

RESEARCH    PROVES    VALUABLE 

These  findings  from  soil  research 
are  being  applied  throughout  the 
United  States  in  construction  of  sta- 
bilized road  surfaces  either  by  chang- 
ing the  characteristics  of  soils  or 
adding  materials  of  a  waterproof 
character  from  the  standpoint  of  con- 
structing an  all  year  round  traffic  sur- 
face for  road  of  the  farm  and  market 
type. 

One  problem  on  which  it  is  hoped 
some  information  will  be  available 
in  the  near  future  is  that  of  definitely 
classifying  stabilized  road  surfaces 
which  can  be  successfully  treated  with 
bitiiminous  materials.  Engineers  who 
have  had  experience  in  the  mainte- 
nance of  earth  and  gravel  roads  know 
that  occasionally  there  are  some  roads 
of  these  types  on  which  bituminous 
treatments  prove  detrimental  to  the 
stability  of  the  road  under  wet  and 
freezing  conditions.  The  probable 
factor  involved  is  that  soils  contain- 
ing a  large  amount  of  fine  material 
and  that  of  a  colloidal  nature  develop 
high  capillarity.  When  such  soils 
are  waterproofed  with  bituminous  ma- 
terials the  opportunity  for  evapora- 
tion is  lo.st  and  the  accumidation  of 
water  leads  to  failure. 

Another  line  in  which  .soil  .studies 
are  being  applied  is  toward  the  cor- 
rection of  slides  and  lack  of  stability 
in  earth  fills. 

A  study  of  soils  has  lead  to  further 
stu<lieson  the  cori-ectiou  of  frost  heaves 


[[Eighteen  I 


(January  i9i7)  Calif  omiu  Htghtvays  and  Public  Works 


eventually  resulting  in  the  so-called 
frost  boils.  The  theory  in  this  work  is 
to  apply  salts  to  the  snbgrade  to  lower 
the  freezing  point  of  the  water  con- 
tained in  such  soils,  thereby  eliminat- 
ing the  forming  of  ice  layers  the  basic 
cause  of  such  heaves.  Some  of  these 
reports  are  available  on  work  which 
lias  been  carried  on  in  the  State  of 
^Michigan,  and  other  reports  ai"e  ex- 
pected from  states  now  experimenting 
with  this  pos.sible  corrective  measure 
to  reduce  or  eliminate  such  heaves. 

Vibration  for  the  placing  of  con- 
crete has  been  used  both  in  the  form 
of  internal  and  surface  vibrators. 
The  internal  vibrator  is  largely  used 
for  structures  and  has  proved  very 
efficient  as  a  method  to  properly  place 
dry  concrete  in  heavily  reinforced 
structures,  concrete  of  greater  density- 
is  produced  and  the  general  evils  of 
overwet  concrete  are  avoided.  The  in- 
ternal vibi-ator  is  also  useful  in  the 
placing  of  concrete  around  transver.se 
joints  of  the  load  transfer  character. 
Vibrator  speeds  are  of  .some  impor- 
tance and  reports  are  available  on  the 
efficiency  of  vibrators  running  at  dif- 
ferent speeds.' 

Surface  vibrators  for  pavements 
have  been  in  use  for  the  past  several 
years.  Various  claims  have  been  made 
for  the  concrete  so  placed  and  reports 
are  available  indicating  that  such  vi- 
bration produces  an  increase  in  den- 
sity and  possible  increase  in  strength. 
Naturally  the  value  of  all  vibrators, 
whether  the  internal  or  surface  class, 
will  be  a  method  for  laying  a  drier 
concrete  leading  toward  the  general 
betterment  in  durability. 

BITUMINOUS   BINDERS 

A  difference  in  efficiencj'  of  the 
liituminous  binders  on  various  t.vpes 
of  flexible  surfaces  has  been  noted  for 
a  number  of  .vears  but  very  little  has 
been  determined  relative  to  the  cause. 
Studies  for  the  past  several  years  on 
this  problem  have  indicated  that  the 
production  of  a  successful  bituminous 
bound  road  depended  on  factors  other 
than  securing  the  proper  grade  of 
liituminous  material  and  the  proper 
proportioning  of  the  mix.  The  work 
of  Riedel  and  Weber,-  is  quite  en- 
lightening on  the  subject.  These  in- 
vestigators in  their  painstaking  man- 
ner have  carried  on  extensive  research 
on  the  adhesiveness  of  bituminous 
binders  on  aggregates,  and  as  a  result 
of  their  work  Dahlberg,  another  re- 

1 M.  O.  Withey  Proceedings  of  Highway 
Research  Board,  1935. 

2  Asphalt  and  Teer  ?..■!. 677  (1933),  34,209 
(1934), 


search  worker,  states:  "Experiments 
i-arried  on  by  these  two  men  show 
that  the  materials  in  the  stone  exert 
more  influence  on  the  adhesiveness 
than  did  the  binder."  In  accordance 
with  their  results  stones  of  acid 
nature,  such  as  quartzite,  granite, 
.synites,  etc.,  furnish  poor  adhesion 
with  asphalts  and  tai-s,  while  stones 
of  the  basic  or  alkali  nature  produce 
good  adhesion.  This  is  generally  true 
but  exceptions  have  been  noted  by  the 
authors,  in  that  some  limestones  fur- 
nish good  adhesion  while  others  do 
not. 

The  several  tests  used  to  deter- 
mine adhesiveness  of  binder  to  differ- 
ent stone  are  of  value  in  determining 
the  efficiency  of  the  bond  within  a 
limited  time  after  mixing  and  to  some 
extent  to  determine  the  relative  life 
of  the  pavement. 

TESTS   ARE    SUCCESSFUL 

These  proposed  tests  are : 

1.  The  water  test  which  consists  of 
shaking  a  mixture  of  bitumen  and  ag- 
gregate for  one  hour  with  water  at 
var.ving  temperature. 

2.  The  solubility  test  which  is  con- 
ducted in  such  a  wa.v  that  the  mixture 
is  treated  with  var.ving  quantities  of 
a  solvent  and  subsequently  is  sub- 
jected for  one  hour  to  water  at  ordi- 
iiar.y  temperature. 

3.  The  sodium  carbonate  test  in 
which  the  mixture  is  subject  to  action 
of  .sodium  carbonate  solutions  of  dif- 
ferent concentrations. 

The  authors  state  that  they  have 
found  the  results  of  these  tests  to 
i-heck  very  closely  with  results  in 
]iracfice.     *     *     *     * 

SAFETY   PARAMOUNT    ISSUE 

Probabl,y  no  highway  subject  has 
been  more  discussed  than  safety.  It 
is  a  paramount  issue  to  all  automobile 
users  and  if  is  affected  by  i^racfically 
everything  relating  to  a  road — from 
the  general  alignment,  type  of  sur- 
face, grades,  curves,  driving  condi- 
tions, etc.     *     *     *     * 

The  protections  of  the  driver  from 
running  off  the  road  is  a  vital  jjrob- 
lem  especially  in  countries  of  rough 
topography.  The  guard  rails  used 
for  this  purpose  are  now  subject  to 
some  studies  on  design,  but  some 
years  ago  the  idea  of  a  guard  rail  was 
to  furnish  some  barrier  which  was 
either  too  light  to  serve  otlier  than 
warning,  or  of  such  a  substantial 
nature  that  contact  with  it  under 
many  conditions  would  result  in  seri- 
ous  injuries  or  fatalities.     Reseai-ch 


studies  on  this  problem  have  indi- 
cated that  such  rails  can  be  designed 
to  take  care  of  average  accidents. 
These  research  studies  have  been  in 
the  nature  of  actual  trials  where 
vehicles  have  collided  with  rails  of 
different  types  which  is  followed  by 
the  theoretical  analysis  of  general 
design. 

WINTER  BRINGS    HAZARDS 

The  use  of  automobiles  during  all 
weather  conditions  has  led  to  studies 
of  methods  to  protect  the  driver 
against  hazards  involved  in  winter 
driving.  Probably  one  of  these  worst 
hazards  is  ice  conditions,  when  the 
brake  is  practically  useless,  in  that 
the  coefficient  of  friction  between  the 
rubber  tire  and  icy  road  surface  is 
practically  zero.  Covers  of  various 
types  have  been  used  for  this  purpose 
and  maintenance  committees  of  differ- 
ent highway  associations  have  re- 
ported on  the  efficiency  of  such 
methods. 

It  has  been  found  generally  that 
gritty  material  such  as  sharp  sand, 
cinders,  and  stone  chips,  have  cor- 
rected this  condition  Ij.v  increasing 
the  coefficient  of  friction.  Further 
studies  have  shown  that  the  use  of  a 
salt  in  this  covering  material  has  a 
tendency  to  melt  the  ice  to  the  extent 
where  the  covering  material  becomes 
embedded,  developing  more  or  less 
of  a  rough  texture  upon  refreezing 
and  increasing  the  braking  efficiency, 
thereby  reducing  this  hazard  to  a 
considerable  extent.  The  use  of  such 
salts  have  proved  an  economic  pro- 
cedure in  that  investigation  in  one 
state  has  shown  that  it  increases  the 
life  of  the  covering  material  about 
three  times  where  the  salt  has  been 
used,  from  the  standpoint  that  it  is 
more  readily  retained  on  the  road 
or  not  brushed  or  swept  off  with 
traffic. 

The  use  of  salt  has  been  largely 
confined  to  calcium  chloride  until  the 
past  several  years  when  sodium  chlo- 
ride has  been  used  in  the  same  man- 
ner as  calcium  chloride  and  data  are 
being  obtained  relative  to  its  effi- 
cienc.v  and  ultimate  effect  on  the  road 
surfaces. 

The  use  of  either  calcium  or  sodium 
chloride  straight  on  the  road  surface 
is  not  good  practice.  If  it  is  con- 
sidered necessary  to  remove  the  ice  by 
melting,  salt  solution  remaining  on 
the  highway  should  be  swept  off  a  con- 
crete road  surface  as  soon  as  possible 
as  it  has  been  found  to  be  quite  detri- 
mental to  such  surfaces. 

(Continued  on  pa^e  2S) 


California  Highways  and  Public  Works 


ry    1937) 


[Nineteen] 


California's  Uniform 
Highway  Sign 
System  Described 


held  ill  Washingtou  in  1930,  that  con- 
sideration be  given  to  the  more  ex- 
tensive use  of  symbols. 

"The  committee,  while  believing 
that  on  a  great  majority  of  signs 
symbols  can  not  safely  replace  word 
messages,  sees  very  definite  advan- 
tages in  certain  simple  symbols,  such 
as  those  for  curves,  and  has  elimi- 
nated the  former  word  message  from 
CURVE  signs." 

The  committee  urges  universal 
adoption  of  the  sign  shapes  as  basic 
symbols. 

The  committee  calls  attention  to  the 
fact  that  traffic  control  devices  are 
increasingly  necessary  for  regulating, 
warning  and  guiding  traffic  and 
points  out  that  adequate  but  not  ex- 
cessive use  of  signs  to  warn  of 
hazards,  signs  to  indicate  the  applica- 
bility of  traffic  regulations,  route 
markers  and  destination  signs  all 
have  great  value  in  facilitating  the 
orderly  flow  of  traffic,  as  do  well- 
considered  pavement  and  curb  mark- 
ings and  islands  properly  designated 
and  located. 

INCREASING    NEED   FOR    CONTROL 

In  many  communities,  it  is  stated, 
the  responsible  authorities  have  not 
met  the  problem  with  scientifie  an- 
alysis but  rather  by  haphazard  ex- 
perimentation, and  as  a  result  two 
fundamental  errors  have  been  preva- 
lent. These  are  (1)  placing  traffic 
control  devices  without  adequate 
study  of  the  possible  evil  effect  pro- 
duced either  there  or  at  other  points, 
and  (2)  in  the  case  of  traffic  signals, 
operation  at  times  not  justified  by  the 
conditions. 

Care  is  exercised  by  the  Division 
of  Highways  to  see  to  it  that  not  too 
many  regulatory  or  warning  signs  are 
in.stalled.  Traffic  will  move  with  less 
delay  and  more  safety  at  many  aver- 
age intersections,  curves,  hills  or 
other  ])()teii1ial  accident  or  congestion 
points  if  there  is  no  artificial  control. 
<  >ii  the  other  hand,  a  frequent  display 
cif  judiciously  jilaced  route  signs  will 
not  lessen  their  value. 

l?egiilatoi-v  signs  are  placed  to 
notify  traffii-  of  |)rovisioiis  in  the  law 
which,    if    disregarded,    constitute    a 


New  Conejo  Grade  Route 
Approaching  Completion 


WITH  construction  work  ncar- 
iiig  completion,  the  realigned 
Conejo  Grade  on  the  "Ven- 
tura Boulevard"  route  between  Los 
Angeles  and  Ventura  on  the  Coast 
Ilighwaj-  is  scheduled  to  be  opened  to 
traffic  earlj'  in  March. 

This  $550,000  highway  improve- 
ment project  will  eliminate  forty-nine 
shari)  turns  on  the  existing  road 
which  for  years  have  been  a  menace 
to  automobile  traffic  and  the  direct 
cau.se  of  numerous  serious  accidents. 
Four  accidents  on  the  present  grade 
during  1932  and  1933  resulted  in  the 
deaths  of  seven  persons  and  injuries 
to  four  others. 

FIVE   MILE  PROJECT 

The  realignment  of  the  route  ex- 
teiid.s  from  near  Newberry  Park 
southwest  of  Conejo  Summit  to 
Conejo  Creek,  a  distance  of  approxi- 
mately five  miles.  There  will  be  only 
twelve  curves  on  the  relocated  high- 
way, all  wide  and  long. 

Located  in  1912  as  one  of  the  fir.st 
undertakings  of  the  original  State 
Highway  Department,  Conejo  Grade 
within  a  few  years  proved  inadequate 
to  accommodate  the  steadily  increas- 
ing motor  vehicle  traffic  and  the  route 
became  more  and  more  hazardous. 

misdemeanor.  This  group  contains 
STOP  signs,  speed  limit  signs  and 
signs  regulating  movement  or  park- 
ing. 

The  STOP  sign  has  a  distinctive 
red  color  and  octagon  shape.  All 
other  signs  in  this  group  are  either 
square  or  rectangular  in  shape  and 
have  white  backgrounds  with  black 
letters,  or  if  reflectorized,  black  with 
white  letters.  Parking  signs  are  gen- 
erally white  with  red  letters. 

Reduced  replicas  of  the  more  im- 
jiortant  signs  in  thi.s  regulatory  group 
are  shown  in  the  accompanying  illus- 
trations. The  shape,  relative  size  and 
color  of  each  sign  is  reproduced  just 
as  it  apjiears  to  the  motorist  on  the 
liighway. 

Warning  and  guide  signs  will  b' 
considered  in  forthconiing  articles. 


In  1929,  following  completion  of 
the  new  Coast  Highway  route  be- 
tween Oxnard  and  Santa  Monica  the 
Conejo  Grade  was  so  overcrowded 
that  the  Division  of  Highways  re- 
aligned some  of  the  worst  sections  of 
it,  but  traffic  increased  .so  rapidly 
that  by  1934  it  was  realized  that  only 
a  radical  relocation  of  the  entire 
route  between  Newberry  Park  ami 
Conejo  Creek  would  solve  the  growing- 
danger  to  motorists. 

THREE    LANES    ON    GRADE 

Realignment  presented  many  tech- 
nical engineering  difficulties.  The 
Division  of  Highways  was  confronted 
with  three  alternative  routes,  the 
"North  Route."  the  "Middle  Route" 
and  the  "South  Route." 

The  ^Middle  Route,  while  the  most 
direct,  called  for  a  grade  somewhat  in 
excess  of  the  allowable  6  per  cent  max- 
imum grade  for  the  two  miles  down 
the  west  slope  of  the  Conejo  Range, 
but  because  it.  offered  a  shorter  dis- 
tance and  fewer  curves  it  was  ap- 
proved. 

The  new  liighway  is  a  20-foot  con- 
crete pavement  constructed  on  a  4ii- 
foot  roadbed  except  down  the  westerh 
slope  of  the  range  where  there  will 
be  two  10-foot  strips  of  concrete  pave- 
ment separated  by  a  10-foot  width  of 
plant-mix  oil  surfacing.  This  will 
provide  a  10-foot  traffic  lane  between 
the  concrete  striiis  for  vehicles  to  pass 
on  the  grade. 

WIDE    SHOULDERS    PROVIDED 

Throughout  the  length  of  the  proj- 
ect shoulders  will  be  oiled  the  full 
width  of  the  roadbed,  thus  providing 
ample  .space  for  machines  to  parlc 
well  off  the  paved  section.  Oil  and 
rock  surfacing  instead  of  concrete 
will  be  used  on  some  of  the  high  fills 
until  the  latter  have  fully  settled. 

Conejo  Creek  bridge  at  the  west- 
erly end  of  the  project  will  be  widen- 
ed to  a  width  of  44  feet  to  conform  to 
the  width  of  roadbed  on  each  side. 

Comiiletion  of  the  Conejo  Grade 
project  will  eliminate  one  of  the  wor.st 
traffic  hazards  on  the  entii'e  State 
Hieliwav  Svstem. 


[T-wenty] 


(janiuny  i9\7)  Calif omia  Highways  and  Public  Works 


This  aerial  view  taken  on  the  south  side  of  Conejo  Summit  and  looking  west  toward  Oxnard  and  Ventura  shows  existmg  State 
Highway  and  realigned  route  in  left  foreground,  and  the  realignment  down  the  grade.  Photograph  taken  by  Fairchild  Aerial  Sur- 
veys, Inc. 


Broadside  aerial  view  shows  how  new  Conejo  Grade  eliminates  curves  on  highway  between  Conejo  Summit,  extreme  left,  and 
Conejo  Creek,  extreme  right.  The  new  route  pursues  a  straight  course  down  through  the  hills  by  means  of  cuts  and  fills.  The  new 
route    is    indicated    by    arrows.      Curves   eliminated    are    marked    by    crosses.      Photograph   by   Fairchild   Aerial   Surveys.   Inc. 


California  Highways  and  Public  Works   (j„u,iary  19}/) 


fTw^enty-one] 


Improved  Drag  Finisher  for 
P.  C.  Concrete  Pavement 


By  H.  D.  JOHNSON,  Assistant  Resident  Ensineer 


A  RECENT  development  in  the 
field  of  finishing  Portland  ce- 
ment concrete  pavement  is  a 
drag-  float  which  eliminates  all  other 
floats  and  the  skilled  labor  ordinarily 
used  behind  the  mechanical  spreader, 
with  the  exception  of  the  joint  fin- 
isher and  edgerman. 

Durinf,'  the  past  ten  years,  the  rid- 
ing qualities  of  our  pavements  have 
been  greatly  improved.  This  can  be 
attributed  to  the  rivalry  among  field 
engineers  of  the  Division  of  High- 
ways and  the  cooperation  of  the  Dis- 
trict and  Headquarters  staffs  in  per- 
mitting them  to  deviate  from  estab- 
lished methods  and  to  try  out  new 
construction  ideas. 

In  1926.  the  finishing  crew  and 
equipment  consisted  of  one  mechani- 
cal spreader  with  its  operator  and  a 
longitudinal  float  operated  by  two 
men.  This  float  was  drawn  trans- 
versely acro.ss  the  pavement  surface 
with  a  longitudinal  sawing  motion, 
thus  cutting  off  the  high  spots  and 
filling  the  depressions.  This  was  an 
important  feature  because  the  riding 
quality  of  the  pavement  was  largely 
dependent  upon  the  operation  of  this 
float,  as  the  subsequent  finishing  con- 
sisted of  drawing  a  pliable  float  trans- 
versely across  the  pavement  surface 
to  remove  minor  inequalities  and  im- 
prove surface  appearance.  This  float 
was  made  of  a  1"  x  6"  board  16'  long 
and  wa.s  equipped  with  swivel  handles 
on  each  end.  Following  the  pliable 
float  came  the  joint  finisher  and 
edgerman  who  finished  joints  and 
edges  as  soon  as  the  set  of  the  con- 
crete would  permit. 

ONE-MAN  FLOAT  USED 

In  1929,  the  one-man  rib  float  was 
introduced  and  took  the  place  of  the 
pliable  float.  This  released  one  man 
so  that  two  ten-foot  rib  floats  were 
substituted  and  were  used  at  an  inter- 
val of  approximately  100  feet  between 
fl.oats.  Through  the  use  of  these  ril> 
floats,  the  fact  was  established  that 


uneven  subsidence  occurred  during 
finishing  operations,  and  was  accepted 
as  the  reason  for  many  rough  jobs 
completed  prior  to  this  change  in  fin- 
ishing methods.  Soon  thereafter, 
these  10-foot  rib  floats  were  length- 
ened to  16  feet. 

The  16-foot  float  was  a  step  toward 
smoother  pavements  in  that  it  de- 
tected long  rolling  irregularities  not 
revealed  by  the  ten-foot  floats,  and 
tills  also  speeded  up  finishing  opera- 
tions. Improved  mixing  and  placing 
equipment  with  its  consequent  in- 
crease in  capacity  would  have  made  it 
imperative  to  increase  the  finishing 
forces  if  ten-foot  floats  had  been  used. 

In  order  to  secure  the  maximum 
subsidence  before  finally  striking  oft' 
the  surface  with  a  float,  it  was  found 
necessary  to  hold  back  on  the  final 
floating  until  the  mass  of  concrete  had 
obtained  its  set,  with  the  exception 
of  the  surface  mortar  which  still  pre- 
served its  workability  di;e  to  previous 
floating  operations.  This  is  now 
known  as  retarded  finish  and  is  ac- 


Hishway  Creed 
Adopted  by  AAA 

We  must  have  roads  suitable  and 
adequate  for  the  movement  of  mod- 
ern motor  traffic  with  safety.  There 
must  be  multiple  lane  highways 
with  opposing  traffic  streams  di- 
vided. They  must  be  free  and  not 
toll    roads. 

These  roads  must,  in  every  in- 
stance, be  predicated  on  traffic 
needs,  and  the  State  highway  plan- 
ning surveys  should  point  definitely 
to  where  needs  exist.  They  must 
embody  every  possible  safety  aid. 
We  must  not  overlook  the  growing 
need  for  an  adequate  system  of  sec- 
ondary roads  and  arterial  routes 
through  cities.  Every  State  should 
have  a  long-range  program  of  de- 
velopment and  the  administration 
and  conduct  of  such  a  program 
should  be  divorced  entirely  from 
politics. 


cepted  as  standard  procedure  on  State 
work. 

Two  years  later,  in  1931,  a  new  float 
was  introduced  to  take  the  place  of 
the  longitudinal  float.  This  float  was 
an  enlarged  rib  float  weighing  around 
250  pounds  and  was  drawn  diagonally 
back  and  forth  along  the  pavement  in 
much  the  same  manner  as  the  blade 
on  a  road  grader.  Because  of  its 
weight,  it  was  drawn  by  a  truck  or 
horse  by  means  of  a  cable  approxi- 
mately 100  feet  long,  traveling  on  the 
shoulder  along  the  outside  of  the 
header. 

This  float  further  aided  retarded 
finishing  by  working  back  of  the 
mechanical  spreader  as  far  as  40(1 
feet  or  more,  thus  preserving  the 
surface  mortar  in  a  workable  con- 
dition, allowing  the  rib  floats  to  stay 
back  still  further,  permitting  addi- 
tional siabsidenee  to  take  place. 

I.XTRODUCED  IN   1935 

With  the  approval  of  the  Construc- 
tion Department,  in  April,  1935,  on 
Contract  67VC20-47VC24,  road  VII- 
Ora-60-C,  in  Laguna  Beach,  the  drag 
finisher  was  first  introduced,  which 
works  somewhat  on  the  principle  of 
the  road  plane.  It  is  20  feet  long  by 
9'-10"  wide,  and  is  drawn  back  and 
forth  over  the  surface  of  the  con- 
crete and  parallel  to  the  header  line. 
It  rides  on  transverse  skids  mounted 
at  each  end  of  the  drag  which  has 
the  double  function  of  supporting  the 
machine  and  striking  off  the  concrete 
to  a  plane  surface.  Between  these 
end  skids,  a  series  of  cutting  blades 
are  set  at  an  angle  of  3°  witli  the 
header  line  similar  to  the  blades  of  a 
subgrader.  This  blades  the  mortar 
into  three  windrows  which  are  then 
struck  off  and  smoothed  by  the  rear 
skid.  A  roller  attached  ahead  of  the 
front  skid  brings  up  the  mortar  and 
rolls  down  the  surface  rock. 

The  machine  is  guided  by  double- 
flanged  wheels  on  one  side,  which 
act  as  guides  and  carry  only  enough 


[Twenty-t^^o] 


(January  19)7)  California  Highways  and  Public  Works 


-^^^ 


weight  to  hold  them  clown  on  the 
header,  otherwise  the  float  works  in- 
dependently' of  the  headers.  The  drag 
finisher  is  drawn  back  and  forth  by  a 
tractor  or  by  means  of  two  horses,  the 
tractive  effort  required  being  about 
700  pounds. 

The  drag  finisher  follows  the  me- 
chanical spreader  and  is  operated 
over  a  di.stance  of  300  to  500  feet. 
Under  ordinary  conditions  it  should 
not  operate  closer  than  100  feet  be- 
hind the  spreader,  this  distance  de- 
pending upon  the  atmospheric  con- 
ditions and  the  type  of  concrete  mix 
used.  Tliis  float  has  many  advantages 
over  other  methods  now  in  use  because 
it  reduces  the  human  element  to  a 
minimum.  It  reduces  the  labor  cost 
of  finishing  and  does  better  work 
under  adverse  conditions.  Experi- 
ments indicate  that  this  machine 
could  easily  handle  the  capacity  out- 
put of  two  one-yard  pavers. 

QUICKLY  RESTORES  SURFACE 

One  instance  in  which  this  drag 
finisher  really  proved  its  worth  oc- 
curred after  a  heavy  shower  which 
ruined  the  surface  of  approximately 
700  feet  of  freshly  finished  surface. 
Ordinarily  the  repair  of  this  surface 
would  require  two  hours  of  work  on 


Upper — Close-up  view  of  new  type  drag  finisher  being  used  in  road  construction 
by  Division  of  Highways.  Upper  left — Showing  operation  of  mule-drawn  float  which 
reduces  cost  of  highway  finishing.  Lower — Appearance  of  highway  after  use  of  drag 
finisher. 


the  part  of  the  finishing  crew  and  two 
hours  lost  time  for  th.'  mixer.  With 
the  drag  finisher,  it  required  approxi- 
mately 15  minutes  to  c  irrect  the  dam- 
age and  the  only  additional  work 
required  was  the  refinishing  of  joints 
and  edges. 

The  surface  appearance  of  the  fin- 
ished pavement  when  using  the  drag 
finisher  differs  from  the  ordinary  fin- 
ish in  that  the  float  marks  are  longi- 
tudinal instead  of  transverse.  It 
gives  a  better  surface  because  it  re- 
duces  the   element    of   side   skidding 


and  the  longitudinal  marks  are  more 
pleasing  to  the  eye  than  are  the  float 
.scars  on  the  average  job. 

The  Construction  Department  de- 
sires to  add  that  the  riding  qualities 
of  this  experimental  section  are  not 
quite  up  to  the  average  for  this  sea- 
son 's  work  on  conci"ete  paving.  How- 
ever, it  is  believed  that  a  further 
perfection  of  this  device  is  possible 
which  will  eventually  lead  to  a  con- 
sistent quality  of  finish  which  at  least 
is  equal  to  the  present  day  average 
surface. 


California  Hightvays  and  Public  Works  (January  1937 ) 


I  Twenty-three  ] 


DIVISION  OF 


WATER  RESOURCES 


OFFICIAL  REPORT 

FOR  THE  MONTH  OF 

December,  1936 

EDWARD  HYATT,  State  Engineei 


The  United  States  Bureau  of  Recla- 
mation continued  work  during  the 
mouth  on  the  preparation  of  plans 
necessary  for  starting  coustrnetiou  on 
the  initial  units  of  the  Central  Valley 
Project.  Preliminary  investigations 
and  exploration  work  have  been  con- 
tinued at  Keunett  and  Friaut  dam 
sites  as  has  the  survey  along  the  Con- 
tra Costa  Conduit  and  Friant-Kern 
Canal.  Appraisers  are  working  in  the 
field  evaluating  lands  and  nece'-"'ary 
rights  of  way  to  be  acquired.  The 
Division  of  Water  Resources  is  con- 
ducting surveys  and  making  investi- 
gations in  the  San  Joaquin  and  Sac- 
ramento valleys  preliminary  to  the 
acquisition  of  properties  and  water 
rights  and  the  preparation  of  agree- 
ments necessary  for  the  construction 
of  the  project. 

During  the  month  of  December,  the 
Consulting  Board  of  the  United  States 
Bureau  of  Reclamation  consisting  of 
Charles  A.  Paul  of  Dayton,  Ohio,  Dr. 
F.  W.  Durand  of  Stanford  Univer- 
sity, Dr.  Charles  P.  Berkey  of  Colum- 
bia University,  and  R.  V.  Meikle  of 
Turlock,  California,  met  with  the 
Consulting  Board  of  the  Water  Proj- 
ect Authority  of  California,  consisting 
of  F.  C.  Herrmann  of  San  Francisco, 
B.  A.  Etcheverry  of  the  University 
of  California,  Dr.  George  D.  Louder- 
back  of  the  University  of  California, 
and  J.  D.  Galloway  of  San  Francisco, 
for  a  study  and  inspection  of  the  dam 
.sites  and  amount  of  storage  required 
on  the  Sacramento  River  for  the  Cen- 
tral Valley  Project. 


IRRIGATION   DISTRICTS 


At  the  request  of  I-a  Mesa,  Lemon  Grove 
and  Spring  Valley  Irrigation  District,  a  field 
inspection  and  report  was  made  on  the  pro- 
posed rcconstrnctiim  of  El  Monte  Pumping 
Plant.  The  district  and  the  city  of  San 
Diego  have  re<'ently  completed  a  steel  pipe 
line  leading  from  El  Capitan  Reservoir  and 
reconstruction  of  the  El  Monte  plant  will 
be  necessary  to  link  this  source  of  suppl.v 
with  the  district's  distribution  system. 


liivestigaliun  of  llie  proposed  power  ciiii- 
struction  program  in  Imperial  Irrigation 
District  is  now  in  pa-ogress.  In  additicm  tn  a 
proffered  loan  of  .$700,000  from  the  Hural 
lOleetritication  Administration,  for  constinic- 
tion  of  transmission  and  distribution  lines,  a 
tentative  allotment  of  $2,760,000  has  been 
made  by  the  Public  WorUs  Administration 
which  would  provide  for  construction  of 
hydro-electric  plants  on  the  Ail-American 
Canal. 

Favdvalile  reports  were  submitted  to  the 
l;<iar(ls  o(  supervisors  of  Fresno  and  Tulare 
I'diiiitiis  in  rnimoction  with  the  oragnization 
priici'diiic  III'  Orange  Cove  and  Ivanhoe  Irri- 
gation districts  which  plan  to  secure  their 
water  supply  from  the  Friant-Kern  Canal 
of  the  Central  Valley  Project. 


DISTRICTS    SECURITIES 
COMMISSION 


At  the  regular  monthly  meeting  nt  the 
commission  held  in  San  Francisco,  Decemtier 
11,  19.36,  the  request  of  Lindsay-Strathniore 
Irrigation  District  for  approval  of  a  pro- 
posed compromise  agreement  effecting  settle- 
ment of  water  litigation  pending  in  the 
superior  court  of  Tulare  County  was  granted. 
Following  this  approval,  a  stipulated  judg- 
ment was  signed  by  .ludge  B.  W.  Owen  of 
Kern  County  on  December  18,  1936,  whicli 
brought  to  an  end  the  famous  water  suit  be- 
tween Tulare  and  Lindsay-Strathmore  Irri- 
gation Districts  that  has  been  in  the  courts 
for  more  than  twenty  years. 


FLOOD   CONTROL  AND 
RECLAMATION 


Extensive  repairs  have  been  made  on 
Bridge  E-2,  consisting  of  reinforcing  the 
piling  and  renewing  deck  timbers.  A  drag- 
line excavator  has  been  operating  during  the 
entire  period  cleaning  the  drainage  canals 
tributai-y  to  Pumping  Plant  No.  3. 

In  the  Sacramento  by-pass  the  work  of 
installing  concrete  and  rock  erosion  protec- 
tion along  the  south  levee  and  near  the  weir 
lias  been  completed. 

All  of  the  Sacramento  Flood  Control 
Project  units  for  the  maintenance  of  which 
this  office  is  responsible  are  in  excellent  I'on- 
dition  to  withstand  floods. 

Relief  Labor  Work 

A  relief  labor  crew  of  20  men  has  been 
engaged  during  this  period  in  clearing  the 
flood  channel  of  the  Feather  River  north  of 
Marysville. 


.V  transient  relieL'  labor  canii)  has  been 
established  by  the  State  Relief  Administra- 
ticm  at  Camp  No.  7  in  Reclamation  District 
No.  1500  in  Sutter  Basin.  Approximately 
!X)  men  are  now  available  for  labor  and  are 
engaged  in  clearing  the  Tisdale  by-pass  under 
the  direction  of  this  division  and  along  the 
river  levee  of  Reclamation  District  No.  1500. 
Tools,  transportation  and  supervision  are 
being  furnished  by  this  office  for  the  work  in 
Ti.sdale  by-pass. 

The  AVar  Department  has  continued 
activity  in  the  C(mstruction  of  bank  protec- 
tion works  on  the  Sacramento  River  under 
the  State-Federal  cooperative  pi-ogram  of 
.lune,  1932.  The  program,  involving  an  ex- 
penditure of  approximately  .$500,000,  is  at 
this  time  about  70  per  cent  complete.  While 
there  has  been  a  slight  raise  in  the  ri\<'r 
above  the  summer  low  stage,  this  has  resulted 
in  no  interference  with  the  woi-k. 

Sacramciilo  Flood  Control 
The  new  Sacramento  River  levees  cun- 
structed  by  the  U.  S.  War  Department  in 
cooperation  with  the  Reclamation  Board,  on 
both  sides  of  the  river  extending  from  Colusa 
to  Princeton,  have  been  completed.  There- 
fore, at  this  time  the  levees  on  the  Sacra- 
mento River  contemplated  under  the  project 
are  complete,  with  the  exception  of  a  few 
small  sections  requiring  raising  on  set-back. 
Tlie  entire  project  is  now  in  excellent  con- 
dition to  care  for  floods. 


SUPERVISION    OF    DAMS 


Application  was  filed  on  December  17. 
1936,  for  approval  of  the  Atascadero  Park 
Dam  in  San  Luis  Obispo  County,  owned  by 
the  county  of  San  Luis  Obispo.  The  dam  is 
12  feet  in  height  and  has  a  storage  capacity 
of  150  acre-feet.  It  is  used  for  recreatinn 
purposes. 

Application  was  filed  on  Di'eember  4,  193(1. 
far  the  enlargement  of  the  Danhauser  Dam 
in  Modoc  County.  The  dam  is  owned  by  P. 
C.  Weber.  The  increase  in  height  is  approxi- 
mately two  feet  and  the  increase  in  storage 
capacity  about  S50  acre-feet.  The  estimated 
cost  of  the  work  is  $800. 

Construction  is  being  actively  continued 
on  Cajalco  Dam  of  the  Metropolitan  W.iter 
District,  San  (Jabriel  Dam  No.  1  of  the  Los 
Angeles  County  Flood  Control  District ; 
O'Shaughnessy  Dam  of  the  city  of  San  Fran- 
cisco;  Grant  Lake  and  I.ong  Valley  dams  of 
the  city  of  Los  Angeles,  and  White  House 
Creek  Dam  located  in  San  Mateo  County. 

Work  has  been  completed  on  the  West 
Valley    Dam    of    the    South    Fork    Irrigation 


Twenty-four] 


i9}7)  California  Highways  and  Public  Works 


District  in  Modoc  County ;  Judson  Dam  of 
tlip  Metropolitan  Water  District  in  San 
Dit'So  County;  Mono  Creek  Dam  of  the  City 
of  Santa  Barbara;  and  Eaton  Wasli  Dam  of 
fill'  Los  Anseles  County  Flood  Control  Dis- 
trict. 

Kcpair  wcirU  to  the  Lake  Hodges  Dam  of 
(lie  city  of  San  Diego  is  practically  com- 
pleted. Work  on  the  Mad  River  Dam  of  the 
city  of  Eureka  has  been  discontinued  as  had 
tlie  construction  work  at  the  Areata  Dam  of 
the  city  of  Areata. 


WATER   RrGHTS 


Siiiien-tsioii  of  Appropriations  of  Water 

During  the  month  of  November  there 
were  19  applications  received  to  appropriate 
Nvater  ;  9  were  denied  ;  16  were  appi'oved  ;  10 
permits  were  revoked  and  .?  licenses  were 
issued. 

Among  the  applications  whicli  were  re- 
ceived was  one  by  California  Water  and 
Telephone  Company  to  appropriate  from  Tia 
Juana  River  In  San  Diego  County  for  irri- 
gation and  domestic  purposes  at  a  cost  of 
$350,000  and  an  application  by  the  Indian 
Valley  Mutual  Water  Company  to  appropri- 
ate 185.700  acre-feet  by  storage  on  North 
Fork  of  Cache  Creek  in  Lake  County  for 
irrigation  and  domestic  u.ses  upon  60.000 
acres  now  supplied  by  Clear  Lake  Water 
Company. 

During  the  month  reports  were  received 
from  344  permittees  and  82  licensees,  which 
leports  are  under  study. 

Water  Distrihntion 

Reports  covering  water  master  service  in 
the  following  districts  for  the  current  season 
will  be  prepared  during  the  winter ;  Owl, 
Soldier.  Emerson,  Ce<lar,  Deep  and  Mill 
Creek  Water  Master  districts  (In  Sun^rise 
Valley,  Modoc  County)  ;  New  Pine,  Davis 
and  Franklin  Creek  Water  Master  districts 
(in  Goose  Lake  Valley,  Modoc  County)  ; 
South  Fork  of  Pit  River.  Pine  Creek,  Hot 
Springs  Valley  and  Big  Valley  Water  Master 
districts  (in  Modoc  and  Lassen  counties)  ; 
Shasta  River  Water  Master  District  (in 
Siski.vou  County)  ;  Hat,  Burney  and  Cow 
Creek  Water  Master  districts  (in  Shasta 
County) . 


SACRAMENTO-SAN    JOAQUIN 
WATER    SUPERVISION 


During  the  past  month  the  activities  of 
this  office  have  been  confined  to  office  work  in 
making  ready  the  data  to  publish  a  report 
showing  the  amount  of  water  diverted  from 
and  returned  to  the  streams  in  the  Sacra- 
mento-San Joaipiin  territory.  The  report 
will  also  show  the  amount  of  land  irrigated, 
the  flow  in  tlie  stream  channels  and  the  rate 
of  advance  and  retreat  of  salinity  in  the 
delta. 

During  the  month  tlicre  lias  been  no  in- 
crease in  the  flow  in  the  valley  streams. 
The  flow  of  the  Sacramento  River  at  Sacra- 
mento is  about  5000  second-feet. 

Tliere  has  been  no  appreciable  change  in 
salinity  conditions  in  the  delta.  Sampling  is 
being  done  at  certain  key  stations  througli- 
out  the  delta. 


W.  V.  Darlins   Is 
Honored   on   Eve 
of    Retirement 

Retiriug  after  18  years  as  an  offi- 
cial of  the  Maintenance  Department 
of  the  State  Division  of  Highways, 
W.  V,  Darling,  .superintendent  of 
highways  in  the  west  end  of  Riverside 
County,  was  tendered  a  testimonial 
dinner  in  the  Tetle.y  Hotel  in  River- 
side on  the  night  of  December  29  by 
members  of  the  staflf  and  maintenance 
crews  of  District  VIII. 

The  affair  was  in  the  nature  of  a 
surprise  party  and  was  attended  by 
sixty  of  the  personnel  of  the  main- 
tenance department  of  the  district. 
Mr.  Darling's  retirement  was  manda- 
tory under  the  State  age  limit  law. 

Mr.  Darling  entered  State  service 
in  1918  when  he  resigned  as  superin- 
tendent of  streets  of  Riverside  to  .ioin 
the  forces  of  the  Division  of  High- 
waj's. 

E.  Q.  Sullivan  of  San  Bernardino, 
District  Highway  Engineer,  presided 
at  an  after  dinner  program  during 
which  Fred  Brouse,  one  of  the  five 
foremen  in  Mr.  Darling's  jurisdiction. 


COOPERATIVE  SNOW  SURVEYS 


All  work  on  this  project  during  the  past 
month  has  been  routine  office  procedure  neces- 
sai-j'  to  bring  up  to  date  all  data  pertaining 
to  the  precipitation  and  run-off  exj)erienced 
during  the  past  year :  this  is  preparatory  to 
resuming  the  publication  of  monthly  snow 
survey  bulletins  beginning  next  February 
first. 

Actual  discharge  figures  of  all  mountain 
>:treams  for  the  water  year  ending  Septem- 
ber SOth  have  been  received  from  the  Water 
Resources  branch  of  the  U.  S.  Geological 
Survey  while  records  of  reservoir  storages 
and  stream  diversions  during  the  same  period 
liave  been  supplied  by  the  various  organiza- 
tions exercising  artificial  control  over  the 
run-off  from  the  many  mountain  watersheds. 

AVith  these  data  available,  the  figures  of 
full  natural  flow  for  the  past  year  are  now 
being  compiled.  Those  completed  to  date 
show  a  very  close  agreement  with  the  fore- 
casts published  in  the  1936  April  and  May 
bulletins.  A  tabulation  showing  a  compari- 
."on  of  the  forecasted  figures  with  those  of 
the  historical  run-off  actually  realized  will  be 
published  as  soon  as  the  compilations  have 
heen  completed  for  all  watersheds. 

Ten  sets  of  snow  measuring  equipment 
have  been  received  from  the  Division  of  Irri- 
gation, Bureau  of  Agricultural  Engineering, 
r,  S,  Department  of  Agriculture  and  these 
are  being  distributed  to  those  organizations 
which  this  winter  are  beginning  their  first 
year  of  cooperative  work  with  the  California 
('ooperative  Snow  Surveys. 


presented  the  guest  of  honor  with  a 
radio,  a  gift  of  the  department  per- 
sonnel. 

SPEAKERS  EXPRESS  REGRET 

Speakers  expressed  regret  at  Mr. 
Darling's  enforced  withdrawal  from 
State  service.  J.  E.  Stanton  of  San 
Bernardino,  District  Maintenance  En- 
gineer of  the  Division  of  Highways, 
said  that  California  was  losing  a  valu- 
able highway  authority  in  Mr,  Dar- 
ling, who  has  a  wide  reputation  as  a 
highway  maintenance  expert,  and  who 
pioneered  in  bituminous  road  sur- 
facing. 

Former  State  Highway  Commis- 
sioner Frank  Tetley  of  Riverside  re- 
called many  years  of  friendship  and 
association  with  Mr.  Darling  and 
voiced  his  regret  at  the  latter 's  re- 
tirement, 

Mr.  Sullivan  related  that  he  first 
met  ]Mr.  Darling  in  1913  when  he  went 
to  Riverside  to  work  with  him  in  the 
constrnetion  of  the  reinforced  con- 
crete thin-slab  bridge  over  north  ^lain 
Street  in  Riverside,  a  structure  still 
in  use,  Mr,  Sullivan  said  that  re- 
cently he  had  occa.sion  to  write  an 
article  for  a  magazine  concerning  this 
bridge  and  found  that  it  is  one  of 
the  oldest  of  such  jobs  in  the  United 
States,  a  tribute  to  its  builder,  Mr. 
Darling. 

Born  in  Maine,  Mr,  Darlina:  passed 
his  young  manhood  in  New  England 
and  then  moved  west,  engaging  in 
farming  and  lumbering  in  South 
Dakota  and  "Washington.  He  came  to 
California  in  1895  and  two  years  later 
went  to  Riverside.  In  1902  he  became 
associated  with  the  city  street  depart- 
ment of  Riverside  and  in  1909  became 
Superintendent  of  Streets,  a  post  he 
filld  until  he  entered  State  service 
in  1918. 


The  bridge  terminal  in  San  Fran- 
cis-^o  which  will  accommodate  railway 
traffic  over  the  Bay  Bridge  has  been 
desiffned  to  care  for  the  anticipated 
35.000  000  commuter  trips  a  year. 
The  building  will  be  55  feet  high  and 
900  feet  long. 


Some  of  the  steel  sections  built  in- 
to the  Bay  Bridge  towers  weigh  as 
much  as  78  tons  and  the  average  is 
about  50  tons.  Specially  built  rail- 
road cars  were  required  to  transport 
the  heavier  sections  to  the  waterfront 
to  be  loaded  on  barges. 


Calif ornia  Highways  and  Public  Works   (j,„ii,„ry  i9>7) 


I  Twenty-five] 


^=w 


'HEN   the  tired   business  man 
to    lighten    his  cares 
He    goes   to    a    snappy    show. 
And    forgets    about    work    and    the    market 
reports 
As    he   sits    in    the   very   front   row; 
While    a    doctor,    they    say,    on    a    vacation 
bound, 
Will   hie  himself  off  to  the  hills. 
Where    he'll    fish    and    he'll     hunt    to    his 
heart's   content, 
Forgetting    his    overdue    bills; 
And    a    lawyer    may    pass    his    holiday 

Inspecting    the    bathing    beauties, 
As  he  lies  in  the  sand  at  a  beach  resort 
And    forgets    his   Judicial    duties. 


BY  GLADYS  CRAIG  POTTER, 

Wife  of   C.   A.    Potter,    Resident    Engine 
District    II. 


B"- 


|UT  an  engineer,   let  me  say  right  here, 

as  a   very   different  code! 
'With     his     two     weeks     pay     from     the 
State   Highway 
He  will   head  for  the  open  road! 
So    don't    envy    the    life    of    an    engineer's 
wife. 
Ye  maidens  of  high  social  station, 
For  here's  what  you'll  get  when  you  go  on 
a   trip 
With   an   engineer   on    his   vacation; 


OU'LL  start  bright  and   early   because, 
don't   you   see, 
He's   not   used   to   sleeping    late. 
And    you'll    rush    through    your    breakfast 
and    make    up    your   face, 
'Cause  an  engineer  hates  to  wait: 
And    then    when    you're    out    on    the    wide 
white   road. 
Speeding  toward  your  goal. 
You'll    come    to    a    stretch     where    they're 
shooting  oil 
And   the  traffic    is   under  control. 
Then   you'll    sit    in    the   car   in   the   broiling 
sun 
With    nothing   at   all   to   do. 
While  your  husband  "talks  shop"  with  the 

And    at    least   three    patrols    go    through! 


AND   when   you're   at   last  on  your  way 
again 
He'll   seek   your  attention  to  fix 
By   explaining    how   smooth    is   the   surface 
you    get 
With   a    D.   G.   and    bitumen    mix. 
By    this    time    you're    thirsty    and    hot    and 
tired. 
So  you  say,  "What  about  some  beer?" 
BL't   he   passes  each  stand  for  the   next  ten 
miles 
'Cause   a    new  drinking   fountain   is   near. 
And    he   wants   to    inspect   the    rubble   wall 

And  the  way  that  the  pipes  are  laid — 
So    you    fill    up   on    water   that   spills   down 
your  dress 
And     ruins    your     new     pumps    of    black 
suede. 


ALONG  about  noon  you   look  for  a  sign 
of    The    Inn 
That  your  friends  have  all   told   you 
about: 
"They    serve    the    best    luncheon    that    ever 
was    cooked, 
"And,    my    dear,    you    should    taste    their 
broiled  trout!" 
But    about    this    same   time,    as   you    go    up 
the    grade. 
You   come   to   a  contractor's  camp- 
And    your   engineer-husband    brakes   down 
with   a   shout 
Of,      "There's      good      old      Sammy,      the 
scamp!" 
Then    he's    pounding    the    back    of    a    gray 
haired    man 
As   though   he  were   not  quite   sane. 
And   saying,  "Why   Sam,   what   the   hell   do 
you    mean, 
"Going    into    the   contracting    game?" 


•^  TOU   wait   in  the  car  while  they  talk  of 
y  old   times 

When    they     worked     on     a     location 
party, 
And     he    finally    remembers    he's    got    yoti 
along 
So  he  brings  over  Sam,  very  hearty, 
Who    says,   "What's    the    matter   with    you 
and   your  wife 
Having     lunch    in    the    cook    shack    with 
me?" 
So  you  eat  a   beef  stew  with  hot  coffee  and 
pie 
While    you    long    for    broiled    trout    and 
iced   tea! 
And    when   finally    they    put    up   the    layout 
sheets 
And   you're   once    more   on   your   way. 
He  regales  you   with  stories  of  S.  \.  life 
For  the  rest  of  the  long  summer  day. 


NEXT  morning  you  come  to  a  six  mile 
stretch 
Which   he  built  back   in  thirty-two, 
And   he  tells  you   in  detail  just  how   it  was 
done. 
From    the    time    that    the    line    was    run 
through 
And   the   first   stake   punched   and   the   first 
dirt   moved, 
And   the   road   built   up  to   grade. 
To  the  hour  when  the  headwalls  were  pol- 
ished   up 
And    the    last   yard    of   pavement    laid! 
You     try     all     in     vain     to     point     out     the 
beauties 
Of  village   and   city   and   field. 
His  only   reply  is  to  give  a  long  sigh 
And    say,    "This    piece    should    really    be 
sealed." 
He    admires   a    deep   cut   or  the   arch   of   a 
bridge, 
He  sees  nothing  else  but  the  highway; 


H 


E  can   never  be  urged  to  turn  off  and 
explore 
Some      interesting-looking      old      by- 


vay. 


So    you    learn    about   tangents   and    angles 
and   curves. 
You   get  quite  a   good   education. 
And    that's    about    all    that    you    get    when 
you   go 
With   an   engineer  on   his  vacation. 
But    when     you     near    home,    on     the     last 
weary   mile. 
You     are     struck     with     a     very     bright 
notion! 
And     "Darling,"     you     say,     in     your     most 
honeyed   way, 
"Next    year    for    our    trip    let's    go    on    a 
ship!" 

I  For,   thank   God.   there's    no    roads   on   the 
ocean! ) 


Q-     Q> 


Bids  and  Awards  for  October -December,  1936 


ALAMKDA  COUNTY — On  Castro  Hill 
about  0.4  miles,  existing  roadbed  to  be 
graded  and  widened  with  plant-mix  surfac- 
ing. District  IV,  Route  5,  Section  B.  Inde- 
pendent Constr.  Co.,  Ltd.,  Oakland,  $11,360; 
Frank  Embleton,  Albany,  $11,975;  E.  A. 
Forde,  San  Anselmo,,  $10,365.50;  Lee  J. 
Immel,  Albany,  $12,097.30;  W.  H.  Larson, 
Oakland,  $10,454.  Contract  awarded  to 
Jones  E.  King,  Hayward,  $8,435. 

EL  DORADO  COUNTY— At  Webber 
Creek,  about  1.5  miles  south  of  Placerville, 
an  existing  steel  bridge  to  be  removed  and 
a  timber  bridge  to  be  constructed.  District 
III,  Route  65,  Section  C.  M.  A.  Jenkins, 
Sacramento,  $6,127 ;  F.  H.  Neilson,  Orland, 
$6,063.  Contract  awarded  to  Donald  Ed- 
win Morton,   Placerville,   $5,989.55. 

HUMBOLDT  COUNTY— Between  Beat- 
rice Overhead  and  Eureka  about  5.2  miles  in 
length  to  be  graded  and  surfaced  with  gravel 
base  and  screen  gravel.  Widen  existing  con- 
crete bridge.  District  I,  Route  1,  Section  G. 
Hemstreet  &  Bell,  Marysville,  $185,742.-30; 
Hanrahan  Company,  San  Francisco,  $171,- 
798.50.  Contract  awarded  to  N.  M.  Ball 
Sons,   Berkeley.   $152,342.40. 

IMPERIAL  COUNTY — Between  Mul- 
berry Avenue  and  Calipatria,  6.0  miles  to 
be  graded,  surfaced  with  gravel  and  treated 
with  liquid  asphalt  and  a  timber  trestle  to 
be  constructed.  District  XI,  Route  187, 
Section  D.  V.  R.  Dennis  Const.  Co.,  San 
Diego,  $74,600;  B.  G.  Carroll,  San  Diego, 
$69,928;  Dimmitt  &  Taylor,  Los  Angeles, 
$75,779;  J.  E.  Haddock,  Ltd.,  Pasadena, 
$84,012 ;  R.  E.  Campbell,  Los  Angeles,  $94,- 
730;  Oswald  Bros.,  Los  Angeles,  $76,233. 
Contract  awarded  to  R.  E.  Hazard  &  Sons, 
San  Diego,  $58,459. 

INYO  COUNTY — Between  3.5  miles  east 
of  Saline  Valley  Road  and  Panamint  Sink 
about  17.6  miles  to  be  graded.  District  IX, 
Route  127,  Sections  E,  F.  D.  W.  Thurs- 
ton, Los  Angeles,  $197,254.75 ;  Basich  Bros., 
Torrance,  $238,749;  Morrison-Knudsou  Co., 
Inc.,  San  Francisco,  $188,949;  A.  Teichert 
&  Son,  Inc.,  Sacramento,  $217,728.50;  Isbell 
Construction  Company,  Reno,  Nevada,  $219,- 
905.50.  Contract  awarded  to  Peninsula  Pav- 
ing Co..  San  Francisco,  $168,125.50. 

KERN  COUNTY— Bridge  over  Calloway 
Canal,  2  miles  west  of  Bakersfield.  Dis- 
trict VI.  Route  58.  Section  L.  Wm.  C. 
Horn  Co.,  Pomona,  $11,960;  R.  P.  Moore, 
Fresno,  $10,943;  Opperman  &  Co..  Bakers- 
field,  .$10,258;  Griffith  Co..  Los  Angeles, 
$11,612;   F.  O.  Bohnott,  Campbell,  .$11,860; 

D.  A.  Loomis,  Glendale,  $10,622;  F.  A. 
Greenough,  Bakersfield,  $11,510.  Contract 
awarded  to  Carl  Ingalls,  Inc.,  Bakersfield, 
$7,637. 

LOS  ANGELES  COUNTY  —  Marengo 
Street  in  Los  Angeles,  between  Comwell 
Street  and  Lord  Street,  0.6  miles  to  be 
graded  and  paved  with  asphalt  concrete. 
District  VII,  Route  4.  Section  L.A.  Geo. 
R.  Curtis  Pavg.  Co.,  Los  Angeles,  $65,218; 
P.  J.  Akmadzich,  Los  Angeles,  $07,528; 
Southwest  Paving  Co.,  Roscoe,  $66,923; 
United  Cone.  Pipe  Corp..  Los  Angeles,  $67,- 
108 ;  Griffith  Co.,  Los  Angeles,  $73,627  ;  W. 

E.  Hall  Co.,  Alhambra,  $65,389.  Contract 
awarded  to  Oswald  Bros.,  Los  Angeles,  $57,- 
412. 

LOS  ANGELES  COUNTY— Rosemead 
Blvd.  between  San  Gabriel  Blvd.  and 
Ramona  Blvd.,  3.5  miles  plant-mixed  sur- 
facing to  be  applied  to  shoulders.  District 
VII,  Route  168.  Sections  B,  C.  Contract 
awarded  to  L.  A.  Decomposed  Granite  Co., 
Los  Angeles,  $10,780. 


LOS  ANGELES  COUNTY— At  Rose- 
mead  Ave.,  2  miles  west  of  El  Monte,  a 
reinforced  concrete  girder  bridge  to  be  con- 
structed across  Rio  Hondo.  District  VII, 
Route  168,  Section  C.  Donald  Atkinson, 
San  Francisco,  .$72,185 ;  Griffith  Co.,  Los 
Angeles,  $82.189 ;  Byerts  &  Dunn,  Los  An- 
geles, $75,555;  J.  E.  Haddock,  Ltd.,  Pasa- 
dena, $87,557 ;  Oscar  Obers,  Los  Angeles, 
$72,442;  T.  A.  Allen  Construction  Co.,  Los 
Angeles,  $67,300 ;  John  Strona,  Pomona, 
.$66,555.  Contract  awarded  to  Carlo  Bongi- 
ovanni,  Hollywood,  .$65,843. 

LOS  ANGKLES  COUNTY— On  Atlantic 
Ave.,  between  68th  Street  in  Long  Beach 
and  Olive  Street,  0.7  miles  to  be  graded  and 
paved  with  P.C.C.  District  VII,  Route  167, 
Section  Ij.  Bch.  and  A.  Basich  Bros.,  Tor- 
rance, $78,940;  Griffith  Co.,  Los  Angeles, 
$71,325.50;  Matich  Bros.,  Elsinore,  $75,692; 
C.  R.  Butterfield,  San  Pedro,  $83,414;  J.  F. 
Knapp,  Oakland,  $99,120;  J.  E.  Haddock, 
Ltd.,  Pasadena.  $75.,217.50 ;  Oswald  Bros., 
Los  Angeles,  $76,289.50.  Contract  awarded 
to  United  Concl.  Pipe  Corp.,  Los  Angeles, 
$71,284.20. 

LOS  ANGELES  COUNTY— A  t  the 
junction  of  Whittier  and  San  Gabriel  boule- 
vards, about  0.3  mile  to  be  graded  and 
paved  with  Portland  cement  concrete.  Dis- 
trict VII,  Route  168,  Section  B.  Kovace- 
vich  &  Price,  Southgate,  $28,.500.  Contract 
awarded  to  J.  E.  Haddock,  Ltd.,  Pasadena, 
.$25,110.75. 

LOS  ANGELES  COUNTY— Between 
Wilmington  Boulevard  and  Alameda  Street 
in  the  city  of  Los  Angeles,  1.6  mile  to  be 
graded  and  paved  with  asphalt  concrete  and 
plant-mixed  surfacing.  District  VII.  Route 
60.  P.  J,  Akmadzich,  Los  Angele.s,  .$173,- 
315:  Sullv-Miller  Contracting  Co.,  Long 
Beach,  $1SS.(I20;  Cm,.  H.  Curtis  Paving  Co., 
Los  Angeli's,  .$179,941  ;  Southern  California 
Roads  Co.,  Los  Angeles,  $188,123;  Griffith 
Co.,  Los  Angeles.  $182,793;  Oswald  Bros., 
Los  Angeles,  $176,447;  R.  E.  Campbell, 
Long  Beach,  $199,759.  Contract  awarded 
to  United  Concrete  Pipe  Corporation,  Los 
Angeles,  $156,859. 

MENDOCINO  COUNTY— B  e  t  w  e  e  n 
Eleven  Oaks  and  Willits,  1.1  mile  to  be 
graded  and  surfaced  with  screened  gravel 
on  gravel  base  and  reinforced  concrete 
bridge  to  be  constructed.  District  I,  Route 
1.  Section  E.  Hemstreet  &  Bell,  Marys- 
ville. $61,813;  C.  W.  Caletti  &  Co.,  San 
Rafael,  $66,709.  Contract  awarded  to 
A.  Soda  &  Son.  Oakland,  $.53,260. 

MONTEREY  COUNTY— On  Market  St. 
in  Salinas  between  Lincoln  St.  and  the  west 
city  limits,  0.9  mile  to  be  graded  and  sur- 
faced with  crusher  run  base  and  plant-mixed 
surfacing.  District  V,  Route  118.  A.  J. 
Raisch,  San  Jose,  $29,575.  Contract 
awarded  to  Granite  Construction  Co.,  Ltd., 
Watsonville,  $28,889. 

MONTEREY  COUNTY— At  the  Molera 
Ranch.  al)out  26  miles  south  of  Monterey,  a 

reinfor 1    ((iiicrete    water   tank    to    be    con- 

structeil.  Di.strict  V.  Route  56.  Section  F. 
E.  T.  Lesure,  Oakland,  $3,955;  F.  O. 
Bohnett,  Campbell.  .$3,419.  Contract  awarded 
to  M.  J.  Murphy.  Inc.,  Carmel,  ,$2,417.98. 

MONTEREY  COUNTY  —  Construct  a 
steel  beam  bridge  with  concrete  deck  across 
Castro  Canyon,  about  35  miles  south  of 
Monterey,  consisting  of  one  51ft.  span,  two 
50-ft.  spans  and  two  42-ft.  spans.  District 
V,  Route  56,  Section  E.  I-indgren  &  Swin- 
erton.  Inc.,  Oakland.  $45,737;  A.  H.  Vogt 
Co.,  Inc.,  San  Francisco.  $43,.'>.52 ;  Peter  J. 
McHugh,  San  Francisco,  $4:',.r>S1.75 ;  F.  O. 
Bohnett    Co.,     San    Jose.     $44,512;     R.    R. 


Bishop,  Long  Beach,  $46,521 ;  Frank  C. 
Amoroso  &  Sons,  San  Francisco,  $51,147. 
Contract  awarded  to  E.  T.  Lesure,  Oakland, 
$42,517.75. 

NEVADA  and  PLACER  COUNTIES  — 
Between  one-half  mile  west  of  Soda  Springs 
and  Donner  Summit,  3.7  miles  to  be  graded 
and  paved  with  Portland  Cement  concrete 
and  a  parking  area  to  be  constructed  near 
Donner  Summit  Bridge.  District  III,  Route 
37,  Sections  B,  C.  G.  A.  Teichert  &  Son, 
Inc.,  Sacramento,  $233,228;  Basich  Brothers, 
Torrance,  $234,621 ;  United  Concrete  Pipe 
Corporation,  Los  Angeles,  $331,329.  Con- 
tract awarded  to  Fredericksen  &  Westbrook, 
Lower  Lake,  $225,380.50. 

NEVADA  COUNTY— Between  Donner 
Grade  and  east  end  of  Donner  Lake,  two 
and  five-tenths  (2.5)  miles,  to  be  graded  and 
surfaced  with  plant-mix  surfacing  on 
crusher  run  base.  District  III,  Route  37, 
Section  C,  D.  A.  Teichert  &  Son,  Inc.,  Sac- 
ramento, $120,634.  Contract  awarded  to 
Pacific  States  Construction  Co.,  San  Fran- 
cisco, $118,588. 

ORANGE  COUNTY— Between  Carolina 
Ave.  and  Yorba  Linda.  Sd  miles  to  be 
graded  and  surfaced  with  plant-mixed  sur- 
facing and  timber  trestle  bridge  to  be  con- 
structed. District  VII,  Route  176.  Section 
A.  C.  R.  Butterfield,  San  Pedro,  $112,205; 
United  Concrete  Pipe  Coii).,  Los  Angele.s, 
$112„562;  Dimmitt  &  Taylor,  Los  Angeles, 
$106,736 ;  Oswald  Bros.,  Los  Angeles,  $101,- 
626;  J.  E.  Haddock,  Ltd.,  Pasadena,  $101,- 
374 ;  R.  B.  Campbell,  Los  Angeles.  $119,607  ; 

A.  S.  Vinnell  Co.,  Los  Angeles,  $96,148. 
Contract  awarded  to  C.  O.  Sparks  &  Mundo 
Engineering  Co.,  Los  Angeles,  $91,115. 

ORANGE  COUNTY— Between  Dowling 
Avenue  and  Linda  Vista  Street,  1.2  miles 
to  be  graded  and  surfaced  with  plant-mixed 
surfacing  and  a  timber  bridge  to  be  con- 
structed.    District  VII.   Route   175.   Section 

B.  United  Concrete  Pipe  Corp.,  Los  An- 
geles, $49,107;  Geo.  R.  Curtis  Paving  Co., 
Los  Angeles,  $44,998 ;  C.  R.  Butterfield,  San 
Pedro,  .$44,457;  R.  E.  Campbell.  Los  An- 
geles, $.50,413;  Oswald  Bros..  Los  Angeles, 
$42,191.  Contract  awarded  to  A.  S.  Vin- 
nell  Co.,   Los   Angeles,   $37..598.50. 

RIVERSIDE  COUNTY— At  Snow  Creek, 
1.0  mile  to  be  graded,  surfaced,  and  a  re- 
inforced concrete  bridge  to  be  constructed. 
District  VIII.  Route  187,  Section  D.  Geo. 
Herz  &  Co.,  San  Bernardino.  $1.37.097; 
B.  G.  Carroll,  San  Diego,  $140,524;  R.  E. 
Campbell,  Los  Angeles,  $135,672;  Dimmitt 
&  Taylor,  Los  Angeles,  $1,39.894;  United 
Concrete  Pipe  Corp.,  Los  Angeles.  $137,199. 
Contract  awarded  to  Oswald  Bros.,  Los 
Angeles.  $121,600. 

SACRAMENTO  COUNTY^l  miles  and 
2.5  miles  south  of  Brighton  and  4.5  miles 
east  of  Perkins,  concrete  box  culvert,  2-span 
timber  bridge,  and  3-span  concrete  bridge 
to  be  constructefl.  District  III.  Routes  54 
and  98,  Section  A.  F.  O.  Bohnett  Co., 
Campbell.  $14,996.  Contract  awarded  to 
Lord  &  Bishop,  Sacramento,  $13,153. 

SAN  BERNARDINO  COUNTY— Water 
supply  well  to  be  drilled  at  the  Camp  An- 
gelus.  District  VIII,  Route  190,  Section 
E.  D.  A.  Beck  &  Sons,  Inc.,  Alta  Loma, 
$870. 

SAX  BERNARDINO  COUNTY— In  Col- 
ton  at  Maple  and  7th  Streets,  a  steel  and 
concrete  pedestrian  overhead  crossing  to  be 
constructed.  District  VIII,  Route  43,  Sec- 
lion  Col.  E.  S.  .nnd  N.  S.  Jolmson,  Pasa- 
(l.'iKi.  .<;l0.4."S.."i(l:  11.  A.  l.i.omis,  Glendale, 
$1(l.(>72.20.  Conlnicl  :iw.-ird(Ml  lo  (Jeo.  Herz 
&  Co.,  San  Bernardin...  .$9..3(I2..S(). 


California  Hightvays  and  Public  Works  (January  i9}7) 


[  Twenty-seven  1 


SAN  BERNARDINO  COUNTY— Be- 
tween Colton  and  San  Bei-uardino-Uiverside 
County  line,  2.9  miles,  palm  trees  to  be 
removed  and  reset.  District  VIII,  Route 
43,  Section  F.Col.  R.  W.  Hamsher,  Los 
Angeles,  $3,944;  J.  A.  Brodrich,  Los  An- 
geles, $S,2S5.  Contract  awarded  to  P.  E. 
Carr,   San  Bernardino,  $3,081. 

SAN  BERNARDINO  COUNTY— Hink- 
ley  Maintenance  Station,  a  water  supply 
well  to  be  drilled.  Di-striet  VIII,  Route 
58,  Section  C.  Contract  awarded  to  D.  A. 
Beck  &  Sons,  Alta  Loma,  $757. 

SAN  BERNARDINO  COUNTY  —  At 
Sand  Creek,  about  3  miles  east  of  San  Ber- 
nardino, a  reinforced  concrete  box  culvert  to 
be  constructed.  District  VII,  Route  190, 
Section  C.  Peter  J.  McHugh,  Sau  Fran- 
cisco. $9,195.80.  Geo.  Herz  &  Co.,  San  Ber- 
nardino, $7,975.50. 

SAN  DIEGO  COUNTY— Between  2.5 
miles  east  of  Rincon  and  Rancho  Cuca.  2.8 
miles  to  be  graded  and  road  mix  surface 
treatment  applied.  District  XI,  Route  195, 
Section  D.  Miracle  Co.,  San  Diego,  .$47,- 
816;  V.  R.  Dennis  Const.,  San  Diego, 
$34,533 ;  B.  G.  Carroll,  San  Diego,  $42,909 ; 
A.  S.  Vinnell  Co.,  Los  Angeles,  $33.271 ; 
Martin  Bros.  Trucking  Co.,  Long  Beach, 
$40,049;  Dimmitt  &  Taylor,  Los  Angeles, 
$59,671 ;  C.  F.  Robbins,  Los  Angeles.  $41,- 
338.60;  Basich  Bros.,  Torrance,  $42,644. 
Contract  awarded  to  R.  E.  Hazard  &  Sons, 
San  Diego,  $32,921.10. 

SAN  DIEGO  COUNTY— Main  Street 
between  Division  Street  and  32d  Street  in 
the  city  of  San  Diego.  1.1  mile  to  be 
graded  and  paved  with  concrete  and  plant- 
mixed  surfacing.  District  XI,  Route  2. 
David  H.  Ryan,  San  Diego,  $99,466;  R.  E. 
Hazard  &  Sons,  San  Diego.  $101,191 ;  Daley 
Corp.,  San  Diego,  $109,849;  Basich  Bros., 
Los  Angeles,  $99,574;  Griffith  Co.,  Los  An- 
geles, $101,897.  Contract  awarded  to  V.  R. 
Dennis  Construction  Co.,  San  Diego,  $9li,- 
796. 

SAN  DIEGO  COUNTY — Between  Ocean- 
side  and  Las  Flores  Underpass,  7.9  miles 
to  be  graded  and  paved  and  bridges  to  be 
constructed.  District  XI.  Route  2,  Section 
Ocn.  C.  D.  V.  R.  Dennis  Const.  Co.,  San 
Diego.  $435,906  ;  Jahn  &  Bres.si  Const.  Co., 
Inc.,  Los  Angeles,  $416,914;  D.  W.  Thurs- 
ton. Los  Angeles,  $553,562 ;  Basich  Bros., 
Torrance,  $430.(j4S :  Griffith  Co.,  Los  An- 
geles. .$431,.545 ;  David  H.  Ryan.  San  Diego, 
$423,.503;  Hueser  &  Garnett,  Glendale, 
.^428.234;  .T.  E.  Haddock,  Ltd.,  Pasadena, 
$4.57.6.30 ;  Oswald  Bros.,  Los  Angeles, 
$441.()13.  Contract  awarded  to  Wood  & 
Bevanda,   Stockton,  $399,157.50. 

SAN  MATEO  COUNTY — Between  San 
Mateo  and  Redwood  City,  5.6  miles  to  be 
graded  and  paved  with  asphalt  concrete. 
District  IV,  Route  2,  Section  S.  M.  Bmt. 
B  S.  Car,  Redwood  City.  A.  Teichert  & 
Son,  Inc.,  Sacramento,  $395,130;  Hnnrah:in 
Company,  San  Francisco,  $354,838;  David 
H  Rvan,  San  Diego,  $.384,483;  Union  Pav- 
ing Co.,  San  Francisco,  $348,737;  Eaton 
and  Smith,  San  Francisco,  $393,364 ;  Penin- 
sula Paving  Co.,  San  Francisco,  .$344,259. 
Contract  awarded  to  Basich  Bros.,  Torrance, 
$340,785. 

SANTA  BARBARA  COUNTY— Bridge 
across  Zaca  Creek,  about  9  miles  south  of 
Los  Alamos,  to  be  widened.  District  V, 
Route  2.  Section  C.  K.  R.  Bishop,  Long 
BcMcli.  .•>(;,  132..50 ;  L.  A.  Brisco,  Arroyo 
Grande,  .S6.:iH2.50:  M.  G.  Torson  Constr. 
Co..  Long  Beach,  $7,712.  Contract  awarded 
to  Robert  D.  Paterson,  Santa  Barbara,  $5,- 
.■:88.50. 

SANTA  BARBARA  COUNTY— In  the 
city  of  Santa  Barbara  within  the  grounds 
of  the  proposed  State  Teachers  College,  0.3 
miles  to  be  graded.  (Juerin  Bros.,  San  Fran- 
.■iscd  $17,520.80;  Granlield.  Farrar  &  Car- 
lin.  San  Franci.sco,  $l!l.7.54.70 ;  C.  R.  Butter- 
field.  Sau  IVclro.  $17,777.40;  R.  E.  Camp- 
bell, Los  Angeles,  $21,467.60;  L.  A.  Bristo, 


Arroyo  Grande,  $21,257.80;  Dimmitt  and 
Taylor,  Los  Angel,  s,  $14,020.20;  A.  S.  Vin- 
nell Co.,  Los  Angeles,  $16,175.40;  C.  G.  Wil- 
lis &  Sons  and  Chas.  (i.  Willis.  Los  Angeles, 
$13,939.70;  Western  .Motor  Transfer,  Inc., 
Santa  Barbara,  $14,7;;(i.(;.s  ;  Uneal  &  Smith, 
North  Long  Beach,  $15,627.20;  Robert  D. 
Paterson,  Santa  Barbara,  $19,805.90.  Con- 
tract awarded  to  O.  O.  Sparks  &  Mundo 
Engineering  Co.,  Los  Angeles.  $12,137.70. 

SANTA  BARBARA  COUxNTY— Between 
1  mile  north  of  Rincon  Creek  and  Car- 
pinteria,  1.5  mile  to  be  graded  and  paved 
with  asphalt  concrete  or  natural  asphalt. 
District  V,  Route  2,  Section  H.  Oswald 
Bros.,  Los  Angeles,  $130,411 ;  Southwest 
Paving  Co.,  Inc.,  Roscoe,  $131,817.  Con- 
tract awarded  to  Heafey-Moore  Co.,  Oak- 
land. $123,321. 

SANTA  CRUZ  COUNTY— At  Inspira- 
tion Point  between  Los  Gatos  and  Santa 
Cruz,  0.1  mile  to  be  graded.  District  IV, 
Route  5,  Section  B.  Oneal  &  Smith,  Long 
Beach,  $36,325;  Earl  W.  Heple,  San  Jose, 
$37,885;  Peninsula  Paving  Co.,  San  Fran- 
cisco, $39,135.  Contract  awarded  to  J.  L. 
Conner,   Monterey,  $33,425. 

SANTA  CRUZ  COUNTY— C  o  n  c  r  et  e 
girder  bridge  across  Corralitos  Creek,  about 
one  mile  E.  of  Watsonville.  District  IV, 
Route  32,  Section  A.  F.  O.  Bohnett  Co., 
Campbell,  $15,925;  Lorance  C.  Karstedt, 
Watsonville,  $14,394.  Contract  awarded  to 
A.  Soda  &  Son,  $12,962. 

SOLANO  COUNTY— 1  mile  west  to  0.7 
mile  east  of  Vacaville,  2.5  miles  to  be 
graded  and  paved  with  P.  C.  C.  District 
X,  Route  7,  Section  C.  A.  Teichert  &  Son, 
Inc.,  Sacramento,  $130,071;  Union  Paving 
Co.,  San  Francisco,  $123,676;  N.  M.  Ball 
Sons  &  Larsen  Bros.,  Berkeley,  $134,379; 
Wood  &  Bevanda.  Stockton,  $144,266; 
D.  McDonald,  Sacramento,  $134,769;  Han- 
rahan  Company,  San  Francisco.  $146.3.54. 
Contract  awarded  to  Fredericksen  &  West- 
brook,   Lower  Lake,   $114,341. 

STANISLAUS  COUNTY  —  At  Bassos 
Ferry,  2  miles  west  of  La  Grange,  Tuolumne 
River  Bridge  to  be  repaired.  District  X, 
Route  110.  Section  E.  Martin  Murphv. 
Albany,  $19,840;  M.  B.  McGowan.  Inc..  San 
Francisco,  $15..S13 ;  Garbarini  &  Orselli. 
Oakland,  $17,885.  Contract  awarded  to  F. 
O.   Bohnett  Co..   Campbell,  $14,530. 

YOLO  COUNTY — Between  Woodland 
and  Knights  Landing,  about  11.4  miles  of 
nonskid  surface  treatment  and  natural  rock 
asphalt  to  be  applied  to  portions  of  pave- 
ment. District  III.  Route  87,  Section  A. 
Independent  Const.  Co.,  Ltd..  Oakland.  $12.- 
367;  W.  H.  Larson,  Oakland.  $12,844; 
A.  Teichert  &  Son,  Inc.,  Sacramento.  Sll.- 
776;  Hanrahan  Co.,  San  Francisco,  .$12,390. 
Contract  awarded  to  E.  A.  Forde,  San  An- 
selmo,   $11,579. 


HIGHWAY  ENGINEERING 

RESEARCH  REVIEWED 

(Contiimi.-d  from  page  19) 

Tho  use  of  heated  sand  has  been 
reported  to  pive  satisfactory  rosnlts 
on  some  highways  in  Canada.  This 
operation  is  carried  on  by  having  sup- 
ply stations  at  convenient  locations. 

The  research  developments  dis- 
cussed, are  few  of  the  many  under 
way.  The  yearly  publication  of  re- 
searcli  results  indicates  how  pra<»ti"al- 
ly  all  highway  problems  are  being 
studied  and  remedies  proposed. 

.\  ni.in  wrapped  up  in  himself  makes  a 
very  small  package. 


Day  Labor  Plan 
Assailed  at  Road 
Builders^  Session 

COMPARATIVE  opportunities 
of  the  working  man  under  the 
day-labor  system  and  under  the 
contract  system,  and  the  resulting 
effects  that  the  day-labor  system  has 
upon  him,  were  discussed  by  Fred- 
erick Hoitt,  at  the  highway  con- 
tractors' sessions  of  the  34th  annual 
convention  of  the  American  Road 
Builders'  Association,  in  New  Or- 
leans, January  11-15.  He  also 
touched  upon  the  present  day  trends 
toward  organization  of  the  highway 
indu.stry. 

Mr.  Hoitt  is  secretary  of  the  New 
England  Road  Builders'  Association, 
an  organization  affiliated  with  the 
American  Road  Builders'  Association. 

"There  is  hardly  a  contractor  who 
has  not,  over  the  years,  taken  men 
from  ordinary  routine  positions  and 
advanced  them  step  by  step  to  posi- 
tions of  greater  respon.sibility  until 
they  reached  top  places  in  the  organi- 
zation, and  ultimately  graduated  into 
business  for  themselves,"  declared 
Mr.  Hoitt. 

ATTACKS  DAY  LABOR  PLAN 

"Other  men  have  been  trained  reg- 
ularly and  advanced  by  contractors 
from  employments  of  an  unskilled 
nature  to  places  as  skilled  machine 
operators,  with  the  accompanying  re- 
wards of  increased  wages,"  he  con- 
tinued. These  opportunities  for 
advancement  do  not  exist  under  the 
day-labor  sy.stem,  he  pointed  out. 

The  day-labor  method  and  the  ac- 
com|>anying  practices  under  that 
method  breed  inefficiency,  wasteful- 
ness, indifference  and  irresponsibility, 
according  to  Mr.  Hoitt.  The  effect 
upon  the  moral  tibre  of  working  men 
is  unwholesome  and  definitely  destruc- 
tive, he  believes.  "That,  we  think, 
is  a  much  more  serious  indictment  of 
the  day-labor  system  than  is  the  fact 
that  it  deprives  contractors  of  work 
that  is  properly  within  the  scope  of 
their  business  activities,"  he  declared. 
"It  is  wiser  and  sounder — and  cer- 
tainly best  for  the  interests  of  the 
taxpayers — to  do  public  works  con- 
struction in  the  nu)st  efficient  and  eco- 
nomical manner,  free  from  abortive 
uneiii])loyment  relief  devices. 


[Twenty-eight] 


(January  19)7)  California  Highways  and  Public  XX^orks 


STATE  OF  CALIFORNIA 


Department  of  Public  Works 

Headquarters:   Public  Works  Building,  Eleventh  and  P  Sts.,  Sacramento 


FRANK  F.  MERRIAM Governor 

JUSTUS  F.  CRAEMER Assistant  Director 


EARL  LEE  KELLY Director 

EDWARD  J.  NERON Deputy  Director 


CALIFORNIA  HIGHWAY  COMMISSION 


HARRY    A.    HOPKIXS,    Chairmnn.    Taft 

PHILIP   A.    STANTON,   Analieim 

H.  R.  JUDAH,  Santa  Cruz 

PAUL   G.   JASPER,    Foituna 

WILLIAM  T.  HART,  Carlsbad 

JULIBN  D.  ROUSSEL,   Secret.) ry 


DIVISION  OF  HIGHWAYS 


C.  H.  PURCELL,  State  Hisliway  Engineer,  Sacramento 
G.  T.  McCOY,  Assistant   State  Highway   Engineer 
J.    G.    STAXDLEY,    Principal    Assistant    Engineer 

R.    H.    WILSON,    Office    Engineer 

T.  E.  STANTON,  Materials  and  Research  Engineer 

FRED  J.  ORUMM.  Engineer  of  Surveys  and  Plans 

C.   S.   POPE,   Construction   Engineer 

T.   II.    DENNIS,   Maintenance   Engineer 

F.  W.  PANHORST,  Bridge  Engineer 

L.  V.  CAMPHEI.L,  Engineer  of  City  and  Cooperative  Projects 

R.  H.  STALNAKER.  Equii)ment  Engineer 

E.   R.   HIGGINS,   Comptroller 

DISTRICT    ENGINEERS 

J.    W.    VICKREY,    District    I.    Eureka 

F.    W.    HASELWOOD,    District    II,    Redding 

CHARLES  II.   WHITMORE,   District  III,   Marysville 

.TNO.   H.   SKEGGS,   District   IV,   San   Francisco 

L.  H.  GIBSON,  District  V,  San  Luis  Obispo 

R.   M.  GILLIS,  District  VI,   Fresno 

S.  V.  CORTELYOU,  District  VII,  Los  Angeles 

E.  Q.  SULLIVAN,  District  VIII,  San  Bernardino 

S.  W.  LOWDEN   (Acting),  District  IX,  Bishop 

R.  E.  PIERCE,  District  X,  Stockton 

E.  E.  AVALLACE,  District  XL  San  Diego 

(Jeueral  Headquarters,  Public  Works  Building,  Eleventh  and 
P    Streets,    Sacramento,   California 


DIVISION  OF  WATER  RESOURCES 


EDWARD  HYATT,  State  Engineer,  Chief  of  Division 

J.   J.   HALEY,  Jr..  Administrative  Assistant 

HAROLD  CONKLING,  Deputy  in  Charge  Water  Rights 

A.  D.  EDMONSTON,  Deputy  in  Charge  Water 
Resources  Investigation 

R.  L.  JONES,  Deputy  in  Charge  Flood  Control  and  Reclamation 

GEORGE  W.  IIAWLEY.  Deputy  in  Charge  Dams 

SPENCER    BURROUGHS,    Attorney 

EVERETT  N.  BRYAN,  Hydraulic  Engineer  Water  Rights 

GORDON   ZANDER,   Adjudication,    Water  Distribution 


DIVISION  OF  ARCHITECTURE 


GEORGE  B.  McDOUGALL,  State  Architect,  Chief  of  Division 

P.  T.  POAGE,  Assistant  Chief 

W.  K.  DANIELS,  Administrative  Assistant 

HEADQUARTERS 
H.    W.    DeHAVEN,    Supervising   Architectural    Draftsman 

C.    H.    KROMER,    Principal    Structural    Engineer 
CARLETON  PIERSON,   Supervising  Specification   Writer 
J.  W.  DUTTON,  Principal  Engineer,  General  Construction 

W.  H.  ROCKINGHAM,  Principal  Mechanical  and  Electrical 

Engineer 


DIVISION  OF  CONTRACTS  AND  RIGHTS  OF  WAY 


C.  C.  CARLETON,  Chief 

CLARENCE  W.  MORRIS,  Attorney,  San  Francisco 

FRANK  B.  DURKEE,  General  Right  of  Way  Agent 

C.  R.  MONTGOMERY,  General  Right  of  Way  Agent 

ROBERT  E.  REED,  General  Right  of  Way  Agent 


DIVISION  OF  PORTS 


Port  of  Eureka — William  Clark,  Sr.,  Surveyor 


39664     1-37      14M 


PM:    If  addressee  has  moved 

notify  sender  on  Seattle  Pu'dI  1  c  Li'orary , 

Form  3547 

Division  of   Highways 

P.  O.  Box  1499 
Sacramento,  California 


Seattle, 


V;a3h . 


JAN  2  y  WSl 


SEC.  562  P.  L.  &  K. 
U.  S.  POSTAGE 

PAID 

Sacramento,  Cal. 
Permit  No.   152 


MAP 

SHOWING 

STATE  HIGHWAY  SYSTEM 


LOS  ANGELES  AND  VICINITY 


HIGHWAYS  AND  PUBLIC  WORKS 


s 


9r         "  JCTSs 


near  Pomona- 


DfTiciai  JDurnai  ot  thE^UEpartmBnt  ralMjffc  Works 


FEBRUAP 


37 


mu\     «>  t'i'Ji 


CALIFORNIA  HIGHWAYS  AND  PUBLIC  WORKS 

Official  Journal  of  the  Division  of   Highways  of  the  Department  of  Public  Works,  State  of  California 

EARL  LEE  KELLY,  Director  C.  H.  PURCELL,  State  Hishway  Engineer  JOHN  W.  HOWE,  Editor 

Published  for  information  of  the  members  of  the  department  and  the  citizens  of  California 

Editors  of   newspapers  and   others   are   privileged   to   use   matter  contained   herein.     Cuts  will  be  gladly  loaned  upon  request. 
Address  communications  to  California  Higliways  and  Public  Work.s,  P.  O.  Box  1499,  Sacramento,  California. 

VoLl5  FEBRUARY,  1937  No.  2 


Table  of  Contents 


Page 

2,;i-")0  ililes  ol'  llijilnvay  Improved;  82  Bridges  and  Grade  Separatiou.s  Built  In 

1936 1 

Bu  Grorrje   T.  McCoy,  Ass-.slctnt  State  Highicay  Engineer 

Four  Grade  Crossiiin-  Projects  Completed  in  Los  Angeles 2 

Bii   Don    Warren,   Senior   Bridrje   Enyineer 

Pictures  of  Im])ortant  Grade  Separation  Structures  in  Los  Angeles 3 

Vacaville  By-Pass  on  V.  S.  40  Under  Construction    4 

Bu   R.  E.  Pierce,  District  Engineer 

Scenes  Along  Vacaville  By-Pass  Realignment    .5 

Olympic  Boulevard  Developing  as  Major  Los  Angeles  Arterial 6 

Aerial  View  of  Olympic  Boulevard  Route 7 

Construction  History  of  San  Francisco  Bay  Bridue 10 

By    Cliarles    E.    Anihcic,    Bridge    Engineer 

"Slow"  Gi-oup  of  California  Highway  Signs  Described 13 

By  F.  M.   Carter,  Assistant  Maintenance  Engineer 

Facsimile  Reproductions  of  "Slow"  Group  Signs 14,  1,5 

Federal  and  State  Policies  on  Feeder  Roatls  Discussed 16 

By  Harry   A.   H(ji>kiiis,   Chairman   California  Highway   Commission 

Picture  of  Administrative  Committee  fleeting  at  Recent  A.  A.  S.  H.  0.  Convention  17 

Report  on  Bay  Bridge  Revenues  for  January   IS 

Bridge  Engineers  Andrew  and  Panliorst  Attain  Higher  Rank 18 

Big  Demand  for  Sliowings  of  California  Highways  Color  Film 19 

Four   Additional    (irade   Separation  Projects  ProA-idcd  from  W.  P.  A.  Funds 21 

Mmbarcadero  Underpass  Eliminates  Dangerous  Grade  Crossing  at  Palo  Alto 22 

By  Irwin  T.  Johnson,  Resident  Engineer 

Piclui'es  of  Embarcadiu-o  Project  and  Dedication  Cei-emonies 23 

-Alinilldy  Report  of  Division  of  Water  Resources    24,  25 

.\c\\    ■' I'.umixigrapli"    Device    for   Asphalt   Concrete  Pavement 26 

i:y   K.   L.   Scit^,   Resident   Engineer 

Illusli-alious  of  "Bumpogi-aph  "  Construction  and  Operation 27 

llighwav  P>ids  and  Awards  I'oi'  Januarv 28 


2,350  Miles  of  Hishway 
Improved;  82  Bridges,  Grade 
Separations  Built  in  1936 

By  GEORGE  T.  McCOY,  Assistant  State  Hishway  Ensineer 


DURINCt  the  calendar  j^ear  of 
1936  construction  and  mainte- 
nance activities  of  the  Cali- 
fornia Division  of  Highways  reached 
a  total  of  $40,190,200.  Of  this 
amount  $29,929,900  is  the  cost  of  con- 
struction work  put  under  way  during 
the  year  and  financed  from  State 
and  Federal  funds. 

Of  this  total  for  construction  $18,- 
363,900  represents  the  amount  which 
was  allotted  from  money  derived  from 
State  revenues  and  $11,566,000  is  the 
amount  on  which  Federal  reimburse- 
ment will  be  made. 

These  figures  show  that  tlie  con- 
struction program  placed  under  way 
during  1936  was  made  largely  possi- 
ble by  Federal  contributions  from 
funds  provided  by  Congress  for  the 
Works  Progress  Administration  and 
regular  Federal  aid  for  State  high- 
way construction  authorized  for  tlie 
fiscal  years  ending  June  30,  1936  and 
1937,  under  the  Ilayden-Cartwright 
Act. 

Approximately  39  per  cent  of  the 
entire  construction  program  was 
financed  by  these  Federal  funds. 

ORIGIN  OF  FUNDS 

Segregation  of  the  amounts  and 
percentages  making  up  tlie  total  for 
contracts  to  the  various  funds  is 
shown  in  the  following  tabulation  : 

Funds  Amount 

Regular     Federal     Aid 

(1936  and  1937) $6,788,000 

Emergency    Relief    Ap- 
propriation— 

(WPA)    4,778,000 

State  Highway 18,363,900 

Total $29,929,900 

In  the  foregoing  tabulations  the 
State  highway  funds  inchide  expendi- 


tures from  revenues  to  the  Division 
of  Highways  from  the  gasoline  tax 
and  motor  vehicle  fees  for  construc- 
tion, minor  improvements,  better- 
ments, and  contracts  financed  from 
one-fourth  cent  funds  allocated  to 
cities. 

The  total  amount  of  construction 
and  maintenance  put  under  way  be- 
tween January  1  and  December  31, 
1936,  and  represented  by  the  $40,190,- 
200,  may  be  segregated  to  the  various 
classifications  of  work  as  follows: 

Construction $29,929,900 

Minor  Improvements 1,136,600 

Betterments   1,804,000 

Maintenance ,7,319,700 

Total $40,190,200 

2350  MITRES  IMI^ROVBMENT 

Progress  of  construction  activities 
on  the  State  highway  system  as 
gauged  by  the  $29,929,900  of  con- 
struction undertaken  during  the  year 
for  a  total  of  2350  miles  of  highway 
graded,  surfaced,  or  oiled  and  82 
bridges  and  grade  separations  con- 
structed is  shown  by  the  following 
tabulation  giving  types  of  improve- 
ment, mileage  for  each  type  and 
amount  of  money  required  for  the 
work. 

Type  Miles  Amount 

Pavement 214       $7,709,600 

Bituminous  treated 

crushed    rock 

surface 357         8,294,900 

Untreated   crushed 

rock  surface 83         1,236,100 

Graded  roadbed  __  170  4,434,400 
Oiled  roadbed  and 

shoulders      and 

seal  coat 1526        1,720,300 

Bridges  and  grade 

separations (82)         3,325,100 


Type  Miles  Amount 

Miscellaneous  con- 
struction           3,209,500 

Totals 2350     $29,929,900 

On  January  1,  1937,  the  Division  of 
Highways  entered  the  last  quarter  of 
the  current  biennivim  with  only  about 
fifteen  budgeted  projects,  amount- 
ing to  some  $2,700,000,  remaining  to 
be  placed  under  way  before  the  be- 
ginning of  the  new  biennium  on  July 
1st.  This  favorable  condition  places 
the  Division  of  Highways  in  position 
to  begin  work  in  preparing  the  plans 
and  specifications  on  ma.jor  projects, 
estimated  to  cost  $27,576,900,  in- 
eluded  in  the  proposed  budget  for  the 
S9th  and  90th  fiscal  years  as  soon  as 
the  State  Legislature  adopts  the 
budget. 

This  amount  of  $27,576,900  for 
major  project  construction  will  be 
made  possible  by  $9,500,000  in  regu- 
lar Federal  aid  apportioned  to  Cali- 
fornia for  the  biennium  and  $18,076,- 
900  in  funds  from  State  revenue. 
These  Federal  funds  were  appropri- 
ated by  Congress  under  the  act  of 
June  ie,  1936,  which  amended  the 
Federal  Aid  Highway  Act. 

FEEDER   RO.\D   FUNDS 

In  addition  to  these  funds  Califor- 
nia is  to  receive  under  authority  of 
this  act  approximately  $1,900,000  for 
secondary  feeder  roads  and  $3,744,000 
for  elimination  of  hazards  at  railroad 
grade  crossings.  However,  until  Fed- 
eral rules  and  regulations  governing 
expenditure  of  the  $5,644,000  have 
been  received  the  amount  can  not  be 
included  in  the  budget. 

Construction  placed  under  way 
during  1936  included,  as  some  of  the 

(Continued   on   page  9) 


Four  Grade  Crossing  Projects 
Completed  in  Los  Angeles 


By  DON  WARREN,  Senior  Bridse  Ensineer 


FOUR  grade  sejiaration  projects 
recently  comiiletely  in  Los 
Angeles  are  at  Mission  Road, 
Soto  Street  and  Valley  Boulevard, 
Soto  Street  between  Pico  Street  and 
Wasliington  Boulevard,  and  at  Fire- 
stone Boulevard. 

These  projects  have  all  been 
financed  from  funds  set  aside  l)y  the 
Federal  Government  to  be  used  on 
grade  sejiaration  jirojects.  On  these 
]irojects  the  State  acted  as  an  agent 
for  tlie  Federal  Government,  contract- 
ing and  supervising  the  construction. 
The  iirojects  were  intended  to  re- 
lieve labor  and  carried  the  condition 
that,  as  far  as  practical,  labor  was  to 
come  from  the  relief  rolls  and  that 
labor  be  confined  to  one  hundred 
thirty  hours  per  month.  It  also  stip- 
ulated that  railroad  work  could  be 
done  by  the  railroad  forces. 

C.\RRIES  FOUR  R.  R.  TRACKS 

The  largest  of  these  projects  is  the 
Mission  Road  Grade  Separation, 
which  carries  four  lanes  of  Pacific 
Electric  tracks  over  the  junction  of 
ilission  Road  with  Huntington  Drive 
North,  Huntington  Drive  South  and 
Soto  Street.  This  project  was  built 
at  a  cost  of  $434,000.  At  this  point 
the  traffic  count  of  1932  showed  43,- 
000  vehicles,  and  the  railroad  record 
of  1935  gives  560  Pacific  Electric 
trains  daily. 

This  structure  is  built  on  the  loca- 
tion of  the  old  trail  which  was  fol- 
lowed by  the  padres  from  the  Mission 
San  Gabriel  to  the  settlement  of  Los 
Angeles.  The  evolution  in  vehicular 
traffic  from  the  o.x-cart  da.vs  was  evi- 
denced by  the  old  bridge  structures 
and  culverts  uncovered  during  the 
construction  of  the  foundations. 

The  pi-oject  is  2600  feet  long,  whicii 
includes  the  railroad  approach  fills. 
The  main  structure,  which  is  490  feet 
long,  contains  5800  cubic  yards  of 
concrete  and  875,000  i)ounds  of  struc- 
tural steel.  The  ap|)i'oach  fills  |)ro- 
vide  for  a  maxiiiiuin  of  1.70  per  cent 
railroad  grade. 


TR.\FFIC   WAS  CONTINUOUS 

The  project  was  planned  so  that 
stage  construction  provided  for  con- 
tinuous flow  of  railroad  traffic.  The 
first  construction  was  the  placing  of 
retaining  walls  to  confine  the  rail- 
road fill  north  of  the  crossing  and  also 
south  of  it  along  Soto  Street.  Then 
while  cast-in-place  piles  were  being 
driven  for  the  east  side  of  the  struc- 
ture tlirough  soft  fill  materia],  the 
railroad  forces  deijosited  and  com- 
pacted the  east  half  of  the  railroad 
approach  fill. 

At  the  completion  of  these  ap- 
proaches the  supporting  members  of 
the  main  structure  were  in  place  and 
the  railroad  ei-anes,  moving  over  the 
newly  constructed  approach  fill, 
]ilaced  the  structural  steel  girders  and 
beams  which  span  the  highway. 

EAST   HALF   BUILT  FIRST 

During  this  .stage  of  construction 
the  Pacific  Electric  trains  wei-e  con- 
fined to  the  two  westerly  tracks.  On 
completion  of  the  easterly  half  of  the 
structure  the  trains  were  routed  over 
the  .structure,  the  westerly  tracks  re- 
moved, and  the  westerly  half  of  the 
project  constructed  in  a  manner  sim- 
ilar to  that  of  the  easterly  one. 

As  an  aid  to  the  motoring  public 
the  main  piers  are  illuminated  with 
.sodium  vapor  lights,  and  traffic  stripes 
are  ]n-ovided  to  confine  the  flow  of 
traffic  to  the  four  roadways  under  the 
structure. 

ROUTE  TO  RACE  TRACK 

It  is  over  this  feeder  road  that  a 
large  percentage  of  the  race  track 
enthusiasts  find  their  way  to  the 
Santa  Anita  Race  Track,  and  it  is 
through  this  s  t  r  u  c  t  u  r  e  t  li  a  t  the 
throngs  will  pas,s  on  New  Years  Day 
to  attend  the  Pasadena  Tournament 
of  Roses  and  football  game. 

Another  gi-ade  sejiaration  is  at  Soto 
Street  and  Valley  Boulevard  where 
the  through  traffic  along  Soto  Street 
is  cari'ied  over  both  the  main  line 
track   of   the   Southern   Pacific   Rail- 


roatl  and  Valley  Boulevard.  This 
overhead  structure  eliminated  a  sag 
in  grade  as  well  as  the  hazards  in- 
herent in  a  blind  street  intersection 
combined  with  a  grade  crossing  of  a 
main  line  track. 

This  project  is  2200  feet  long,  and 
has  gentle  approaches.  To  prevent 
the  flow  of  traffic  from  Valley  Boule- 
vard over  the  Southern  Pacific  tracks, 
Soto  Street  was  deadended  at  this 
point.  However,  provision  has  been 
made  for  the  flow  of  traffic  north  from 
Valley  Boulevard  to  Soto  Street. 

TRAFFIC   ISLAND   CONSTRUCTED 

To  minimize  traffic  friction  on  this 
approach,  a  well  lighted  traffic  island 
has  been  placed  at  the  junction  of 
this  approach  with  Soto  Street. 

This  Feeder  Road  project  was  com- 
]ileted  October  31,  1936,  at  a  total 
cost  of  $235,000. 

This  structure,  paralleling  the 
Pacific  Electric  Railroad  Separation 
over  Valley  Boulevard,  fits  pleasingly 
into  the  natural  surroundings.  The 
road^^'a.^^  which  is  protected  with  an 
ornate  metal  handrailing.  is  sup- 
jjorted  on  steel  girders  and  the  grace- 
ful substructure  makes  this  overhead 
one  of  the  most  ]ileasing  and  out- 
standing gi-ade  separation  structures 
in  Los  Angeles. 

Another  grade  sejiaration  on  Soto 
Street  is  between  Pico  Street  and 
Washington  Boulevard  w  here  the 
heavy  vehicular  traffic  along  Soto 
Sti-eet  has  been  carried  under  two 
structures  which  support  the  Omaha 
to  Los  Angeles  main  line  and  the 
Pasadena  tracks  of  the  Union  Pacific 
Railroad. 

AUTO  TRAFFIC  DETOURED 

This  subway  provides  for  a  clear 
width  of  fifty-six  feet  of  roadway  with 
five  foot  sidewalks  along  either  side. 
The  sides  of  the  subway  cut  are  paved 
with  concrete. 

During  construction  the  vehicular 
traffic  was  detoured  around  tlie  ju'oject 

(Continued  on  page  12) 


[Two] 


(February  19}:    California  Highways  and  Public  Works 


Four  grade  separations  in  the  Los  Angeles  Metropolitan  area  are  shown  m  tins,  yroiip.  Al  top.  left,  2600  foot  structure  across 
intersection  of  Mission  Road,  Huntington  Drive  and  Soto  Street  i/vhere  traffic  count  showed  daily  movement  of  43,000  vehicles  and 
560  trains.  Inset  shows  old  grade  crossing.  At  top,  right,  structure  carrying  600  interurban  trains  over  Firestone  Boulevard  that  shows 
a  daily  movement  of  20,000  autos.  Inset  is  view  of  old  grade  crossing.  At  bottom,  left,  structure  carrying  Santa  Fe  railroad  tracks 
over  four-lane,  divided  roadway  of  Atlantic  Boulevard.  At  right,  a  2200  foot  structure  at  intersection  of  Valley  Boulevard  where 
through   vehicular   traffic  on    Soto   Street   Is   carried   over  both   the    main   line  Southern   Pacific  tracks  and   Valley    Boulevard   traffic. 


California  Hightvays  and  Public  Works  (February  i9}7) 


[Three! 


Vacaville  By-Pass  on 

U.  S.  40  Under  Construction 


By  R.  E.  PIERCE,  District  Ensineer 


THE  Vacaville  By-Pass,  another 
unit  in  the  plan  for  shortening 
and  improving:  State  Highway 
(U.  S.  40)  between  San  Francisco, 
the  bay  area  and  Sacramento,  is  now 
approaching  completion. 

This  unit,  approximately  2i  miles 
in  length,  starts  at  the  easterly  end 
of  the  recently  completed  Orchard 
Line  Change,  southwest  of  Vacaville, 
and  keeping  south  of  the  built  up  sec- 
tion of  the  town  runs  by  very  direct 
alignment  to  the  present  road  about 
one-half  mile  east  of  Vacaville. 


sists  in  general  of  constructing  a 
graded  roadbed  36  feet  wide,  placing 
a  la.yer  of  selected  material  over  the 
graded  roadbed  which  has  previously 
been  treated  by  a  bituminous  roadbed 
seal  and  placing  a  Portland  cement 
class  "B"  concrete  pavement  twenty 
feet  wide  and  0.55  foot  thick,  increas- 
ing to  0.75  foot  at  the  outside  edge 
from  a  point  two  feet  inside  each 
edge. 

The  pavement  is  to  be  laid  in  ten 
foot  strips,  which  are  tied  together  by 
tie  bolt  assemblies. 


of  the  Bay  Bridge.  The  much  lighter 
concrete,  it  being  about  two-thirds  the 
weight  of  ordinary  concrete,  made 
these  piles  much  easier  to  handle  and 
also  took  only  two-thirds  as  long  to 
drive,  as  compared  with  the  other 
piles. 

Also  in  spite  of  less  crushing 
strength,  as  shown  by  laboratory  tests, 
there  was  absolutely  no  sign  of  fail- 
ure in  either  of  the  test  piles,  while 
considerable  spalling  took  place  in 
some  of  the  regular  piles. 

This  By-Pass  is  the  fifth  project  of 


This  im|)rovement  eliminates  en- 
tirely the  narrow,  crooked,  congested 
streets  of  Vacaville,  and  will  be  a 
great  help  in  exi)editing  througli 
ti-affic,  as  well  as  giving  the  local 
])eople  a  freer  use  of  their  streets  with 
greater  safety.  Both  the  high  school 
and  grammar  scliool  are  on  the  exist- 
ing route  through  the  town  and  the 
removal  of  the  through  triifiie  will  re- 
move the  hazard  to  children  who  arc 
forced  to  cross  this  street. 

The  contract  now  under  wav  con- 


[Four] 


A  reinforced  concrete  bridge,  with 
concrete  pile  bents,  has  been  con- 
structed over  Ulatis  Creek.  This 
bridge  has  one  23-foot  span  at  each 
end  and  a  30-foot  span  in  the  center, 
and  is  of  the  reinforced  continuous 
slab  type. 

It  has  a  34-foot  roadway  with  three- 
foot  sidewalks  on  either  side. 

Two  piles  were  constructed  using  a 
special  light  weight  aggregate.  This 
is  a  burned  clay,  the  same  material 
used  in  the  paving  of  tlie  upper  deck 


EXIST.  ROUTE'2.63  Ml. 
NEW  ROUTE'2.49  Ml 
SAVING      '0.14  Ml. 


importance  in  the  series  on  this  im- 
portant road  which  has  been  eom- 
l)leted   to  date. 

The  following  are  listed  in  order  of 
comi)letion,  showing  saving  in  dis- 
tance : 

Cordelia    Cut-off 0.4    miles 

Cordelia-Fairfield  Cut-off  0.75  miles 
Orchard  Line  Change.  _  0.75  miles 
AmericanCanyon  Cut-off  6.00  miles 
Vacaville  By-Pass 0.14  miles 

8.24  miles 

(('MiitiiuUMi  on  page  12) 


(February  1937)  California  Hightvays  and  Public  Works 


Scenes  on  the  Vacaville  realignment  project,  an  improvement  to  a  unit  of  State  highway  (U.  S.  40)  between  Sacramento  and 
San  Francisco,  by-passing  the  narrow  and  crooked  streets  of  a  congested  section  of  the  city  of  Vacaville.  At  top,  new  bridge  and 
end  of  completed  pavement  where  existing  highway  enters  city  on  a  curve.  New  alignment,  rough  graded,  extends  in  direct  line 
to  connection  with  highway  one-half  mile  east  of  city.  Center,  left,  narrow  bridge  and  street  passing  two  schoolhouses,  and  at  right, 
short   radius   "S"   curves,   schoolhouse    in    background.      At   bottom,    a   large  cut   on   the   new   alignment. 


California  Highways  and  Public  Works  (February  1937) 


[Five] 


Olympic  Boulevard  Developing 
as  Major  Los  Angeles  Arterial 

By  S.  V.  CORTELYOU  District  Engineer 


A  CRITICAL  traffic  situation 
faces  the  motor  vehicle  oper- 
ators ill  the  metropolitan  area 
of  which  the  city  of  Los  Angeles  is 
the  center.  According  to  the  1930 
United  States  Census,  the  population 
of  Los  Angeles  City  was  1,240,575, 
and  of  Los  Angeles  County  1,891,964; 
the  latter  figure  being  one-tliird  the 
total  iio])ulation  of  the  State.  Of  the 
2,l;>'2,350  motor  vehicles  (automobiles 
and  trucks  only)  registered  in  the 
State  for  1935,  Los  Angeles  County 
had  867,866,  or  40.7  per  cent  of  the 
total  vehicle  registration  in  the  State. 
Naturally,  with  the  large  number  of 
motor  vehicles  in  Los  Angeles  County 
at  present,  which  number  is  increas- 
ing steadily,  the  problem  of  providing 
relativelj'  safe,  convenient  and  unob- 
structed ways  for  the  flow  of  this 
traffic  is  constantly  becoming  more 
difficult  and  more  expensive  to  solve. 
I'robably  the  greatest  mileage  of  ve- 
liicular  traffic  develops  in  traveling 
to  and  from  the  down-town  business 
area  for  tho.se  persons  who  work  in 
the  city  and  those  persons  who  come 


in  to  transact  business  or  enjoy  the 
various  theaters  and  other  amuse- 
ments. 

TRAFFIC  LOAD  INCREASING 

The  population  and  the  motor  vehi- 
cle registration  are  increasing  at  a 
more  rapid  rate  than  the  facilities 
that  the  city,  county  and  State  have 
been  able  to  plan  and  construct  to 
take  care  of  this  increasing  traffic 
load.  It  is,  therefore,  essential  that 
the  general  public  become  conscious 
of  this  situation  so  that  they  will 
authorize  their  public  authorities 
(city,  count}-.  State  and  Federal)  to 
plan  for  the  more  important  major 
traffic  arteries  to  help  carry  this  load. 

The  development  by  Los  Angeles 
City  and  the  State  Division  of  High- 
ways of  the  Ramona  Boulevard-Gar- 
vey  Avenue  route  leading  from  Los 
Angeles  easterly  is  a  step  in  the  right 
direction  and  is  intensively  used. 

Another  artery  which  takes  advan- 
tage of  natural  topographic  condi- 
tions will  be  the  Arroyo  Seeo  Park- 
way, State  Highway  Route  205,  with 


its  connection  to  Figueroa  Street, 
Route  165.  The  latter  street  has  been 
developed  particularly  from  Sunset 
Boulevard  northerly  by  Los  Angeles 
City,  with  a  viaduct  over  the  Los  An- 
geles River  and  the  Ilnioii  Pacific 
tracks  now  under  construction  by 
State  contract.  Figueroa  Street  leads 
from  the  ocean  through  the  center  of 
Los  Angeles  to  the  mountains,  and 
will  be  one  of  the  major  north  and 
south  traffic  arteries. 

OFFICIALLY  NAMED  OLYMPIC 

One  of  the  most  important  east  and 
west  traffic  boulevards,  if  not  the  most 
important,  will  be  Olympic  Boule- 
vard, State  Highway  Route  173,  run- 
ning from  Route  60  at  Santa  Monica, 
as  indicated  on  the  accompanying- 
map,  easterly  on  what  is  now  known 
officially  as  Olympic  Boulevard,  to  the 
east  city  limits  of  Los  Angeles. 

This  street  name  was  officially  given 
by  the  city  councils  of  Los  Angeles 
and  Santa  Monica  to  State  Highway 
Route  173,  which  follows  streets  for- 
merly known  as  Pennsylvania  Avenue 


[Sixl 


(February  19 }7)  California  Hightvays  and  Public  Works 


Aerial   view   showing   the 
route  of  Olympic  Boule- 
vard, the  new  East- West 
arterial,  from    Los  Angeles 
to  the  sea  at  Santa  Monica. 

A — This   portion    is   the 
proposed   line   through  the 

Westwood    Hills   golf 
course  and  the   property 
of   the   Twentieth    Century- 
Fox    Film    Company, 
the   latter   right   of  way 
recently   donated   by  the 
company. 

B — Is  the   Louisiana 
Avenue    link. 

C — A   mile  of  recently 

dedicated,  opened  and 

partially  completed 

roadway. 

D— The    Pennsylvania 

Avenue    link   through 

Santa    Monica. 


Spence  Aerial  Photo 


ill  Santa  Monica,  connecting  with  the 
extension  of  Louisiana  Avenue  and 
Tenth  Street  in  Los  Angeles,  with  an 
angling  connection  with  Ninth  Street 
east  of  San  Pedro  Street  in  Los  An- 
geles, and  thence  following  the  old 
Xinth  Street  route  to  the  east  city 
limits  of  Los  Angeles  at  Indiana 
Street.  At  this  point  it  joins  State 
Highway  Route  166,  generally  known 
as  the  Anaheim-Telegraph  Road. 

STARTED  FIFTEEN  YEARS  AGO 

The  development  of  this  traffic  ar- 
tery was  started  by  a  group  of  far- 
seeing,  public-spirited  citizens  about 
15  years  ago.  This  group,  now 
known  as  the  Olympic  Boulevard 
Improvement  Association,  has  taken 
a  very  active  and  helpful  attitude  in 
cooperating  with  public  authorities 
and  property  owners  to  forward  the 
acquisition  of  rights  of  way  and  con- 
struction of  the  road. 

The  Los  Augeles  City  Engineering 
Department,  under  City  Engineer 
Lloyd  Aldrieh,  and  under  his  prede- 
cessors, has  done  a  large  amount  of 
work,  not  only  in  studies  of  the 
jiropcr   routings,   lint   in   making  de- 


tailed plans  for  acquisition  of  rights 
of  way  and  construction  of  the  street. 
A  number  of  official  efforts  were  made 
to  have  rights  of  way  acquired  and 
various  portions  of  the  route  con- 
structed under  assessment  district 
liroceedings,  the  last  proceedings  hav- 
ing been  vigorously  protested  by  the 
people  in  the  proposed  assessment  dis- 
trict, and  were  abandoned  by  the  city 
council  on  February  23,  1933. 

These  proceedings  had  been  carried 
out  to  a  point  where  the  necessary 
rights  of  way  for  the  Tenth  Street 
opening  and  M'idening  proceedings 
were  carried  through  court,  and  an 
interlocutorv  judgment  was  entered 
ill  the  sum"  of  .$12,-21 5,1 75.90,  plus 
incidental  expenses  estimated  at  $175,- 
000,  covering  the  portion  of  Olympic 
Boulevard  from  Lxicerne  Boulevard 
to  Indiana  Street. 

jirrii  PKoi'Ern'V  donated 

It  was  tVlt  by  tlic  people  that  the 
assessments  for  the  opening,  widen- 
ing and  improvement  of  this  street 
would  be  excessive  and  should  not  be 
borne  by  an  assessment  district,  but 
should  be  paid  from  public  funds. 


Covrtesy  Los  Angeles  Times 

Considerable  progress  has  been 
made  since  the  abandonment  of  the 
old  assessment  district  proceedings, 
and  great  credit  should  be  given  to 
the  Olympic  Boulevard  Improvement 
Association,  under  the  able  leader- 
ship of  Mr.  James  C.  Dolan,  its  presi- 
dent, and  to  Dr.  J.  Dryden  Daven- 
port, president  of  the  Louisiana 
Street  Property  Owners  Association, 
who  has  personally  secured  donations 
of  many  important  pieces  of  right  of 
way. 

Olympic  Boulevard  was  made  a 
State  highway  route  by  the  State 
Legislature  in  1933.  Since  this  time 
the  State  Division  of  Highways  has 
been  cooperating  with  tlie  city,  work- 
ing to  eliminate  the  jogs  and  poor 
alignment  which  tend  to  prevent  the 
use  of  the  route  by  the  public. 

By  examination  of  the  accompany- 
ing map  it  will  be  seen  that  from 
Heath  Avenue,  the  west  city  limits  of 
Beverly  Hills,  to  Hinipau  Avenue 
near  the  Los  Angeles  High  School,  the 
street  has  been  fully  developed,  being 
paved  full  width,  approximately  74 
feet  between  curbs. 

The  right  of  wav  has  been  secured 


California  Highivays  and  Public  Works  (February  i9i7) 


[Seven  J 


Completed   portion   of 

Olympic   Boulevard 

in  Los  Angeles  showing 

high    class   character 
of  real   estate  develop- 
ment  along   the    new 
arterial  from  the  city  to 
the  sea  at  Santa   Monica. 


for  the  diagonal  connection  from 
Lncerne  Boulevard  to  Bronsou  Ave- 
nue, and  construction  work  is  now 
pi-Dji-ressing  under  a  contract  which 
has  been  let  by  the  city  of  Los  Angeles 
for  the  improvement  from  Rimpau 
Avenue  to  Bronson  Avenue. 

Before  the  award  of  this  contract 
a  very  important  step  was  taken  by 
city  authorities  to  guarantee  the  most 
efificient  nse  of  this  boulevard.  At  the 
request  of  the  State  Division  of  High- 
ways, and  upon  recommendation  of 
the  city  board  of  public  utilities,  the 
city  council  refused  to  give  a  long- 
time extension  to  the  Los  Angeles 
Railway  for  the  street  ear  line  which 
followed  the  Olympic  Boulevard  route 
generally  from  Hoover  Street  west- 
erly to  Victoria  Avenue. 

The  street  car  company  applied  for 
a  franchise  to  construct  their  tracks 
in  the  new  right  of  way  of  the  diago- 
nal cutotf  from  Lucerne  to  Bronson. 
If  this  had  been  granted  by  the  city 
authorities,  the  traffic  carrying  capac- 


ity of  the  street  would  have  been  very 
materially  reduced  and  the  hazard  to 
pedestrians  and  motori.sts  both  would 
have  been  greatly  increased,  inasmuch 
as  all  of  the  street  car  passengei'S 
would  have  to  walk  from  the  curb  to 
the  safety  zones  in  the  center  of  the 
street,  crossing  lines  of  aiitomobile 
traffic.  The  safety  zones  themselves 
and  the  impaired  use  of  the  area  occu- 
pied by  the  tracks  would  decrease  the 
ability  of  the  street  to  carry  automo- 
bile traffic. 

ASSOCI.VTION  FOUGHT  TRACKS 

The  Olympic  Boulevard  Associa- 
tion carried  on  an  energetic  campaign 
to  guarantee  the  removel  of  the  street 
ear  tracks  and  the  installation  of  a 
bus  service.  A  temporary  extension 
of  the  Los  Angeles  Railway  Com- 
pany's franchise  was  made  for  three 
years,  as  this  was  the  period  estimated 
bj-  the  city  which  would  be  required 
for  the  acquisition  of  rights  of  way 
and    the    construction    of    the    street 


between  Hoover  Street  and  Bronson 
Avenue.  The  Los  Angeles  Railway 
Company  officials  have  indicated  that 
the.y  are  in  full  accord  with  the  pro- 
gram of  installing  bus  service  at  or 
before  the  end  of  the  three  j'ear  ex- 
tension of  their  franchi.se. 

The  city  is  busily  engaged  in 
acquiring  the  right  of  way  to  elimi- 
nate the  jog  from  Hoover  easterly, 
and  has  already  opened  the  street  for 
the  first  block  east  of  Hoover  Street. 
The  city  is  also  appraising  property 
and  negotiating  for  the  right  of  way 
to  eliminate  the  jog  at  Figueroa 
Street. 

FILM  COJIPAXV  DONATES 

A  very  important  development  oc- 
curred recently  when,  after  a  confer- 
ence between  Dr.  J.  Dryden  Daven- 
port, president  of  the  Louisiana  Ave- 
nue (Tenth  Street)  Property  Owners 
Association,  Mr.  James  C.  Dolan, 
president  of  the  Olympic  Boulevard 

(Contimicd  on  p.ige  20) 


Olympic     Boulevard 
pavement  was  stopped  at 

Fox    Film   company 
property   pending   acquisi- 
tion of   Right  of  Way 
which    the    company 
recently  donated  to  the 
State.     Larger  sound 
stage    building    in 
background. 


[Eight! 


(February  i9}7)  California  Highways  and  Public  Works 


Many  Large  Highway  Projects  Completed  During  1936 


(Continued  from  page   1) 


larger    projects    on    heavily    traveled 
routes,  the  following  work : 

On  the  Coast  Route  between  San 
Francisco  and  Los  Angeles  ten  major 
contracts  provided  for  reconstruction, 
paving  and  surfacing  on  46  miles  of 
highway  aggi'egating  $1,786,500  in 
cost.  These  conti-acts  included  such 
important  improvements  as  grading 
and  surfacing  on  the  Couejo  grade  in 
Los  Angeles  and  Ventura  Counties, 
paving  between  Bradley  and  6  miles 
south  of  San  Ardo  in  Monterey 
County,  widening  and  paving  the  10 
miles  south  of  San  Jose  to  Coyote  and 
the  new  wide  pavement  between  San 
Mateo  and  Redwood  City  on  the 
Peninsula. 

COAST   ROAD  IMPROVEMENTS 

In  San  Diego  County  four  contracts 
amounting,  to  a  total  of  $1,035,500 
provided  for  reconstruction  of  15.6 
miles  of  the  main  highway  from  Los 
Angeles  to  San  Diego  between  Del 
Mar  and  Encinitas,  Oceanside  to  the 
Las  Flores  underpass,  a  bridge  across 
the  Santa  Margarita  River  and  on 
Main  Street  in  the  city  of  San  Diego. 

In  the  San  Joaquin  Valley  on  the 
Los  Angeles-Sacramento  highway  six 
contracts  totaling  $829,400  were 
awarded  for  reconstruction  projects 
on  45.6  miles  of  this  heavily  traveled 
arterial.  Two  of  these  contracts  pro- 
vided for  widening  and  paving  from 
Belmont  Circle  to  Herndon  north  of 
Fresno  and  a  third  was  for  paving 
11.7  miles  south  of  Bakerstield. 

Probably  the  largest  single  project 
undertaken  during  the  year  was  the 
construction  in  Marin  County  of  the 
Waldo  approach  to  the  Golden  Gate 
Bridge.  This  northerly  approach  to 
the  world's  longest  span  suspension 
bridge  connects  with  the  Redwood 
Highway  at  Waldo  Point  just  north 
of  Sausalito.  The  work  is  being  per- 
formed under  two  contracts,  one  for 
the  grading  and  surfacing  of  2.8  miles 
of  highway  and  the  other  for  the  con- 
struction of  a  1000-foot  concrete  lined 
tunnel.  The  total  cost  of  the  project 
is  $1,716,322. 

XILES  REALIGNMENT  PROJECT 

Another  large  project  in  the  Bay 
area  was  located  on  the  Oakland-San 
Jose  route  at  Niles  in  Alameda 
County.     Work  under  this  contract 


involved  the  realignment  of  the  high- 
way, construction  of  six  grade  separa- 
tions ■with  the  tracks  of  Southern 
Pacific  Railroad  and  Western  Pacific 
Railway  and  a  bridge  across  Alameda 
Creek.  This  improvement  is  esti- 
mated to  cost  over  $600,000. 

In  Los  Angeles  County  the  State 
has  awarded  contracts  amounting  to 
more  than  $900,000  for  construction 
and  improvement  of  8.8  miles  of 
Sepulveda  Boulevard,  the  largest  sec- 
tion being  that  between  San  Fernando 
and  Brand  Boulevard. 

Over  $300,000  was  expended  for  im- 
proving and  widening  the  Foothill 
Boulevard,  chiefly  on  the  8  miles  be- 
tween Azusa  and  Claremout.  During 
the  year  further  work  on  the  con- 
struction of  the  Rosemead-Cerritos 
Avenue  project  which  connects  Pasa- 
dena with  Long  Beach,  included  about 
9  miles  of  pavement  and  surfacing, 
one  bridge  and  one  grade  separation 
amounting  in  cost  to  over  $400,000. 

TEN  JOBS  COVER  FIFTY  MILES 

Nearly  $1,000,000  in  contracts  were 
placed  under  way  on  State  Highway 
26  which  connects  Los  Angeles  with 
El  Centro.  While  no  one  of  the  eon- 
tracts  was  very  large  the  10  major 
ones  provided  for  improvement  to 
nearly  50  miles  of  highway  in  Los 
Angeles,  San  Bernardino,  Riverside 
and  Imperial  counties. 

In  desert  sections  of  California  the 
State  highway  across  Death  Valley 
was  improved  to  the  extent  of  about 
$225,000  and  21.1  miles  graded  and 
surfaced. 

Construction  on  the  Ea.st  Shore 
Highway  in  Berkeley  has  provided 
some  5.8  miles  for  the  northerly  ap- 
proach to  the  San  Francisco-Oakland 
Bay  Bridge.  Three  contracts  awarded 
in  1936  for  this  work  amounted  to 
$350,000. 

LAST  BAYSHORE  SECTIONS 

About  $385,000  provided  for  the 
last  sections  in  the  construction  of  the 
Bay  Shore  Highway  between  San 
Francisco  and  San  Jose  and  resur- 
facing of  the  heavy  fill  section  be- 
tween Redwood  City  and  San  Mateo. 

On  the  Sacramento-Truekee  route 
three  contracts  were  awarded  east 
and  west  of  Donner  Sunnnit  covering 
a  distance  of  about  9  miles  and  cost- 


ing $434,500.  This  work  provided  a 
much  needed  improvement  of  this  sec- 
tion of  U.  S.  40  across  the  high  Sierras 
where  .snow  plows  are  kept  continu- 
ally in  operation  during  storms. 

Reconstruction  of  the  Walnut 
Creek-Oakland  road  has  provided  a 
modern  highway  in  Contra  Costa 
County  which  will  connect  with  the 
low  level  Broadway  tunnel  now  under 
con.struction  in  the  Berkeley  Hills. 
Two  contracts  for  grading  and  sur- 
facing this  road  from  the  easterly 
tunnel  entrance  to  Walnut  Creek 
amounted  to  $675,000. 

Under  the  conditions  governing  the 
expenditure  of  Works  Progress  funds 
stipulation  was  made  that  a  certain 
percentage  of  the  Federal  funds 
should  be  expended  for  improvement 
to  Federal  roads  not  on  the  State 
Highway  System.  During  1936  the 
Division  of  Highways  awarded  nine 
contracts  for  such  work  amounting  to 
$1,516,180  and  providing  for  con- 
struction of  45.4  miles  of  county  roads 
and  3  grade  separations.  The  work 
was  well  distributed  over  the  State, 
involving  construction  in  San  Diego, 
San  Bernardino,  Imperial,  Los  An- 
geles, Santa  Clara,  Alameda,  Sacra- 
mento and  Mendocino  counties. 


1,617  Miles  of  Gotham 
Roads  Need  Widening 

New  York  State,  possessing  the 
most  people,  the  most  motor  vehicles 
and  the  busiest  roads,  faces  a  road 
construction  problem  perhaps  un- 
equaled  by  any  State. 

A  large  task  is  confronted  in  high- 
way widening  alone,  reports  E.  C. 
Lawton,  assistant  commissioner  of 
construction,  division  of  highways. 

"By  1940,  1,617  miles  of  the  State 
system  should  be  widened  to  three 
lanes  and  929  miles  to  four  lanes," 
says  Mr.  Lawton.  "When  it  is  con- 
sidered that  there  are  only  770  miles 
of  three-lane  pavement  and  229  miles 
of  four-lane  pavement  in  the  State, 
the  magnitude  of  the  problem  which 
confronts  the  Department  of  Public 
Works  can  be  realized." 


IJoSSni" — Kxeuse   me,   sir;   you   gave  me  a 
mnterfeit  bill. 
Gentleman — Keep  it  for  your  honesty. 


Calif ornia  Hightvays  and  Public  Works  (February  i9}7) 


Nine] 


Construction  History  of 
San  Francisco  Bay  Bridge 


By  CHARLES  E.  ANDREW,  Bridse  Ensineer 


(Excerpts  from  Addrrss  at  Convention  of  American  Association  of  State  Highway  Officials) 


DURING  the  past  four  years 
San  Francisco  has  enjoyed  the 
unique  position  of  having 
within  its  borders  tlie  construction  of 
the  world's  two  largest  bridges. 
These  two  great  projects  have  had  a 
very  profound  influence  during  the 
recent  depression,  not  only  locally, 
but  nationally.  As  a  matter  of  fact, 
San  Francisco  and  the  bay  district 
have,  on  account  of  these  projects, 
felt  the  depression  less  than  any  other 
part  of  the  nation. 

To  date  eighty  millions  of  dollars 
have  been  spent,  fifty-two  millions  of 
which  have  been  expended  on  the  San 
Franciseo-Oakland  Bay  Bridge  and 
twenty-eight  millions  on  the  Golden 
Gate  iSridge.  Approximately  10,000,- 
000  man-hours  of  labor  have  been 
used  locally  and  nearly  an  equal 
amount  elsewhere  in  cement  mills, 
steel  mills,  fabricating  shops,  etc.,  on 
the  construction  of  the  Bay  Bridge. 

Inasmuch  as  this  is  probably  the 
fir.st  so-called  major  bridge  and  cer- 
tainly the  largest  bridge  that  has  been 
wholly  designed  and  constructed  by 
any  State  highway  department,  the 
general  plan  of  organization  will  be 
of  interest  to  you  as  State  highway 
officials. 

BRIDGE    AUTHORITY    CREATED 

The  laws  governing  and  authoriz- 
ing the  San  Francisco-Oakland  Bay 
Bridge  are  primarily  somewhat  gen- 
eral, as  they  permit  the  construction 
of  self -liquidating  bridges  anywhere 
in  the  State. 

They  create  a  body  known  as  the 
Toll  Bridge  Authority,  consisting  of 
Ihe  Governor,  Lieutenant  Governor, 
Director  of  Public  Works,  Director  of 
Finance  and  chairman  of  the  High- 
way Commission.  The  Toll  Bridge 
Authority  is  a  fiscal  body,  directing 
where  bridges  shall  be  built  under 
the  act,  issuing  and  selling  bonds 
secured  only  by  tolls,  fixing  rates  of 
tolls,    and    finally    redeeming    bonds. 


The  Chief  Engineer  of  the  Toll  Bridge 
Authority  is  the  State  Highway 
Engineer. 

Under  the  law  the  designing,  con- 
structing, maintaining  and  operating 
are  responsibilities  of  the  Department 
of  Public  Works,  of  which  the  High- 
way Division  is  a  part.  After  com- 
pletion, the  In-idge  becomes  a  part  of 


C.  E.  ANDREW 

the  highway  system.  The  San  B''ran- 
cisco-Oakland  Bay  Bridge  is  a  project 
under  this  general  law.  Should  it  be 
found  advisable  or  for  the  public 
good,  other  bridges,  if  self-liqnidat- 
ing,  can  be  built  in  a  similar  man- 
ner and  setup. 

As  organization  history,  all  of  the 
original  studies  of  foundation  condi- 


tions, bridge  location,  design  studies, 
estimates  and  financial  considerations 
were  made  and  assembled  b.y  the  State 
Bridge  Department  in  Sacramento 
during  the  latter  part  of  1928,  1929 
and  1930,  and  constituted  the  body 
of  the  Hoover-Young  Report,  through 
which  the  permit  from  the  Army 
Engineers  was  granted  to  build  the 
structure.  Estimates  of  cost  of 
seventy-seven  millions  for  the  com- 
pleted bridge  made  in  1929  are  within 
a  very  small  percentage  of  the  actual 
final  cost. 

Late  in  1931,  a  design  office  was 
established  in  San  Francisco  to  make 
detailed  design  plans.  The  general 
organization  then  established  was  a 
chief  engineer  who  was  also  the  State 
Highway  Engineer,  a  bridge  engineer 
in  general  charge  of  design  and  con- 
struction, a  design  engineer  in  direct 
charge  of  design,  and  four  resident 
engineers  in  direct  charge  of  con- 
struction ;  also,  an  engineer  in  charge 
of  triangulation  and  surveys  and  a 
right   of  way  department. 

Detail  desigm  plans  for  foundations 
were  completed  late  in  1932  and  bids 
received  in  March,  1933.  Work  was 
under  way  by  June  1,  1933.  Since 
that  time  contracts  have  been  let  and 
completed  in  scheduled  sequence  wdth 
such  precision  that  practically  no 
time  has  been  lost  becau.se  one  con- 
tractor lagged  behind  the  others. 

FEDERAL  COOPERATION 

I  consider  that  this  project  has 
enjoyed  the  finest  possible  coopera- 
lion  with  the  Federal  government  ami 
all  its  agencies.  Our  problems  might 
easily  have  become  difficult  and  in- 
volved, but  we  have  always  found  that 
frank  discussion  and  honesty  of  pur- 
pose will  always  receive  fair  con- 
sideration and  just  conclusions  from 
all  the  Federal  agencies  with  which 
we  were  required  to  deal. 

Our  financial  problems  were,  of 
course,  intricate,  involving  as  they  did 


[Ten] 


(February  i9}7)  California  Highways  and  Public  Works 


intensive  traffic  and  income  studies  and  re- 
quiring long  and  more  or  less  tedious  reports. 
Here  again  our  relations  with  the  Recon- 
stniction  Finance  Corporation  were  most 
pleasant.  We  have  found  that  they  "must 
be  shown,"  but  when  shown  they  are  emi- 
nently fair  and  excellent  business  men.  We 
have  always  given  them  our  financial  prob- 
lems in  an  open,  frauU,  and  complete  man- 
ner and  have  received  the  finest  possible 
treatment  in  return.  Tliey  have  shown  im- 
idicit  faith  in  our  designs,  constniction,  and 
expenditure  of  funds.  They  have  offered  no 
interference  and  have  been  extremely  prompt 
ill  decisions. 

Likewise  our  relations  with  the  Bureau  of 
I'ulilic  Roads  have  been  most  pleasant  and 
ill  fullest  cooperation.  They,  too,  have 
shown  faith  in  our  designs  and  construction 
and  we  have  not  broken  faith  with  them. 

New  Bridge  Precedent 

It  is  probably  presumptuous  to  say  that 
there  is  anything  really  new  in  engineering 
in  these  days  of  great  engineering  projects 
such   as  dams,   bridges,   power  plants,  etc. 

I  do.  however,  feel  safe  in  saying  that 
even  though  there  is  nothing  new,  at  least 
we  have  gone  beyond  precedent  in  many 
phases  of  bridge  building  which  may  have 
been  done  on  a  smaller  scale  heretofore. 
These  unprecedented  things  not  only  apply  to 
engineering,  but  also  to  contractor's  opera- 
tion.s.  I  could  not  here  recount  all  the 
exceptional  phases  of  this  project,  neither 
can  I  go  into  great  detail. 

There  are,  however,  several  outstanding 
features  which  I  shall  mention  later  in  some 
detail  with  pictures  and  if  auestions  are 
nsked  in  further  detail  I  shall  be  glad  to 
attempt    to   answer   them. 

Romance  In  Foundations 
The  romance  of  bridge  building  is,  I  be- 
believe,  quite  considerably  confined  to  foun- 
dations. Superstructures,  of  course,  require 
great  skill  and  study,  but  for  the  most  part 
are  capable  of,  and  confined  to,  mathematical 
computation  and  strength  of  materials.  Gen- 
erally speaking,  they  are  finite  in  character. 
On  the  other  hand,  each  foundation  is  a 
problem  in  itself.  Each  foot  of  the  way  to 
rock  or  other  suitable  material  may  develop 
some  new  problem  or  situation  which  can 
not   be   predetermined. 

In  the  locating  and  designing  of  the  piers 
for  this  structure  some  ,$2.50,000  were  spent 
in  prospecting  foundation  material.  Not 
only  was  the  foundation  material  care- 
fully studied,  but  great  care  was  taken  in 
determining  the  character  of  material 
through  which  the  caissons  were  sunk  to 
reach  final  foundation.  Data  so  obtained 
were  invaluable  both  to  the  designer  and 
the  contractor.  The  great  care  taken  in 
these  foundation  surveys  resulted  in  almost 
an  exact  check  in  final  construction  and  we 
may  without  doubt  attribute  our  success 
very  largely   to   this  advance  information. 

Piers  in  Deep  Water 

Piers  have  been  .sunk  in  two  cases  to  over 
240  feet  below  water,  and  in  several  other 
cases  well  over  180  feet  on  this  project.  In 
the  East  Bay,  rock  was  at  such  great  depth 
that  it  could  not  be  reached  and  we  were 
forced  to  rely  on  sandy  clay  for  foundations. 
Inten.sive  study  was  made  of  these  materials 
and  the  result  has  been  that  no  settlement 
has  been  observed  worthy  of  note. 


Much  has  been  written  of  the  details  of 
the  Bay  Bridge  foundations,  and  no  doubt 
most  of  you  are  familiar  with  them,  so  I  will 
not  attempt  to  enter  such  a  large  subject 
here.  Suffice  it  to  say  that  I  believe  the 
methods  used  and  the  results  obtained  here 
will  stand  as  an  outstanding  achievement, 
and  lend  encouragement  to  engineers  and 
contractors  in  attempting  greater  depths  it 
the    future   demands. 

Another  World's  Greatest 

Among  the  list  of  world's  greatest  things 
accomplished  on  the  Bay  Bridge  is  the 
Terba  Buena  Island  tunnel.  Terba  Buena 
Island  is  geologically  made  up  of  very  liadly 
shattered  shale  and  sandstone.  The  tunnel 
excavation  required  a  bore  approximately  SO 
feet  wide  by  60  feet  high.  The  method  of 
excavating  constituted  primarily  two  side 
wall  headings  and  a  crown  heading.  Rock 
was  then  stoped  out  in  alternate  sections 
of  about  20  feet  from  the  side  headings  to 
the  crown  headings.  Temporary  roof  sup- 
port was  effected  by  16-inch  steel  H-beams, 
3-teet  centers,  bent  to  the  arch  of  the  root. 
Placing  of  concrete  lining  followed  very 
closely  this  excavation.  In  all  cases  the 
concrete  lining  was  placed  tight  against  the 
rockface.  No  backfilling  was  u.sed  except 
pressure  grout.  For  the  first  time  the  con- 
crete in  the  lining  was  placed  by  means  of 
concrete  pumps  and  vibrated  into  place  with 
mechanical  vibrators.  We  believe  this 
method  far  superior  to  the  former  use  of 
cement    guns. 

After  the  lining  was  complete,  the  upper 
deck  road  was  placed  and  the  upper  tunnel 
section  lined  with  tile. 

No  Cave-ins  Occurred 

In  spite  of  the  extremely  broken  and 
faulted  character  of  the  rock  and  due  to 
the  constant  vigilance  of  both  engineers  and 
contractors,  no  cave-ins  of  any  consequence 
occurred. 

For  the  first  time  in  major  bridge  design 
and  construction  the  twin  suspen.sion  type 
of  superstructure  with  central  live  load 
anchorage   has   been    used. 

The  long  backstay  in  San  Francisco  in- 
jected some  considerable  question  of  deflec- 
tion when  combined  with  the  long  side  spans 
necessary.  Connection  of  the  cables  to  the 
central  anchorage  In  order  to  transfer  un- 
balanced live  load  to  the  structure  was  new 
in   bridge  design. 

In  the  East  Bay  we  have  the  longest 
cantilever  span  in  the  United  States,  a 
1400-foot  span.  Due  to  its  great  clearance 
height,  rough  uncertain  water,  and  great 
weight,  the  suspended  span  could  not  be 
lifted,  but  was  cantilevered  out  700  feet  from 
each   tower. 

In  order  to  tie  the  structure  together  as 
much  as  possible  longitudinally  against 
earthquake  influence,  portions  of  the  bridge 
up  to  5,000  feet  in  length  were  constructed 
without  expansion  joints.  This  fact  has 
required  expansion  joint  design  twice  as  long 
as  ever  before.  In  high-speed  electric  rail 
tracks  this  becomes  a  major  problem. 

As  to  contractor's  problems,  many  are 
novel  and  outstanding. 

First,  the  foundation  contractor's  prob- 
lems, which  are  extensively  covered  in 
former  publications.  Suffice  it  to  say  that 
the  outstanding  success  which  they  enjoyed 
was   due   to   new   and   excellent   equipment. 


high-class  supervision  and  personnel,  and 
last  but  not  least,  a  very  close  cooperation 
with  and  attention  to  engineers.  All  of 
them  made  satisfactory  profits  and  would 
like   to   do   the   job   over   again. 

In  superstructure  erection  several  new 
methods  and  devices  were  developed,  among 
them  the  use  of  hammerhead  cranes  to  erect 
the  suspension  towers,  which  proved  to  be  a 
rapid   and   efficient  method. 

A  new  type  of  catwalk  was  used,  the 
novelty  being  the  use  of  wire  mesh  instead 
of  plank  for  the  walkways.  A  great  reduc- 
tion in  wind  resistance  was  effected  as  well 
as  an  efficient  and  rapid  erection  with  less 
weight. 

Double  Spinning-Wheel 

Calib-  spinning  was  largely  conventional 
except  the  use  of  a  double  spinning  wheel 
was  perfected  which  greatly  increased  per- 
formance. 

The  erection  of  stiffening  trusses  was  also 
new.  Instead  of  the  conventional  method 
of  erecting  member  by  member,  two  panel 
sections  were  erected  in  a  yard  on  railroad 
ways,  loaded  on  barges,  and  towed  to  the 
bridge  where  they  were  hoisted  into  place 
liy  hoisting  girders  supported  by  the  cables. 
The  motive  power  consisted  of  hoists  on  the 
adjacent  piers.  Lifts  up  to  205  tons  were 
made  in  this  manner  direct  from  barges 
in  the  bay  below.  As  many  as  four  sections 
were  erected  in  a  day. 

All  steel  was  shipped  unpainted  and  sand- 
lilasted  in  the  yards  before  shipment  to  the 
site,  the  first  red-lead  coat  being  applied. 
After  erection  three  additional  coats  were 
given. 

Remarkable   Painting    Record 

One  of  the  most  remarkable  records  made 
on  the  job  is  that  of  the  painting  contractor. 
His  progress  was  such  that  within  four 
weeks  after  the  floor  paving  was  finished, 
all  surface,  except  a  small  amount  of  side- 
Walk  and  part  of  the  lower  floor  system,  was 
finished. 

Over  125  painters  were  employed.  The 
painting  contractor's  performance  will  stand 
as  a  record  for  a  long  time.  It  is  of  interest 
to  note  that  the  complete  painting  job  on 
the  San  Francisco-Oakland  Bay  Bridge  in- 
volves an  expenditure  of  nearly  $1,700,000. 
Worthy  of  further  note  are  some  of  the 
treatments  and  methods  applied  to  concrete 
forming  and  placement.  In  no  other  bridge 
has  the  use  of  mechanical  vibration  of  con- 
crete been  so  exclusively  used.  Practically 
all  of  the  1,000,000  cubic  yards  have  been 
mechanically  vibrated.  By  the  use  of  vibra- 
tion we  were  able  to  reduce  the  water 
cement  ratio  to  a  minimum  and  at  the  same 
time  obtain  a  sufficiently  dense  concrete 
with  high  strength  and  a  minimum  shortage. 
In  this  connection  we  have  had  no  trouble 
in  obtaining  4000-pound  concrete  consistently 
with  five  and  five  and  one-half  sacks  of 
cement  per  cubic  yard.  Extensive  use  has 
been  made  of  plywood  panels  for  form  work 
and  by  its  use  in  connection  with  mechanical 
vibration  concrete  finishing  was  reduced  to  a 
minimum. 

The  placing  of  concrete  floors  on  the 
structure  was  in  itself  a  major  contract  and 
constituted  the  equivalent  of  approximately 
IS  miles  of  20-foot  pavement.  The  lower 
deck  is  OJ  inches  thick  and  31  feet  in  width. 
(Continued   nn   pa^'e   2") 


California  Hightvays  and  Public  Works   (February  m?) 


[Eleven] 


Four  Grade  Crossing 
Projects  Completed 
in  Los  Angeles 

(Continued  from  page  2) 

and  the  railroad  traffic  was  provided 
for  by  stage  construction. 

The  heavier  girders  for  the  railroad 
tracks  weigh  eighty-four  tons  each 
and  rest  on  concrete  abutments. 

This  feeder  road  project  was  opened 
for  traffic  on  December  21,  1936,  at 
a  total  cost  of  $235,000. 

The  Firestone  Boulevard  Grade 
Separation  provides  for  the  carrying 
of  the  four  high  speed  interurban 
tracks  of  the  Pacific  Electric  Com- 
pany over  Firestone  Boulevard. 

Long  gradual  approaches  carry 
these  tracks  to  a  steel  structure  which 
spans  Firestone   Boulevard. 

Firestone  Boulevard,  a  main  trunk 
highway  carrying  traffic  to  the  south, 
was  estimated  to  carry  20,000  auto- 
mobiles daily,  and  at  this  point  the 
interruptions  from  train  crossings 
were  600  daily. 

During  the  construction  of  this 
project  the  Pacific  Electric  trains 
were  confined  to  two  ' '  shoofly ' '  tracks 
placed  west  of  the  structure.  The 
construction  required  that  retaining 
walls  be  built  along  Graham  Avenue 
and  Park  Avenue,  followed  by  the 
placing  of  the  railroad  approach  fills 
and  the  pouring  of  the  substructure 
for  the  spans  across  the  boulevard. 

The  approach  fill  of  106,000  cubic 
yards  was  made  by  rail  shipments 
from  Long  Beach.  On  completion  of 
tliese  fills  the  railroad  cranes,  work- 
ing from  the  abutments,  placed  the 
structural  steel  girders  and  beams 
across  the  highway. 

To  provide  for  pedestrians  a  sub- 
way was  constructed  through  the  rail- 
road fill  and  under  the  tracks  at 
Eighty-fourth  Street. 

Three  railroad  stations,  one  at 
Eighty-fourth  Street,  one  at  Fire- 
stone Boulevard  and  one  at  Kent  Sta- 
tion, were  constructed  for  the  con- 
venience of  local  residents. 

With  the  exception  of  a  few  hours 
when  structural  steel  was  being 
erected,  traffic  was  permitted  to  pass 
tlirough  the  project. 

At  a  total  cost  of  $323,000  the 
lu'ojeet,  including  railroad  work,  was 
completed  on  February  6,  1937. 

In  addition  to  these  four  struc- 
tures other  grade  separations  have 
been  built  in  the  metropolitan  area 


I  Twelve! 


Driver  Crossed 
the  Double  Line: 
f  Killed;  9  Hurt 

(Editorial  from  Stockton 
Rrcord) 

Central  California  today  has 
the  grim  lesson  of  what  may 
happen  when  a  motorist  flouts 
the  law  governing  the  highway 
double  line.  In  a  crash  at  Para- 
dise Cut  involving  three  cars 
one  man  was  killed  and  nine 
other  persons  were  injured,  sev- 
eral of  them  seriously.  Had  it 
not  been  for  the  cool  head  and 
skill  of  a  bus  driver,  a  motor 
stage  would  have  been  added 
to  the  pile-up  of  vehicles.  From 
the  evidence  at  hand,  it  all  oc- 
curred because  the  man  who 
was  killed  crossed  the  double 
line. 

This  type  of  highway  mark- 
ing is  there  for  a  definite  pur- 
pose. In  some  places  where  the 
double  line  appears,  the  motor- 
ist can  not  always  figure  why 
it  was  put  there.  If  he  thinks 
no  officer  is  in  sight,  he  will 
take  a  chance  by  disregarding 
it.  Sometimes  he  will  get  away 
with  his  infraction.  But  he  is 
inviting  tragedy  by  crossing 
the  line. 

The  double  lines  were  put  on 
roads  and  highways  under  the 
direction  of  officials  who  know 
more  about  traffic  hazards  and 
danger  spots  than  the  average 
motorist.  They  were  marked 
there  to  prevent  such  smash- 
uns  as  occurred  last  evening. 
When  driving,  see  that  YOU  do 
not  cross  the  double  linel 


of  Lns  Angeles.  These  projects  have 
been  built  entirely  by  funds  author- 
ized in  the  Grade  Separation  Pro- 
gram and  were  constructed  under  the 
direction  of  tlie  Division  of  High- 
wa.ys. 

These  grade  separations,  which  are 
located  at  some  of  the  most  dangerous 
crossings  in  the  southland,  are  a  great 
boon  to  the  traveling  public  for  the.v 
permanently  eliminate  liazard  and  in- 
tei'ference  and  permit  safe,  free  and 
uninterrupted  flow  of  a  great  volniiu' 
of  highway  and  railroad  traffic. 


Advertising  of 
Highways  Held  to 
be  Good  Business 

IF  MODERN  highways  are  worth 
liuilding  they   are  worth   adver- 
tising, in  the  opinion  of  Missis- 
sippi State  highway  authorities. 

Advertising  of  attractive  roads  in- 
creases traffic  on  them  with  a  conse- 
quent increase  in  purchases  of 
gasoline  and  a  corresponding  rise  in 
gasoline  tax  revenues.  At  least,  that 
is  the  way  Mississippi  figures  and  it 
has  appropriated  $100,000  to  pub- 
licize its  highway  building  program. 
One  Mississippi  newspaper  edi- 
toi'iMliz(>s  on  tlie  matter  as  follows: 

Here's  a  business  point  of  view. 
Mississippi  is  spending  42  millions 
on  highways  and  $100,000  on  adver- 
tising. The  more  people  who  travel 
our  highways  the  more  gasoline  will 
be  bought  and  the  more  gasoline  is 
sold  the  more  taxes  the  State  will 
collect  to  apply  on  the  cost  of  these 
highways.  It  seems  logical  that 
$100,000  be  spent  to  encourage 
people  to  ride  our  42  million  dol- 
lars worth  of  highways. 


VACAVILLE  BY-PASS  ON  U.  S.  40 
UNDER  CONSTRUCTION 

(Continuetl  from  page  4) 

Other  possible  changes  will  re- 
duce the  distance  by  another  six 
miles,  which  if  built,  will  make  a  total 
saving  of  14  miles  between  Sacra- 
mento and  the  Bay  Area. 

This  job  is  being  done  under  con- 
tract by  the  firm  of  Fredricksen  and 
Westbrook;  the  contract  price  is 
$114,341.  Considerable  delay  has 
been  experienced  due  to  rainy 
weather,  but  as  soon  as  the  subgrade 
dries  out,  rapid  progress  can  be  made. 

Geo.  Hubbard  is  the  resident 
engineer  for  the  State  on  the  job. 


GASOLINE  TAX  SHOWS  INCREASE 

California  motorists  used  more  gasoline 
in  1936  than  ever  before  in  the  history  of 
the  State. 

Increased  use  of  motor  vehicle  transporta- 
tion brought  the  revenue  fi-om  Decemboi- 
sales  up  to  $4,093,57-t.53,  an  increase  of 
20.02  per  cent  for  the  month  to  bring  the 
annual  total  income  from  the  3-cent  tax  to 
a  new  record  of  $48,280,080.92,  it  was  an- 
nounced by  the  State  Board  of  Equaliza- 
Hcm  which  assesses  the  tax. 


(february  19*7)  California  Highways  and  Public  Works 


Significance  of  "Slow**  Group 
of  California  Highway  Signs 

By  F.  M.  CARTER,  Assistant  Maintenance  Engineer 


THIS,  the  second  in  a  series  of 
articles  dealing-  with  highway 
signs  used  by  the  Division  of 
Highways  to  safegiiard  and  expedite 
traffic  on  California  State  highways 
has  to  do  with  the  "Slow"  group  of 
the  warning  type  of  signs. 

This  group  of  signs,  all  yellow  in 
color  with  black  letters  or  symbols,  is 
designed  only  to  indicate  some  ph.ysi- 
cal  condition  of  the  highway  or  an 
operating  hazard.  For  convenience 
warning  signs  are  divided  into  two 
classes:  namely,  "Slow"  and  "Cau- 
tion" types. 

A  ' '  Slow ' '  sign  is  used  only  where  a 
permanent  ph.ysical  hazard  exists, 
which  is  a  part  of  the  highway  itself, 
always  requiring  a  rediiction  in  speed 
for  safety.  All  signs  of  this  type  are 
diamond  shape.  Their  message  is  of 
such  importance  that  all  in  this  class 
have  this  distinctive  shape  and  are 
equipped  with  reflector  buttons  for 
the  guidance  of  night  traffic. 

MOST  nrPORTANT  WARNIXG 

The  "Slow"  sign  is  considered  the 
most  important  in  the  warning 
series. 

Experiments  have  been  conducted 
to  determine  the  quickest  way  to  give 
the  message  to  the  motorist.  It  has 
been  determined  that  this  is  best  ac- 
complished by  using  only  a  symbol, 
when  possible,  without  unnecessary 
or  distracting  wording. 

When  wording  is  necessary  on  this 
type  of  sign,  the  message  should  be 
very  short — one  word  is  preferable. 

The  diamond  shape  is  used  exclu- 
sively for  this  type  of  warning  and 
thus  the  shape  aids  in  transmitting 
the  message  that  reduced  speed  is 
advisable.  Whenever  a  safe  driver 
sees  a  diamond  shaped  yellow  sign 
he  takes  his  foot  off  the  gas  and 
slows  down. 

It  is  imperative  that  the  diamond 
shaped  "Slow"  type  signs  be  care- 
fully positioned,  and  only  after  a 
thorough  study  of  the  location. 


Learn  the  Sign 
Language  Taught 
in  These  Articles 

The  proper  signing  of 
California  highways  is  re- 
garded as  one  of  the  most 
important  functions  of  the 
Division  of  Highways  in 
contributing  to  safety  of 
life  and  vehicular  traffic. 
In  carrying  out  this  aim 
the  State  has  adopted  the 
uniform  sign  system  rec- 
ommended by  the  Ameri- 
can Association  of  State 
Highway  Officials  and 
adopted  by  the  U.  S.  Bu- 
reau of  Public  Roads.  A 
detailed  description  of  the 
signs  and  the  vital  mes- 
sages they  bear  will  be 
found  in  a  series  of  arti- 
cles in  these  columns,  of 
which  this  article  is  the 
second.  Others  will  ap- 
pear in  later  issues. 


Uniformity  of  positioning  is  im- 
portant because  the  wise  motorist 
drives  in  accordance  with  the  signs 
of  this  type.  This  warning  sign  is 
placed  400  feet  in  advance  of  the  be- 
ginning of  the  curve,  and  on  the  right 
liand  side  of  the  road,  so  as  not  to  be 
obscured  by  oncoming  ears. 

Two  signs  of  different  type  and 
carrying  a  different  message  are  not 
placed  closer  together  than  100  feet  if 
possible.  Where  a  warning  sign  and 
a  guide  sign  are  needed  at  approxi- 
mately the  same  location,  the  warning 
sign  location  precedes  the  guide  sign. 

On  wide  up-to-date  highways  where 
right  of  way  for  future  widening  is 


already  provided  and  the  entire  road- 
bed graded,  some  engineers  have 
placed  their  signs  at  the  extreme  limit 
of  the  right  of  way.  Signs  placed 
so  far  from  the  traveled  way  not  only 
fail  to  give  the  message  to  the  motor- 
ist, but,  because  of  the  lack  of  mes- 
sage, or  the  motorist's  attempt  to 
read  the  signs,  more  hazard  is  intro- 
duced. 

ALL  ARE  REFLECTORIZED 

Because  of  increasing  speeds  and 
the  ease  of  driving,  night  travel  has 
made  it  necessary  to  reflectorize  all 
signs  of  this  type. 

In  order  to  obtain  the  best  return 
reflection,  all  refleetorized  signs  are 
placed  as  near  to  the  traveled  way  as 
is  consistent  with  safety.  The  stand- 
ard distance  is  eight  feet  from  the 
edge  of  pavement. 

Being  refleetorized.  these  curve 
signs  are  positioned  not  at  right 
angles,  but  slightly  away  from  the 
direction  of  the  highway  so  that  the 
light  falling  on  the  background  of 
the  sign  will  not  be  reflected  back  to 
the  motorist  in  a  confusing  glare. 
Tliis  positioning  does  not  diminish 
the  return  reflection  of  the  buttons  in 
the  symbol  because  of  the  wide  angle 
of  return  reflection. 

There  are  seven  of  this  group  of 
curve  signs : 

1.  The  right  reverse  curve. 

2.  The  left  reverse  curve. 

3.  The  right  sharp  angle  curve. 

4.  The  left  sharp  angle  curve. 

5.  The  right  45°  angle  curve. 

6.  The  left  45"  angle  curve. 

7.  The  tee  intersection. 

The  symbol  on  the  sign  indicates 
the  direction  of  the  curve. 

CURVE    SIGN"    SIGNIFICANCE 

A  curve  sign  is  used  when  safety 
requires  a  slackening  of  speed  be- 
cause of  high  degree  of  curvature, 
obstructed  visibility,  narrowing  of 
pavement,  lack  of  superelevation,  or 
similar  conditions.  Such  curve  signs 
are  positioned  only  at  curves  where 
the  speed  of  approach  can  not  be 
safely  maintained  on  the  curve  itself. 

The  reverse  or  "S"  curve  sign  (1 
and  2)  is  positioned  400  feet  in 
advance  of  two  curves  in  the  opposite 
direction  with  short  tangent  between 
them.  The  direction  of  the  symbol 
in  its  flrst  curve  designates  wiiether 
it  is  right  or  left. 

(Continued  on  page  18) 


California  Highways  and  Public  Works  (February  isi?) 


[Thirteen! 


California*s  Uniform  Road  Sign  System  Pri 


ft 


Slow^^  Warning  Group 


Tliis  .siji-n  indicates  a  left 
reverse  curve  and  calls  for  a 
slackening-  in  speed,  possibly  be- 
cause of  high  degree  of  curva- 
ture. 


For  a  45  degree  right  angle 
turn  this  one  is  used,  also  on 
curves  of  less  than  60  degrees. 


For  a  right  reverse  curve  this 
sign  is  used.  It  may  also  warn 
of  obstructed  visibility  or  nar- 
rowing of  pavement. 


At  tee  intersections  this  sym- 
bol is  used  and  is  one  that 
should  never  be  disregarded. 


A  shai-p  left  angle  curve  is 
indicated  by  this  sign.  It  is 
positioned  in  advance  of  curves 
of  short  radius. 


The  "Slow"  sign  is  the  most 
important  in  the  warning  series. 
When  a  safe  driver  sees  this  he 
takes  his  foot  oft'  the  gas.  It  is 
not  used  alone,  biit  followed  by 
an  explanatory  sign. 


Similarly  this  sign  is  used  for 
a  sharp  right  angle  turn  of  60 
degrees  or  over. 


Motorists  approaching  a  sub- 
way see  this  sign.  It  is  a  warn- 
ing that  should  be  followed  by 
cautious  driving. 


A  4.5  degree  left  angle  curve 
■alls  for  tills  sign.  It  is  for 
•urves  of  less  than  60  degrees. 


This  sign  warns  of  a  grade 
aiiead  and  the  careful  driver  is 
pr(>pared  for  a  different  speed 
and  increased  caution. 


[Fourteen] 


(February  i9}7)  California  Highways  and  Public  Works 


les  Drivers  An  Infallible  Guide  to  Safety 


t« 


Slow^*  Warning  Group 


This  sign  is  placed  in  ad- 
vance to  mark  the  end  of  a 
road  or  blind  street. 


A  one  war  bridge  is  a  hazard 
and  this  sign  should  impel 
motorist  to  be  sure  no  other  car 
is  on  bridge  before  crossing.  It 
is  placed  where  roadway  width 
is  less  than  Ifi  feet. 


A  dip  in  a  road  ahead  is 
indicated  by  this  warning  to 
avoid  possibility  of  a  danger- 
ous jolting  of  the  car. 


This  sign  is  a  warning  to  slow 
do\\n  for  a  stop  sign  ahead.  It 
is  placed  400  feet  in  advance  of 
the  STOP  sign. 


ilotorists  should  slow  down 
when  thej'  see  this  s  i  g  n. 
Danger  lurks  in  narrow  roads. 


Warning  of  a  n  a  r  r  o  w 
bridge  is  important  to  motor- 
ists as  increased  attention  to 
driving  is  imperative  to  avoid 
accidents. 


The  careful  driver  will  pay 
heed  to  this  warning  that  soft 
highway  shouldei-s  and  sand  lie 
ahead  and  thus  avoid  a  possible 
skid  and  overturned  ear. 


This  sign  cautions  a  driver  to 
slow  down  for  a  nonpaved  road. 
Necessarily  a  slower  speed  is 
indicated. 


Slower  speed  is  advisable 
when  this  sign  appears  and 
'■aution  in  entering  such  a 
sultwav  is  advisable. 


TWO 

LANE 

PAVEMENT 

AHEAD 


Different  t  r  a  ffi  e  conditions 
ahead  may  be  expected  when 
this  sign  shows  up  on  a  three  or 
four  lane  highway  and  a  cau- 
tious driver  will  not  ignore  it. 


California  Highways  and  Public  Works   (February  isy?) 


I  Fifteen  1 


Federal  and  State  Policies 
On  Feeder  Roads  Discussed 

By  HARRY  A.  HOPKINS,  Chairman  CaliFornia  Hishway    Commission 


IT  WAS  mj'  pleasure  during-  the 
twenty-second  annual  convention 
of  the  American  Association  of 
State  Highway  Officials  in  San  Fran- 
cisco to  preside  over  the  sessions  of 
the  Administrative  Committee  of  that 
body. 

At  our  group  meetings  we  dis- 
cussed many  problems  connected  with 
highM'ay  administration  and  ex- 
changed interesting  and  valuable 
ideas. 

Various  topics  were  assigned  to 
authoritative  speakers  who  presented 
their  subjects,  after  which  the  com- 
mittee members  engaged  in  general 
discussion.  It  might  be  well  to  take 
up  in  chronological  order  the  sundry 
matters  considered. 

Our  new  association  president,  Mr. 
T.  H.  Cutler  of  Kentucky,  offered  a 
paper  on  what  States  can  do  to  pub- 
licize their  work.  He  advised  wider 
use  of  such  agencies  as  magazines,  the 
press,  radio,  photographic  material, 
signs,  exhibitions  and  motion  pictures 
with  attendant  data  on  accidents  and 
information  in  general,  together  with 
a  claser  contact  with  civic  and  other 
organizations. 

PROTECT    GAS   TAX   FUNDS 

The  conclusion  reached  by  our 
group  is  that  no  State  has  reached  the 
maximum  amount  of  effort  to  publi- 
cize highway  work  that  could  be  used 
as  a  model  for  other  States  to  follow 
in  making  our  citizens  highway  con- 
scious. It  was  the  concensus  that 
every  state  should  enlist  the  aid  of 
tlip  public  in  protecting  gas  tax  funds 
from  diversion  and  that  to  tills  end 
states  should  spend  greater  sums  from 
tlie  gas  tax  to  carry  on  such  educa- 
tional propaganda. 

On  the  question  of  whether  states 
are  ready  to  assume  the  economic 
problems  involved  in  starting  a  pro- 
gram for  divided  highways.  Commis- 
sioner M.  D.  Van  Wagoner  of  Michi- 
gan read  a  very  instructive  paper, 
wliieh  will  appear  in  a  later  issue, 
of  California  Highways  and  Public 


Works  in  which  he  raises  some  inter- 
esting questions  concerning  this  inno- 
vation. 

All  those  attending  the  sessions  of 
the  committee  feel  that  we  are  con- 
fronted with  a  condition  that  will  call 
for  greater  development  of  divided 
highways.  The  conclusion  of  the 
committee  was  that  we  should  accept 
as  a  policy  the  need  for  divided  high- 
ways, but  the  extent  of  such  develop- 
ment should  be  subject  to  considera- 
tion by  the  various  states  in  handling 
their  local  problems.  It  was  sug- 
gested a  further  survey  be  made  to 
determine  the  attitude  of  the  states 
with  regard  to  divided  highways. 

W.  W.  Zass,  Chief  Highway  Engi- 
neer of  Arkansas,  opened  the  discus- 
sion on  "Should  Greater  Governmen- 
tal Aid  or  Assistance  be  Given  in  the 
Construction  and  Maintenance  of 
Highway  Facilities?" 

This  subject  is  closely  allied  with 
that  of  the  nationalization  of  federal 
roads  and  bridges  later  discussed  by 
H.  B.  Tabler  of  Maryland  and  the 
committee's  conclusions  on  the  former 
topic  could  be  applied  to  either  of 
them. 

COMMITTEE    CONCLUSIONS 

The  conclusion  reached  was  that 
federal  assistance  should  be  given  to 
maintenance  as  well  as  construction 
on  federal  aid  roads  and  while  the 
thought  was  expressed  that  there 
was  a  danger  in  nationalization  of 
federal  roads  and  bridges,  which 
would  call  for  greater  federal  assis- 
tance, at  the  same  time  it  is  realized 
that  operation  of  anything  of  this 
kind  would  cause  many  legislatures  to 
take  advantage  of  it  to  the  extent  that 
it  might  have  a  very  apparent  effect 
on  the  states  in  the  operation  of  their 
own  highway  systems. 

It  was  the  concensus  of  opinion  that 
the  parity  between  construction  and 
maintenance  is  negligible.  Also  that 
the  Federal  Government  should  give 
consideration  to  nationalization  of 
federal  aid  roads  and  bridges,  partic- 


ularly in  the  public  land  states,  and 
the  participation  on  federal  aid  roads 
now  on  the  basis  of  approximately 
fifty-fiity  might  properly  be  increased 
to  two-thirds  of  the  cost  on  the  part  of 
the  Federal  Government. 

The  question  of  future  federal  and 
state  policies  in  the  construction  of 
feeder  or  local  roads  was  taken  up  bj" 
the  general  session  of  the  convention 
and  discussion  of  it  in  our  group 
meeting  was  led  by  T.  S.  O'Connell 
of  Arizona. 

QUESTIONNAIRE   CONSIDERED 

A  questionnaire  on  this  issue  was 
sent  to  all  the  states  and  the  senti- 
ment of  the  committee  on  the  different 
items  involved  was  substantially  as 
follows : 

As  to  whether  or  not  it  would  be 
desirable  during  the  program  already 
authorized  to  attempt  the  designation 
in  each  state  of  a  system  of  secondar}' 
or  feeder  roads  on  which  future  ex- 
penditures for  this  class  of  improve- 
ment would  be  confined  until  the  sys- 
tem had  been  brought  to  satisfactory 
completion,  the  thought  prevailed 
that  since  the  results  of  the  planning 
survey  are  not  yet  definitelj-  known  it 
would  be  more  satisfactoiy  to  submit 
programs  of  projects  covering  the  ex- 
penditure of  funds  authorized  for  a 
two-year  period  looking  to  the  desig- 
nation of  a  system  of  secondary  roads 
if  federal  funds  continue  to  be  appro- 
priated, the  projects  selected  for  con- 
struction in  this  two-year  program  to 
be  such  as  will  fit  into  this  future 
system. 

It  was  felt  that  the  states  should 
control  the  expenditure  of  funds  re- 
gardless of  how  the  funds  are  matched 
whether  by  state  or  other  authority. 

The  thought  prevailed  that  it  is  de- 
sii-able  to  attempt  to  secure  a  distri- 
bution of  the  benefits  of  these  secon- 
daiy  road  funds  to  not  less  than  50 
per  cent  of  the  counties  within  a  state. 

It  was  conceded  by  those  present 
that  considerable  latitude  should  be 
given  to  permit  the  states  to  allow  the 


[Sixteen] 


(February  i9i7)  California  Highways  and  Public  Works 


The  Administrative   Committee  of  the   American    Association   of   State    Highway   Officials    is   pictured    in   session    at  the    recent    annual 
convention  in  San  Francisco.     Chairman  Harry  A.  Hopkins   is   seen   standing   at  the   right   addressing   the   committee. 


counties  to  match  funds  expended 
within  the  county  since  the  state  laws, 
which  vary  in  each  of  the  states,  will 
in  the  end  determine  who  matches 
these  funds. 

It  was  the  thought  of  the  delegates 
present  that  the  closest  cooperation 
•should  exist  between  state  highway 
departments  and  county  authorities 
relative  to  the  formulating  of  pro- 
grams, but  it  was  felt  that  any  such 
suggestion  might  well  be  left  to  the 
judgment  of  the  various  state  high- 
way departments  and  that  no  men- 
tion should  be  made  of  this  matter  in 
the  regulations. 

It  was  felt  that  the  matter  of  using 
county  engineering  organizations 
should  be  left  to  the  discretion  of  the 
states  to  vfovk  out. 

It  was  also  our  belief  that  those 
states  which  cannot  legally  expend 
money  on  roads  not  included  in  a 
definitely  established  state  highway 
system  be  permitted  to  expend  the 
secondary  funds  on  that  part  of  the 
state  system  not  included  in  the  fed- 
eral aid  system  provided  that  in  the 
opinion  of  the  Bureau  of  Public  Roads 
a  reasonable  portion  of  the  total  mile- 
age of  roads  within  the  state  is  in- 
eluded  in  the  state  highway  system. 


Mr.  A.  W.  Brandt  of  New  York  led 
the  discussion  on  the  proper  formula 
for  dividing  the  cost  of  railroad  cross- 
ing eliminations  and  continuing  grade 
crossing  work  and  the  question  of  to 
what  extent  policies  should  be  adopt- 
ed on  types  of  construction. 

The  general  opinion  was  that  it 
would  not  warrant  anyone  in  provid- 
ing a  formula  that  would  be  a  meas- 
ure and  a  guide  covering  the  cost  of 
railroad  grade  crossing  eliminations. 
Because  there  was  a  difference  of 
opinion  between  the  fair  proportion 
of  cost  allocated  to  the  railroads  and 
tlie  public  which  differed  from  a  50-50 
basis  to  as  far  as  the  public  assuming 
all  of  the  cost,  the  conclusion  reached 
was  a  recommendation  that  a  com- 
mittee be  appointed  from  the  Ameri- 
can Association  of  State  Highway  Of- 
ficials to  confer  with  railroad  organi- 
zations interested  in  this  activity. 
The  position  of  the  Administrative 
Committee  was  that  it  did  not  possess 
sufficient  research  data  to  arrive  at  a 
conclusion. 

In  the  discussion  on  this  very  inter- 
esting subject,  the  committee  was  fav- 
ored with  the  observations  of  Mr.  R. 
E.  Dougherty  of  the  American  Rail- 
way Crossing  Association  and  Mr.  J. 


C.  Brennan,  vice  president  of  the  New 
York  Central  Railroad. 

What  improvements,  if  any,  can  be 
made  in  relief  legislation  in  respect 
to  highway  construction? 

The  discn.ssion  of  this  subject  was 
opened  by  H.  G.  Shirley  of  Virginia. 

The  conclusion  was  that  due  to  un- 
certainty of  any  action  by  Congress 
relative  to  the  temporary  or  perma- 
nance  of  character  of  relief  funds 
used  directly  in  highway  construction 
and  the  possibility  of  this  kind  of  as- 
sistance being  of  short  duration,  the 
committee  did  not  feel  warranted  in 
offering  any  conclusion  except  that 
should  further  funds  be  made  avail- 
able by  Congress  for  this  purpose  it 
should  be  cleared  through  the  U.  S. 
Bureau  of  Public  Roads  and  the  vari- 
ous state  highway  departments. 

Should  the  Federal  Government  ap- 
propriate additional  funds  for  sur- 
veys and  studies  of  additional  inter- 
national highway  connections  with 
Canada  and  Mexico. 

The  discussion  on  this  subject  was 
opened  by  L.  V.  Murrow  of  Washing- 
ton. Our  conclusions  developed  from 
this  discussion  are  embodied  in  a  reso- 
lution presented  to  the  resolutions 
committee. 


California  Highways  and  Public  Works   (February  i9i7) 


[Seventeen] 


Normal  Trend  of 
Business  on  Bay 
Bridge  Indicated 

VIEWING  a  decided  drop  in  San 
Francisco-Oakland  Bay  Bridge 
traffic  during-  January  as  a 
trend  toward  future  normalcy.  Direc- 
tor of  Public  Works  Earl  Lee  Kelly 
submitted  to  Governor  Frank  F. 
Merriam  and  the  California  Toll 
Bridge  Authority  a  report  showing 
that  the  number  of  passenger  autos 
using  the  transbay  structure  last 
month  was  93,340  less  than  in  Decem- 
ber and  that  the  number  of  passengers 
carried  dropped  off  20,385  as  com- 
pared with  the  December  total. 

The  only  increased  business  during 
January  was  registered  by  truck 
trailers  and  in  freight  tonnage.  One 
hundred  and  sixty-eight  more  truck 
trailers  crossed  the  bridge  last  month 
than  during  December  and  freight 
transported  increased  1,592,428 
jiounds. 

Total  collections  on  the  bridge  last 
month  amounted  to  $447,146.17,  a  de- 
crease of  $63,053.90  as  compared  with 
December  revenues. 

NORMAL,  TREND  EXPECTED 

While  an  average  of  21,634  vehicles 
used  the  great  span  in  December  the 
average  for  January  was  18,551. 

"During  November,"  said  Direc- 
tor Kelly,  "the  bridge  enjoyed  what 
we  called  sightseeing  traffic,  making 
that  month  from  the  date  of  the  open- 
ing of  the  bridge  on  November  12  to 
its  close  the  banner  month.  Holiday 
traffic  during  December  and  the  sus- 
tained novelty  of  bridge  travel  held 
traffic  figures  to  a  high  level  during 
that  month.  January  shows  a  trend 
towai-d  normal  traffic.  We  expect 
that  the  lowered  bridge  fares  will  re- 
sult in  an  increase  in  business  during 
February,  after  which  we  should  see 
a  steady  normal  traffic  trend." 

Comparative  figures  on  bridge 
operations  submitted  to  Director 
Kelly  by  Chief  Engineer  C.  H.  Pnr- 
cell  and  contained  in  the  report  to 
the  Toll  Bridge  Authority,  were  as 
follows : 

Jan.  Dec. 

Passenger  autos 
(including  ambu- 
lances, taxis  com- 
mercial and  light 
delivery  a  u  t  o- 
mobiles)    550,106  643,446 


Two  Bridge  Engineers 
Attain  Higher  Rank 


F.   W.   PANHORST 


TWO  important  changes  in  the 
executive  personnel  of  the 
Bridge  Department  of  the  De- 
l)artment  of  Public  Works  have  been 
announced  by  Director  of  Public 
Works  Earl  Lee  Kelly. 

Charles  E. 
Andrew  was 
elevated  from 
the  post  of 
Bridge  Engi- 
neer of  the 
Division  o  f 
Highways  to 
lliatof  Bridge 
Engineer  in 
charge  of  the 
San  F  r  a  n- 
cisco-Oakland 
Bay  Bridge, 
which  he 
helped  build. 
He  has  been  sueceded  by  F.  W.  Pan- 
horst  who,  since  September  1,  1931, 
when  Mr.  Andrew  was  transferred  to 
duties  in  connection  with  the  con- 
struction of  the  great  San  Francisco 
Bay  span,  acted  as  Bridge  Engineer. 
Born  at  Oregon,  Illinois,  Mr.  An- 
drew graduated  as  a  civil  engineer 
from  the  University  of  Illinois  in 
1906,  since  which  he  has  been  identi- 
fied with  many  important  bridge  proj- 
ects in  the  West.  For  two  years  fol- 
lowing his  graduation  he  was  assistant 
resident  engineer  on  the  Spokane, 
Portland  &  Seattle  Railroad  bridge 
across  Willamette  River  at  St.  Johns, 
Oregon.  He  was  city  engineer  of  St. 
Johns  from  1908  to  19i3.  He  fol- 
lowed his  profession  in  Oregon  and 
Washington  and  in  1918  he  was  ap- 
pointed bridge  designer  in  the  Port- 
land office  of  the  IT.  S.  bureau  of  Pub- 


Jan.  Dec. 

Auto  trailers 545  813 

Motorcycles    1,615  2,000 

Tricars     402  405 

Trucks     16,727  18,292 

Truck     trailers 1,458  1,290 

Buses     4,230  4,405 

Total     vehicles 575,083  670,651 

Extra         passengers 

(including         bus 

passengers)    93,119  113,504 

Freight    (lbs.) 34,394,571  32,802,143 


lie  Roads.  From  1920  to  1927  he 
was  Bridge  Engineer  for  the  Wash- 
ington Department  of  Highways. 
Since  1927  he  has  been  Bridge  Engi- 
neer of  the  California  Division  of 
Highways.  He  was  in  charge  of  all 
preliminary  studies  and  borings  for 
the  San  Francisco-Oakland  Bay 
Bridge  and  of  the  design  and  con- 
struction of  the  huge  structure. 

Graduating  from  the  University  of 
Illinois  in  1915  with  B.S.  and  C.E. 
degrees,  Mr.  Panhorst  entered  the 
employ  of  the  Pennsylvania  Railroad 
as  a  designer  in  the  bridge  depart- 
ment. After  several  years  experience 
as  a  bridge  designer  for  various  rail- 
roads, the  Anaconda  Copper  ]\Iining 
Company  and  the  U.  S.  Navy,  Mr. 
Panhorst  went  to  the  State  of  Wash- 
ington where  for  six  years  he  engaged 
in  bridge  construction  work. 

In  1927,  ]\Ir.  Panhorst  came  to  Cali- 
fornia and  entered  the  service  of  the 
Division  of  Highways  as  construction 
engineer  of  bridges.  He  stepped 
naturally  into  the  shoes  of  Mr.  An- 
drew in  1931  when  the  latter  was 
called  to  San  Francisco  Bay  Bridge. 


"SLOW  GROUP"  OF  CALI- 
FORNIA HIGHWAY  SIGNS 

(Continued  from  page  13) 

The  curve  sign  with  symbol  of 
right  angle  turn  (3  or  4)  is  posi- 
tioned in  advance  of  curves  of  short 
radius,  the  symbol  showing  direction 
of  turn. 

The  )iolicy  in  deciding  the  proper 
curve  sign  is  determined  as  follows ; 

Curves  whose  deflection  angle  (the 
angle  turned  proceeding  from  the 
.straight  line  of  approach  around  the 
curve  on  to  the  straight  line  of  de- 
|)arture1  is  sixty  degrees  or  over  are 
marked  with  right  angle  curve  signs 
(3  or  4)  :  curves  of  less  than  sixty 
degrees,  are  marked  with  the  45'' 
curve  sign  (5  or  6). 

The  tee  symbol  (7)  is  jilaced  in 
iidvance  of  intersections  of  roads 
wliere  the  highway  being  traveled 
ends  in  another  highway  running  at 
right  angles,  defined  as  a  "T"  inter- 
section. 


[Eighteen] 


(February  i9}7)  California  Highivays  and  Public  Works 


^^California  Highways"  Color  Film 
Creates  Big  Demand  for  Showings 

By  EDWARD  J.  NERON,  Deputy  Director  of  Public  Works 


SINCE  its  premiere  showing  in 
Sacramento  on  October  6,  four 
months  ago,  the  all-color  film, 
"California  Highways,"  portrajdng 
pictorially  the  history  of  road  build- 
ing in  this  State  from  the  days  of  the 
Franciscan  friars  to  the  pi-esent,  has 
fully  justified  the  time  and  money 
expended  in  its  production  by  the 
Division  of  Highways. 

Designed  to  inform  the  people  of 
California  of  the  continual  develop- 
ment of  their  splendid  system  of 
State  highways  made  possible  by  the 
gas  taxes  they  gladly  contribute,  the 
film  has  been  exhibited  in  many  cities 
throughout  the  State  and  requests  for 
its  showing  are  constantly  increasing. 

Two  films  are  being  shown  at  the 
present  time  in  the  east  and  the  De- 
partment of  Public  Works  has  been 
unable  to  accede  to  all  the  requests 
for  it  that  have  been  received  from 
other  States. 

Recently,  "California  Highways" 
was  given  a  showing  in  Mexico  City 
with  the  result  that  the  Mexican  gov- 
ernment has  decided  to  produce  a 
similar  film  depicting  the  scenic  and 
other  attractions  on  the  newly-com- 
pleted national  highway  from 
Laredo,  Texas,  to  the  capital  city  of 
the  southern  republic. 

Exhibition  of  the  film  at  the  an- 
nual convention  of  the  American 
Association  of  State  Highway  Of- 
ficials in  San  Francisco  last  Decem- 
ber was  acclaimed  as  one  of  the  high- 
lights of  the  meeting  by  the  delegates 
in  attendance. 

OTHER   STATES   IMPRESSED 

A  number  of  highway  officials  of 
other  States  were  so  enthused  by  the 
beauty  of  the  picture  and  its  adver- 
tising potentialities  that  they  an- 
nounced their  intention  of  emulating 
California  and  producing  an  all-color 
film  of  their  own  State  highways. 

When  Governor  Frank  F.  Merriam 
and  Director  of  Public  Works  Eai-l 
Lee  Kelly  gave  their  approval  to  the 
proposal  of  the  Division  of  Highways 


that  such  a  picture  be  made  they  did 
so  with  the  thought  in  mind  that  the 
film  would  be  a  visual  report  to  the 
payers  of  the  gasoline  tax  that  would 
graphically  reveal  to  them  how  their 
money  is  being  spent  by  the  State  on 
highwa.ys. 

The  film  does  just  that.  Its  wide 
exhibition  has  borne  out  what  Gov- 
ernor Merriam  said  of  it  at  its 
premiere  showing. 

"This  picture."  the  Governor  said, 
"was  worth  while  making  because  it 
will  show  Californians  what  becomes 
of  the  gas  taxes  they  pay.  It  was 
worth  while  because  tliis  film  will  at- 
tract thousands  of  tourists  to  this 
State.  It  was  worth  while  because 
many  States  already  have  asked  thai 
we  loan  them  the  picture  for  showing. 
Decidedly,  it  was  worth  while  to  pro- 
duce this  picture." 

LOANED    FOR    EXHIBITIONS 

In  order  that  as  many  Californians 
as  possible  may  be  afi'orded  an  oppor- 
tunity to  view  the  film,  the  Depart- 
ment of  Public  Works  has  obtained 
four  35-millimeter  copies  of  the  film 
suitable  for  exhibition  in  theaters  and 
several  sets  of  16-millimeter  films 
which  may  be  used  by  civic  clubs,  fra- 
ternal orders  and  similar  organiza- 
tions. 

Theaters  may  have  the  film  free 
for  showing  in  their  own  standard 
projection  machines.  For  the  smaller 
size  film  the  Division  of  Highwa.vs  has 
portable  projection  machines  which  it 
sends  with  a  trained  operator  to  clubs, 
lodges,  chambers  of  commerce  and 
civic  organizations  desiring  to  view 
the  picture. 

' '  California  Highways  "  is  a  film  of 
especial  charm.  The  picture  consists 
of  355  separate  scenes  and  its  pro- 
ducers traveled  over  more  than  11,000 
miles  of  the  State  Highway  System 
jjliotographing  in  color  mountain,  val- 
ley and  desert  highways  and  their 
beautiful  scenic  attractions. 

In  cities  and  communities  where 
the  film  has  been  exhibited  the  press 


has  been  fulsome  in  its  praise  of  the 
picture.  Typical  of  newspaper  com- 
mendation is  the  following  editorial 
which  ajipeared  in  the  Appeal- 
Democrat  of  Marysville  following  a 
recent  showing  of  "California  High- 
ways" in  that  city: 

Views    of    an    Editor 

"THOSE  who  saw  the  colored  motion 
picture  of  California  highways  at  the 
State  theater  got  more  adequate  concep- 
tion than  ever  before  of  the  scope  and 
quality  of  roads  that  have  transformed 
the  trails  of  pioneer  days  into  modern 
thoroughfares.  Even  the  average  per- 
son's experience  in  driving  the  roads  fails 
to  impress  upon  him  the  composite  view 
of  our  highways  as  well  as  this  film  does, 
for  the  motion  picture  knows  no  limits  of 
time  and   distance. 

"As  we  watch  the  unwinding  of  this 
all-color  film  we  not  only  obtain  a  new 
comprehension  of  the  road  program  and 
its  infinite  demands  upon  engineering 
skill  and  public  financing,  but  we  thrill 
with  pride  at  the  scenic  beauties  of  Cali- 
fornia. It  is  a  long-established  fact  that 
no  other  State  is  so  replete  with  natural 
beauty,  but  this  screen  panorama  brings 
conviction    anew. 

'IT  IS  TO  BE  HOPED  THAT  THE 
PICTURE  IS  GIVEN  WIDE  CIRCULA- 
TION OUTSIDE  CALIFORNIA.  IT  IS 
SUFFICIENTLY  ATTRACTIVE  TO 
BRING  THE  WORLD  TO  OUR  DOORS. 
ALTHOUGH  A  GOODLY  PORTION  OF 
THE  WORLD  ALREADY  COMES  THIS 
WAY   AS   OPPORTUNITY    OFFERS. 

Worth    Investment 

"Does  the  thought  also  obtrude  that  the 
interlacing  system  of  concrete  ribbons  de- 
picted on  the  screen  has  cost  California 
a  tremendous  amount  of  money?  What  if 
it  does?  The  result  has  been  worth  the 
investment.  The  highways  we  have  built 
and  are  building,  fine  as  they  are,  do  not 
exceed  the  demands  of  modern  transpor- 
tation. 

"And  what  if  this  investment  had  not 
been  made,  or  had  been  held  to  a  par- 
simonious minimum?  Certainly  we  would 
not  get  the  pleasure  from  driving  which 
we  do,  and  many  of  the  most  delightful 
regions  would  have  remained  isolated  and 
inaccessible.  But  beyond  that,  we  could 
not  have  attracted  the  millions  of  auto- 
mobile tourists  if  we  had  nothing  to  offer 
them   when   they   arrive. 

"It  is  well  to  have  such  a  picture  as  this 
to  remind  us  of  what  fine  roads  mean  to 
California.  Frequently  in  the  past  efforts 
have  been  made  to  raid  the  funds  with 
which  these  roads  are  built,  and  such  at- 
tempts are  by  no  means  ended.  When 
they  recur  it  is  well  to  realize  that  high- 
ways are  one  of  our  best  investments  and 
to  be  on  guard  against  every  suggestion 
of  diversion.  Governor  Merriam  and  Pub- 
lic Works  Director  Kelly  have  done  a  fine 
thing  in  providing  this  film  and  the  cham- 
ber of  commerce  and  State  theater  are 
to  be  commended  for  arranging  such  an 
early  showing  here.  California  has  never 
sent  out  a  more  eloquent  exponent  of  its 
attractions." 


California  Highways  and  Public  Works  (February  i9}7) 


I  Nineteen] 


Film  Corporation 
Donates  Valuable 

Right-of-Way 

(Continued  from  page  S) 

Improvenient  Association,  City  Engi- 
neer Lloyd  Aldrich,  and  a  legal  rep- 
resentative of  the  Twentieth  Century 
Fox  Film  Corporation,  public  an- 
nouncement was  made  that  the  offi- 
cials of  this  film  corporation  had 
donated  a  100-foot  right  of  way 
through  the  studio  property  along  the 
alignment  selected  by  City  Engineer 
Aldrich  and  approved  by  the  State. 
The  studio  officials  also  cooperated 
with  the  Janss  Investment  Corpora- 
tion, and  donated  the  right  of  way 
through  the  golf  gi-ounds  between 
Heath  Avenue  and  the  studio 
grounds. 

The  city  engineer  in  making  his 
location  through  the  studio  grounds 
took  advantage  of  a  natural  draw  run- 
ning along  the  north  side  of  the  new 
Will  Eogers  Memorial  sound  stage. 
By  proper  planting  of  trees  and 
shrubbery  along  the  sides  of  this  can- 
yon after  the  road  is  built,  any  noises 
developing  along  the  traffic  artery 
will  be  screened  and  dissipated  so  as 
not  to  interfere  with  work  in  the 
studio. 

Dr.  Davenport  also  reported  the 
securing  by  donation  of  the  100-foot 
right  of  way  from  Granville  Avenue 
in  Los  Angeles  to  Nebraska  Avenue  in 
Santa  Monica,  a  distance  of  approxi- 
mately one  mile. 

With  this  fine  spirit  of  cooperation 
existing  between  the  officials  of  the 
cities  of  Los  Angeles  and  Santa 
Jlonica,  the  county  of  Los  Angeles 
and  the  State  of  California,  the  pub- 
lic-spirited property  owners  and  the 
energetic  officials  of  the  improvement 
associations  above  mentioned,  it  is 
hoped  that  continuous  progress  can 
be  made  on  this  important  major 
traffic  artery  following  a  State  high- 
way route.  No.  173,  through  the  city, 
until  the  dream  of  a  completed  high- 
way can  be  realized. 

The  total  length  of  the  Olympic 
Boulevard  project  from  the  east  city 
limits  of  Los  Angeles  to  Lincoln 
Boulevard  in  Santa  Monica  is  18.6 
miles,  of  which  2.1  miles  is  in  the  city 
of  Santa  Monica,  l.fi  miles  in  the  city 
of  Beverly  Hills  and  14.9  miles  in  the 
city  of  Los  Angeles. 

This  mileage  is  distributed  through 


Construction  History  of 
San  Francisco  Bay  Bridge 


(Continued   from  page   11) 


Xormal  hard  rock  concrete  was  used.  The 
upper  deck  is  6  inches  thick  and  58  feet 
wide.  For  the  upper  deck  light  weight  con- 
crete was  used  to  reduce  dead  load.  A 
locally  manufactured  product  known  as 
(Iravelite  was  used,  approximately  30  per 
cent  of  the  sand  content  being  normal  hard 
rock  sand.  Concrete  weighing  approximately 
100  pounds  per  cubic  foot  was  obtained  with 
an  average  strength  of  3,000  pounds  per 
square  inch.  In  order  to  guard  against 
traffic  abrasion,  a  hard  sand  mortar  top  was 
used  about  one-quarter  of  an  inch  thick.  All 
pavements  were  laid  by  means  of  a  mechan- 
ical vibrating  screed  on  a  strike-off  machine. 

The  average  day's  run  was  225  cubic  yards 
in  place,  with  maximum  day"s  of  350  cubic 
yards.  The  Hunt  Process  of  curing  was 
used. 

Tile  traffic  lane  markers  were  set  as  the 
concrete  was  laid  in  all  light-weight  con- 
crete. These  markers  consist  of  4i  x  4^- 
inch  tile  set  flush  with  the  pavement  surface. 
A  tile  having  less  than  one-half  of  1  per 
cent  absorption  was  specified  to  guard 
against  discoloration  by  road  oils. 

In  the  way  of  research  considerable  work 
has  been  done.  Early  in  the  design  of  the 
bridge  it  was  thought  proper,  and  in  some 
ea.ses  necessary,  to  make  a  considerable  ex- 
penditure along  this  line.  An  expenditure 
of  $.50,000  was  approved  by  R.  F.  C.  to 
investigate  the  question  of  riveted  joints. 
Considerable  data  was  available  in  small  sec- 
tions, but  heretofore  no  full-size  large  joints 
had  been  investigated.  The  extremely  large 
riveted  members  and  long  rivet  grips  neces- 
sary in  the  San  Francisco-Oakland  Bay 
Bridge  seemed  to  justify  such  an  investi- 
gation. 

The  large  testing  machines  at  the  Uni- 
versity of  Illinois  and  of  California  made  it 
possible.  These  tests  have  been  in  process 
for  .some  time  at  both  the  University  of 
Illinois  and  the  University  of  California  and 
some  very  interesting  results  are  being  ob- 
tained.     Full   reports  will   be  made  by   both 


the  various  cities  as  follows: 

From  Route  60,  Lincoln  Boulevard 
in  Santa  Monica  to  East  City  Limits 
Santa  Monica — 2.1  miles. 

From  East  City  Limits  of  Santa 
Monica  to  West  City  Limits  of  Bev- 
erly Hills  (This  area  in  the  City 
Limits  of  Los  Angeles) — 3.5  miles. 

From  Heath  Avenue,  West  City 
Limits  of  Beverly  Hills,  to  the  East 
City  Limits  of  Beverly  Hills  near 
Robertson  Boulevard — 1.6  miles. 

From  East  City  Limits  of  Beverly 
Hills  to  East  City  Limits  of  Los  An- 
geles at  Lidiana  Street — 11.4  miles. 

Total  length— 18.6  miles. 


of  the.se  institutions  and  I  am  sure  they  will 
be  of  great  interest  and  use  to  bridge  engi- 
neers in  future  bridge  design. 

Another  problem  which  developed  during 
construction  was  the  question  of  long  grip 
rivets.  Inch  and  one-quarter  rivets  with 
grips  up  to  eight  inches  were  required  and 
considerable  concern  was  aroused  as  to 
whether  or  not  these  rivets  were  filling  holes 
properly.  To  test  this  question  several  test 
blocks  were  made  using  grips  of  four  and 
six  inches  including  carbon  and  manganese 
rivets.  In  the  first  block  riveters  were  al- 
lowed to  use  the  equipment  and  method 
normally  used.  This  block  was  then  sawed 
along  the  rivet  center  line  and  rather  un- 
satisfactory results  were  obtained. 

Other  test  blocks  were  then  made  up, 
using  heavier  guns  with  various  modifica- 
tions of  driving  and  "bucking  up,"  also 
modifications  of  heat.  Typical  pictures  of 
blocks  will  be  shown  later.  The  general 
result  of  the  tests  led  to  the  decision  that 
best  results  could  be  obtained  by  using 
heavier  riveting  guns  and  bucking  up  with 
combination  riveting  and  bucking  up  tool. 
In  the  long  grip  rivets  it  was  found  neces- 
sary to  heat  rivets  to  a  lemon  color  rather 
than  the  conventional  cherry  red.  It  is.  of 
course,  impossible  to  follow  rules  in  detail 
in  actual  practice.  The  tests,  however,  were 
so  obvious  that  riveting  crews  were  im- 
pressed with  the  effectiveness  of  certain  pre- 
cautions and  methods.  We  all  know  how 
riveting  crews  hate  to  cut  out  rivets  and  I 
am  sure  the  tests  had  good  effect.  Some 
points  were  developed  which  might  well  be 
incorporated  in  future  specifications. 

In  conclusion  I  can  not  say  less  than  that 
our  Director  and  our  Chief  need  no  com- 
mendation to  you.  Their  ability  and  their 
personalities  are  known  to  all  of  you. 

Our  engineering  and  office  organization 
from  top  to  bottom  deserve  the  highest  com- 
mendation for  the  loyal  service  which  they 
have  performed.  Chief  engineers  and  bridge 
engineers  can  not  build  bridges  without  the 
men  who  actually  do  the  work.  Long  hours 
have  been  worked  and  their  best  has  been 
given.  I  am  sure  no  better  organization  has 
ever  been  assembled. 

Equal  commendation  is  due  to  all  con- 
tractors and  their  emplo.vees. 

We  still  have  to  build  the  interurban 
terminals,  yards,  viaducts,  bridge  track  and 
signal  systems  which  will  transport  com- 
muters across  the  bay.  Eighteen  months 
will  be  required  and  $15,000,000  additional 
will  be  spent.  We  are  certain  that  the 
second  stage  of  construction  will  be  as 
efficiently  and  successfully  completed  as  the 
first. 

Operation  of  the  vehicular  crossing  has 
l)oen  in  process  since  the  twelfth  of  Novem- 
ber. During  the  first  week  of  operation 
320,000  vehicles  crossed  the  bridge,  with  a 
maximum  of  78,000  in  one  day  and  an  aver- 
age for  three  consecutive  days  of  07,000. 


[T^venty] 


(February  i9}7)  Calif  omta  Hightvays  and  Public  Works 


Four  Additional 
Grade  Crossing 
Projects  Provided 

SAVINGS  effected  in  Works 
Progress  grade  separation  proj- 
ects in  California  for  wliich  tlie 
Federal  government  appropriated 
$7,318,141  involving  41  different 
undertakings  Jiave  enabled  the  State 
Highway  Commission  to  add  four 
more  grade  crossing  projects  to  its 
program.  Director  of  Public  Works 
Earl  Lee  Kelly  has  announced. 

The  additional  grade  separation 
work  will  cost  $306,000  and  finding 
that  this  amount  will  be  available 
out  of  the  original  total  government 
allocation  the  Highway  Commission 
at  its  December  meeting  submitted  to 
the  U.  S.  Bureau  of  Public  Roads  a 
supplemental  program  calling  for 
four  projects  in  San  Diego,  Los 
Angeles  and  San  Joaquin  counties. 

Director  Kelly  said  he  had  been 
notified  by  State  Ilighwa.v  Engineer 
C.  H.  Purcell  that  District  Engineer 
C.  H.  Sweetser  of  the  Bureau  of  Pub- 
lic Roads,  San  Francisco,  has  given 
his  approval  to  the  additional  ]iroj- 
ects. 

The  sum  of  $195,000  will  be  spent 
to  eliminate  a  grade  crossing  on  San 
Gabriel  Boulevard  in  Los  Angeles  at 
the  point  where  the  Union  Pacific 
Railroad  crosses  the  State  highway  at 
Pico.  San  Gabriel  Boulevard  is  being 
developed  into  a  main  thoroughfare. 

A  major  line  change  is  being  made 
in  the  State  highway  at  San  Onofro 
north  of  Oceanside  in  San  Diego 
County  and  $85,000  will  be  expended 
to  construct  a  concrete  overhead 
where  the  Atchison,  Topeka  &  Santa 
Fe  crosses  the  highway. 

SOLANO    BEACH    PROJECT 

A  concrete  overhead  to  carry  the 
Atchison,  Topeka  &  Santa  Fe  across 
the  county  road  at  Solano  Beach 
north  of  San  Diego  will  be  con- 
structed at  a  cost  of  $20,000.  The 
Solano  Beach  road  connects  with  the 
State  highway  at  the  San  Diego  fair 
grounds. 

The  Central  California  Tractim: 
Company  is  removing  its  tracks  on 
Wilson  Wav  in  the  eastern  section 
of  Stockton  and  $6,000  will  be  do- 
voted  to  repaving  and  widening  that 
thoroughfare  after  removal  of  the 
tracks  is  accomplished. 


An  Appreciation 

John  W.  Howe, 
Editor,  California  Highways 
and  Public  Works, 
Sacramento,  California. 

Dear  Mr.  Howe : 

I  subscribe  for  many  maga- 
zines, but  the  one  I  read  most 
promptly  and  most  thoroughly 
is  the  one  I  receive  free,  "Cali- 
fornia Highways  and  Public 
Works." 

It  is  really  quite  a  thrill  to 
me  to  follow  by  its  wonderful 
pictures  and  informative  arti- 
cles the  progress  of  California's 
marvelous  State  Highway  Sys- 
tem, and  the  other  great  public 
works  which  the  Department 
of  Public  Works  is  carrying 
out. 

I  think  the  Department 
through  you  is  doing  quite  a 
wonderful  thing  by  the  publi- 
cation of  this  magazine  which 
you  so  ably  edit.  By  it,  citizens 
and  taxpayers  not  only  have  tlie 
facts  and  figures  of  Highway 
budgets  and  expenditures,  but, 
outside  of  these  important  but 
dry  statistics,  are  told  in  a  most 
interesting  way  of  the  great 
feats  of  engineering  and  con- 
struction going  on  as  just  a 
part  of  the  day's  work  through- 
out the  State. 

I  hope  this  magazine  is 
widely  circulated  for  I  know  it 
must  be  greatly  appreciated  by 
all  who  receive  it. 

Very  sincerely  yours, 

(Signed) 

JAMES  M.  BURKE, 
Visalia,  California. 


State  Highway  Commissioner 
Stanton  Feted  on  Birthday 

Attending  a  meeting  of  the  Cali- 
foi-nia  Highway  Commission  at  Sac- 
I'ameiito  on  February  4th  Commis- 
sioner Philip  A.  Stanton  of  Anaheim 
was  the  recijiient  of  many  congratu- 
lations  on    his   sixty-nintii   birthday. 

The  headquarters  staff  of  the  De- 
]iartment  of  Public  Works  tendered 


252,727  Tourist 
Autos  Entered 
State  Last  Year 

TWENTY-SEVEN  foreign  coun- 
tries, four  distant  United  States 
possessions  and  territories,  and 
the  forty-eight  States  of  the  Union 
were  represented  in  the  252,727  non- 
resident cars  that  entered  California 
in  1936. 

This  represents  an  increase  of  more 
than  eighteen  per  cent  over  the  1935 
total  of  213,428,  according  to  Director 
Ray  Ingels  of  the  Department  of 
Motor  Vehicles.  The  number  of  per- 
sons in  the  cars  was  given  as  757,167 
last  year,  an  increase  of  twenty-three 
per  cent  over  the  1935  total  of 
615,728. 

Arizona  headed  the  list  with  19,345 
cars,  followed  by  Oregon  with  17,300; 
Washington  was  third  with  14,451, 
and  Texas  was  fourth,  when  12,551 
automobiles  entered  from  that  State. 

Delaware  sent  fewer  cars  than  any 
other  State — eighty-four — being  sur- 
passed by  the  Territory  of  Hawaii, 
408,  and  the  Republic  of  Panama,  116. 

Canada  led  all  foreign  countries 
with  3,465.  Mexico  was  second  with 
371.  Two  cai"s  bearing  Australian 
plates  traveled  half  way  round  the 
world  to  reach  California.  Two  also 
came  from  India. 

Nonresident  permits  were  issued  to 
one  or  more  visitors  from  each  of  the 
following  distant  points:  Argentine, 
Austria,  Chile,  China,  Costa  Rica, 
Ckiba.  Czechoslovakia,  Dutch  West 
Indies,  El  Salvador,  England,  France, 
Frencli  Indo-China,  Germany,  Guam, 
Honduras,  Jamaica,  Philippines, 
Venezuela,  and  the  West  Indi(>s. 

him  a  birthday  party  at  the  Senator 
Hotel  that  night.  A  huge  cake  with 
twenty-one  lighted  candles  adorned 
the  banquet  table  and  the  guest  of 
honor  blew  out  the  candles  with  all 
the  gusto  of  a  six-year-old. 

Among  those  present  at  the  dinner 
were  Director  of  Public  Works  Earl 
Lee  Kelly,  Assistant  Director  Justus 
F.  Craemer,  Deputy  Director  Edward 
J.  Neron,  Harry  A.  Hopkins,  chair- 
man of  the  California  Highway  Com- 
mission ;  State  Highway  Engineer  C. 
H.  Purcell,  Highway  Commissioner 
H.  R.  Judah,  and  Julien  D.  Roussel, 
secretary  of  the  Highway  Commission. 


California  Hightvays  and  Public  Works  (February  i9}7) 


[Twenty-one] 


Underpass  Eliminates  Dangerous 
Grade  Crossing  at  Palo  Alto 


By  IRWIN  T.  JOHNSON,  Resident  Ensineer 


THE  new  Emliai'cadero  Road 
Tiiderpass  in  Palo  Alto  was 
officially  opened  to  the  public 
recently  by  Harry  A.  Hopkins, 
Chairman  of  the  California  High- 
way Commission,  at  an  impressive 
ceremony  sponsored  bv  the  citv  of 
Palo  Alto. 

Mayor  C.  H.  Judson  acted  as 
master  of  ceremonies,  introducinji'  the 
speakers  who  inehided  Edward  J. 
Neron,    Deputy    Director    of    Public 


E.  Iioth  of  Stanford  University, 
predicted  that  its  construction  would 
stimulate  traffic  flow  to  Embarcadero 
Road  which,  in  a  relatively  short 
time,  wonld  handle  more  traffic  than 
University  Avenue  in  Palo  Alto ;  be- 
coming more  and  more  a  principal 
entrance  to  the  campus  and  serving 
future  nrban  development  on  the 
campus  property. 

The  Embarcadero  Road  Underpass 
is    located    on    an    important    lateral 


The  situation  confronting  the  de- 
partment in  its  construction  was  com- 
plicated by  the  District  High  School 
ad,iacent  to  and  west  of  the  crossing, 
with  over  a  thousand  children  using 
the  crossing  four  times  a  day,  and  the 
location  of  the  "Stadium"  station  ot' 
the  railroad  directly  at  the  crossing. 

Included  in  the  work  of  construc- 
tion are  ramji  facilities  at  each  side  of 
Embarcadero  Road  for  handling  rail- 
road passengers  during  football  games 


Official  group  at  dedication  of  Embarcadero  Underpass  at  Palo  Alto:  Left  to  right,  Andrew  W.  Hoy;  F.  S.  Miller.  Assistant  City 
Engineer;  Col.  Chas.  B.  Wing;  C.  E.  Ashworth,  chairman  Palo  Alto  Planning  Commission;  Prof.  E.  C.  Thomas,  member  City 
Council;  O.  F.  Campbell,  chairman  Board  of  Public  Works;  Prof.  E.  L.  Grant,  Board  of  Public  Works;  Mayor  C.  H.  Judson;  Col  Jno. 
H.  Skeggs,  District  Engineer,  State  Division  of  Highways;  Chairman  Harry  A.  Hopkins,  State  Highway  Commission;  City  Engineer 
J.  F.  Byxbee;  Deputy  Director  Edward  J.  Neron,  State  Department  of  Public  Works;  G.  G.  Bertsche;  G.  D.  Whittle,  Bridge  Engineer; 
L.  H.  Anderson,  Deputy  City  Engineer;  President  D.  A.  Mendenhall,  Chamber  of  Commerce;  I.  T.  Johnson,  Resident  Engineer; 
Col.    E.    L.    Hayden. 


Woi'ks.  An  informal  hnicheon  was 
served  the  guests  at  noon  on  the 
Stanford  campus  and  the  Palo  Alto 
High  School  Band  and  several  troops 
of  Boy  Scouts  enlivened  the  proceed- 
ings conducted  at  the  new  structure. 
i\Ir.  Ho])kins  graciously  tei-med  the 
Kmbarcadero  Underpass  tiie  most 
thoroughly  treated  and  architec- 
turally pleasing  of  the  new  structures 
he  had  yet  dedicated.     Controller  A. 


between  the  El  Camino  Real  and  the 
Bayshore  Highway,  at  the  crossing  of 
the  double-track  line  of  the  Coast 
Divisioji  of  the  Southern  Pacific  Com- 
pany. Constniction  of  the  separation 
was  effected  by  the  Division  of  High- 
ways, Bridge  Department,  under  the 
(rrade  Separation  Program  of  the 
Federal  Government,  the  entire  cost 
of  the  work  being  borne  by  the  United 
States  Government. 


withont  grade  crossing ;  carrying 
Alma  Street,  paralleling  the  railroad, 
over  the  depressed  roadway ;  revision 
of  all  nnderground  ntilities  and 
sewers;  and  revisions  to  the  existing 
streets  and  approaches. 

The  separation  is  constructed  on  an 
offset  line  througli  the  de])ressetl  pcu'- 
tion  to  take  advantage  of  an  existing 
city  jiark  and  about  an  acre  of  the 

(rontiiuied    on    pnse    2i;) 


|Twenty-two] 


(February  i9i7)  California  Hightvays  and  Public  Works 


The  Embarcadero  Underpass  at  Palo  Alto  eliminates  a  dangerous  traffic  point  formed  by  the  intersection  of  the  Southern  Pacific 
main  line  tracks  and  the  Embarcadero  lateral  connecting  El  Camino  Real  State  Highway  with  the  Bayshore  Highway — a  crossing 
daily  used  by  a  large  number  of  high  school  pupils  and  Stanford  students  and  by  the  large  football  crowds  on  game  days  to  and 
from  the  adjoining  Stadium  Station.  The  underpass  carries  the  Embarcadero  roadway  beneath  the  tracks  of  the  railroad  and  the  road- 
way of  Alma  Street  both  of  which  are  accommodated  on  the  structure  above.  The  top  picture  shows  the  wide  subway  for  the  Embarca- 
dero lateral  swinging  down  to  the  underpass  with  pedestrian  ramps  on  either  side.  Inset  is  a  view  of  the  structure  that  carries  railroad 
and  Alma  Street  over  the  subway.  At  bottom  is  the  scene  on  dedication  day  showing  the  crowd  at  the  speakers'  stand  and  the  high 
school   band   grouped   on   the   steps. 


California  Hightvays  and  Public  Works  (January  m?) 


|Twenty-three  J 


DIVISION  OF 

^  ,      WATER  RESOURCES 

^-'^^^^tef  f^^pfc#        OFFICIAL  REPORT 

sj|,J4'j,   Wjja    ■/     ^J?;^,r,  ,|  FOR  THE  MONTH  OF 

MS-lliAi  January,  1937 

i»-»^4^»:»^»»..^5?^niV,-  EDWARD  HYXTT:State  Engineer 


Verification  by  the  U.  S.  Bureau  of 
Reclamation  of  the  investigations  of 
engineers  of  tlie  Department  of  Pub- 
lie  Works  upon  which  the  latter  based 
their  recommendations  in  favor  of  the 
Kennett  dam  site  for  the  Central  Val- 
ley Project  was  highly  gratifying  to 
Director  of  Public  Works  Earl  Lee 
Kelly  and  the  Water  Project  Author- 
ity of  the  State  of  California. 

John  C.  Page,  Commissioner,  U.  S. 
Bureau  of  Reclamation,  reported  to 
Secretary  of  the  Interior  Harold  L. 
Ickes,  that  the  storage  reservoir  on  the 
Sacramento  River  will  Ije  constructed 
at  the  Kennett  dam  site,  provided 
that  satisfactory  arrangements  can  be 
made  promptly  with  the  Southern 
Pacific  Railway  Company  for  moving 
its  tracks  from  the  reservoir  site. 

"The  Bureau  of  Reclamation  engi- 
neers have  found  that  the  Kennett 
site  is  unquestionably  a  safe  site  for 
a  dam  of  a  height  sufficient  to  provide 
the  storage  that  will  be  necessary," 
Mr.  Page  said.  "The  exact  height  of 
the  dam  to  be  constructed  has  not 
been  determined ;  however,  this  will 
not  delay  the  start  of  construction. 
The  dam  will  at  least  be  of  a  height 
sufficient  to  provide  3,000,000  acre 
feet  of  storage." 


IRRIGATION    DISTRICTS 


Following  investigations  conducted  in  the 
proposed  E.xeter  and  Lindmore  irrigation 
<Iistricts,  favorable  reports  were  submitted 
to  the  Board  of  Supervisors  of  Tulare 
County,  as  to  feasibility  of  the  projects,  and 
recommendations  made  that  organization 
<>lections  be  approved  at  final  hearings.  The 
districts  plan  to  .secure  their  water  supply 
from  the  Priant-Kern  Canal  of  the  Central 
Valley  Project. 

Owens  Valley  Irrigation  District  in  Inyo 
■County  was  dissolved  by  court  order  on 
December  24,  1936,  in  an  uncontested  action 
brought  by  the  Attorney  General.  The  dis- 
trict has  been  inactive  since  acquisition  of 
the  water  supply  by  the  city  of  Los  Angeles. 

Loans  recently  authorized  by  the  Recon- 
struction Finance  Corporation  to  California 
irrigation  districts  include  :  Carmichael,  $53,- 


I  Twenty-four] 


000,   Citrus  Heights,  $80,000,  and   Paradise, 
$20,000. 

Districts  Securities  Commission 

The  petition  of  La  Mesa,  Lemon  Grove 
and  Spring  Valley  Irrigation  District  for 
approval  of  a  new  bond  issue  in  the  amount 
of  $145,000  was  granted.  The  proceeds  will 
be  used  for  repairs  on  the  distribution 
system. 


SACRAMENTO    FLOOD    CONTROL 
PROJECT 


Construction  has  been  commenced  by  the 
War  Department  on  the  first  units  of  the 
Bear  River  .system.  This  includes  a  drain- 
age collecting  system  north  of  the  Bear 
River  and  east  of  the  Western  Pacific  Rail- 
road, and  the  levee  on  the  north  side  of  the 
Bear  River  between  Carlin  bridge  and  Dry 
Creek. 

Flood   Measurements   and   Gages 

All  of  the  thirty-five  recording  water  stage 
stations  under  charge  of  this  office  are  now 
in  operation  and  in  good  condition.  Several 
of  the  stations  have  been  remodeled  and 
practically  all  of  them  have  been  repaired. 
Radio  sending  equipment  is  being  installed 
in  the  stations  at  Coloma  on  the  south  fork 
of  the  American  River,  Rattlesnake  Bridge 
on  the  north  fork  of  the  American  River, 
Nicolaus  on  the  Feather  River  and  Ord's 
Ferry  on  the  Sacramento  River. 


FLOOD  CONTROL  AND 
RECLAMATION 


Sacramento  Flood  Control  Project 

A  small  crew  in  the  Sutter  area  has  been 
engaged  in  routine  maintenance  work  on 
drainage  canals,  levees  and  structures.  Fol- 
lowing the  light  rains  the  roads  on  the  levees 
have  been  bladed  with  equipment  borrowed 
from  Sutter  County.  The  canals  tributary 
to  pumping  plant  No.  3  have  been  cleaned 
by  a  dragline  excavator,  and  the  machine  is 
now  engaged  on  cleaning  ditches  tributary 
to  pumping  plant  No.  2.  An  approach  has 
been  constructed  at  pumping  plant  No.  3  and 
additional  material  has  been  placed  on  the 
Wadsworth  Canal  levee  near  the  Franklin 
Road  bridge. 

The  south  levee  of  the  Sacramento  By- 
pass and  the  road  on  top,  near  the  drainage 
plant  of  District  785,  have  been  repaired. 
Inuring  the  past  several  years  there  has 
been  .slipping  of  material  at  this  point  fol- 
lowing heavy  rains.  Fifty  tons  of  rock  were 
placed  on  the  road  surface. 


Ifelicf  Lahor  ^Vork 

Clearing  of  the  flood  channels  of  the 
Feather  River  north  of  Marysville  has  pro- 
ceeded with  a  relief  labor  crew  of  sixty  men. 
This  may  be  increased  during  February  1st 
to  approximately  one  hundred  men. 

Forty  relief  labor  men  have  been  engaged 
in  clearing  in  the  Tisdalc  By-pass,  operating 
out  of  the  State  Relief  Administration  Camp 
No.  7  in  Reclamation  District  No.  1500.  It 
is  expected  that  this  crew  will  be  increased 
to  eighty  men  shortly. 

Bank  Protection  Program 

Progress  in  the  construction  of  permanent 
bank  protection  works  on  the  Sacramento 
River  under  the  State-Federal  cooperative 
program  of  June,  1932,  has  been  satisfac- 
tory. The  whole  program  is  approximately 
00  per  cent  complete. 


SUPERVISION   OF  DAMS 


Application  for  enlargement  of  the  Dan- 
hauser  Dam  was  approved  on  .January  15, 
1937.  The  increase  in  height  is  approxi- 
mately 2  feet  and  the  increase  in  storage 
capacity  about  350  acre  feet. 

Construction  work  on  the  San  Gabriel 
Number  1  Dam  of  the  Los  Angeles  County 
Flood  Control  District  is  progressing  as  is 
the  work  of  the  Metropolitan  Water  Dis- 
trict on  the  Cajalco  Dam. 

Repair  work  on  the  Lake  Hodges  Dam  has 
been  completed. 

Work  on  Grant  Lake  and  Long  Valley 
Dams  of  the  City  of  Los  Angeles  has  been 
discontinued  because  of  climatic  conditions. 
Work  on  the  O'Shaughnessy  Dam  of  the  City 
of  San  Francisco  has  also  been  discontinued 
because  of  the  weather. 

Revised  plans  for  the  Gene  Wash  and 
Copper  Basin  dams  of  the  Metropolitan 
Water  District  have  been  submitted  and  are 
under  study. 

The  field  work  of  the  office  has  been  some- 
what curtailed  during  the  past  month  be- 
cause of  weather  conditions,  although  the 
usual  maintenance  and  operation  inspections 
have  been  made. 


WATER    RIGHTS 


Supervision  of  Appropriation  of  Water 

Twenty-five  applications  to  appropriate 
water  were  received  during  December,  34 
were  denied  and  21  were  approved.  During 
the  month  20  permits  were  revoked,  5  were 
licensed  and  1  license  was  revoked. 


(February  19 }7)  California  Highivays  and  Public  Works 


Water  Distribution 

A  financial  statement  for  1937  for  each  of 
the  followins  water  master  districts  has  been 
irepared :  Owl,  Soldier.  Emerson,  Cedar, 
)eep  and  Mill  Creek  Water  Master  Districts 
(in  Surprise  Valley,  Modoc  County)  ;  New 
ine,  Davis,  and  Franklin  Creek  Water 
Master  Districts  (in  Goose  Lake  Valley. 
Mcdoc  County)  ;  South  Fork  of  Pit  River, 
ne  Creek,  Hot  Springs  Valley  and  Big  Val- 
ey  Water  Master  Districts  (in  Modoc  and 
Classen     Counties)  ;     Shasta     River     Water 

« Master  District  (in  Siskiyou  County)  ;  Hat. 
Burney  and  Cow  Creek  Water  Master  Dis- 
tricts (in  Shasta  County). 


SACRAMENTO-SAN    JOAQUIN 
WATER   SUPERVISION 


During  the  past  month  the  activities  of 
this  office  have  been  confined  to  office  work 
in  making  ready  data  to  publish  a  report 
showing  the  amount  of  water  diverted  from 
and  returned  to  streams  in  the  Sacramento- 

n  Joaquin  territory.  The  report  will  also 
show  the  amount  of  land  irrigated,  the  flow 
n  the  stream  channels  and  the  rate  of  ad- 
vance and   retreat   of   salinity   in   the   delta. 

There  has  been  no  sustained  increase  in 
the  flow  in  valley  streams.  The  flow  of  the 
Sacramento  River  at  Sacramento  is  about 
5000  second  feet. 

There  has  been  a  slight  reduction  of 
nlinity  in  the  delta.  Sampling  is  lieing  car- 
icd  on  at  certain  key  stations  throughout 
the  delta. 

California  Cooperative  Snow  Surveys 

During  December  the  first  extended  storms 
nf  the  season  blanketed  the  Sierra  with 
snow.  Temperatures  during  the  storm 
periods  were  low  and  snow  fell  at  very  low 
U'vations.  The  record  cold  weather  follow- 
ng  these  storms  has  maintained  the  snow 
line  at  low  elevations. 

In  the  otfice,  work  has  continued  on  a 
compilation  of  precipitation  and  runoff  data 
and  the  working  up  of  the  natural  flows  that 
iirred  during  the  past  season.  The  actual 
historical  figures  compare  well  with  those 
estimated  in  the  April  snow  survey  bulletin. 
One  or  two  of  these  have  as  yet  not  been 
worked  up.  but  they  will  be  completed  as 
soon  as  necessar.v  data  is  received. 

Preliminary  work  is  being  done  prepara- 
tory to  issuing  the  first  snow  survey  bulletin 
of  the  year,  scheduled  for  release  about 
bruary  10th. 

Federal  Cooperation — Topoijraphic  Mapping 
Progress  was  made  during  December  in 
the  topographic  mapping  of  Avenal  Quad- 
rangle in  San  Luis  Obispo  and  Santa  Bar- 
bara Counties  and  there  was  some  office 
work  on  the  Downieville  Quadrangle  in 
Plumas  and  Sierra  Counties. 

Advance  sheets  of  Yreka,  Burney  and  Mt. 
Emma  Quadrangles  are  now  available.  The 
first  two  are  Fe<leral  sheets  and  the  last  was 
done  by  the  tl.  S.  Geological  Survey  in 
cooperation  with  Los  Angeles  County.  The 
Yreka  Quadrangle  covers  an  area  in  Siskiyou 
County  and  is  published  on  a  scale  of  1 :96,- 


Kennett  Project  W!ll 
Safeguard  All  Water  Users 


ASSURANCES  that  the  Water 
Project  Authority  of  the  State 
of  California  will  zealously 
guard  the  interests  of  all  owners  of 
land  and  water  rights  in  the  San 
Joaquin  Valley  in  the  construction  of 
the  Central  Valley  Project  were 
given  by  Director  of  Public  Works 
Earl  Lee  Kelly  to  representatives  of 
many  property  holders  and  irrigation 
districts  affected  by  the  ;?rojeet  at  a 
recent  meeting  of  the  authority. 

"The  Central  Valley  Project,"  Di- 
rector Kelly  said,  "is  progressing 
quite  satisfactorily.  Since  the  Janu- 
ary session  of  the  authority  three  im- 
portant and  very  gratifying  develop- 
ments have  occurred.  The  Federal 
government  has  determined  that  the 
Kennett  dam  site  is  the  most  suit- 
able for  the  project,  thus  verifying 
the  investigations  of  our  own  engi- 
neers on  the  subject :  the  Contra 
Costa  conduit  unit  of  the  project  has 
been  advertised  for  bids,  and  jMr. 
John  C.  Page  has  been  appointed 
Commissioner  of  the  United  States 
Bureau  of  Reclamation.  All  of  us 
have  occasion  to  rejoice  that  these 
steps  have  been  taken." 


NO   WATER  DIVERSION 

Some  of  the  representatives  of 
water  users  in  the  upper  San  Joaquin 
Valley  expressed  fear  that  if  Friant 
Dam  is  completed  before  Kennett, 
dam  water  stored  there  would  be 
diverted  to  points  south  in  Ttilare, 
Kern,  and  Kings  counties  to  the  detri- 
ment of  the  upper  valley  landowners. 

"The  Water  Project  Authority," 
Mr.  Kelly  declared,  "never  will  ap- 
prove of  any  move  to  divert  water 
from  one  section  of  the  State  to 
another  where  such  diversion  would 
be  harmful  to  any  owner  of  water 
and  land  rights.  The  interests  of  all 
present  holders  of  such  rights  will  be 
carefully  guarded.  Friant  Dam  is 
only  one  unit  of  the  main  project. 
Kennett  Dam  is  another,  the  Contra 
Costa  conduit  is  another. 

"All  are  component  parts  of  the 
general  project  and  the  Water  Proj- 
ect Authority,  in  looking  forward  to 
the  completion  of  the  whole  under- 
taking, is  determined  to  safeguard  all 
existing  water  rights  and  to  see  to  it 
that  no  section  of  the  State  benefits 
at  the  expense  of  any  other  section." 


000  with  contour  intervals  of  50  and  100 
feet.  The  Burney  Quadrangle  covers  an 
area  in  Shasta  County  and  is  published  on 
a  scale  of  1  :96,000  with  a  contour  interval 
of  100  feet.  The  Mt.  Emma  Quadrangle 
covers  an  area  in  Los  Angeles  County  and 
is  published  on  a  scale  of  1 :24.000  with  a 
contour  interval  of  25  feet. 


cleared  for  the  start  of  work  in  two  divisions 
of  the  project.  I  anticipate  construction  to 
proceed  rapidly." 


WATER  RESOURCES 


CENTRAL  VALLEY  PROJECT 


Comparative  studies  of  the  alternative 
sites  for  the  large  storage  reservoir  on  the 
Sacramento  River,  which  is  the  key  to  the 
Central  Valley  project,  indicate  that  the 
Kennett  site  is  sui)erior  from  an  economic 
standpoint  to  the  others,  that  its  foundation 
is  secure,  and  that  a  larger  amount  of  hydro- 
electric power  can  he  developed  there  than 
at  either  Table  Mountain  or  Baird. 

Commissioner  Page  of  the  U.  S.  Bureau 
of  Reclamation  informed  Secretary  Ickes 
that  bids  were  being  invited  for  the  con- 
struction of  the  first  four  mile  section  of 
the  Contra  Costa  Canal  and  that  they  would 
be  opened  on  March  1st. 

"It  is  gratifying,"  Secretary  Ickes  said, 
"that  the  complex  preliminary  work  on  the 
great  Central  Valley  project  is  now  drawing 
ti>    a    close ;    with    the   way    now   apparently 


South  Coastal  Basin  Investigation 

Good  progress  has  been  made  in  the  field 
and  office  on  the  South  Coastal  Basin  In- 
vestigation during  the  month  of  .January. 

San  Luis  Rey  River 

Work  upon  the  report  covering  the  investi- 
gation and  survey  of  San  Luis  Rey  River 
in  San  Diego  County  for  the  purpose  of 
securing  data  and  preparing  plans  for  flood 
control,  rectification  of  river  channels  and 
conservation  and  utilization  of  the  waters  of 
the  San  Luis  Rey  made  by  the  Division  of 
Water  Resources  in  cooperation  with  WPA, 
City  of  Oeeanside,  County  of  San  Diego  and 
Carlsbad  Mutual  Water  Company  has  con- 
tinued during  the  month. 


"Do  you  mean  to  say,  sir.  that  .lock 
McGregor  is  a  Scotchman  you  can't  accuse 
of  being  tight  with  his  money?" 

"Yes.  he  always  leaves  it  home  when  he 
goes  out  to  get  tight." 


California  Hightvays  and  Public  Works   (February  isy?) 


I  Twenty-five  1 


Underpass  Eliminates 
Dangerous  Grade 
Crossing  at  Palo  Alto 


high  school  grounds,  and  saved  a  con- 
siderable property  damage  to  the  city. 
The  pedestrian  ramps  are  built  on 
15%  grades  and  are  each  about  80 
feet  long  and  10  feet  wide.  The 
depressed  roadway  has  a  width  of 
32.5  feet  and  vertical  clearance  of  14 
feet.  Sidewalks  are  built  on  each 
side,  10  feet  wide,  carried  through 
the  abutments  8  feet  wide.  Below 
these  abutment  walks  are  large 
chambers  used  to  store  surface  water 
during  storms. 

One  of  the  interesting  features  of 
the  work  was  the  method  devised  to 
handle  storm  runoff.  The  only  avail- 
able storm  sewer  for  discharge  was  a 
10-inch  pipe,  already  used  to  about 
60*^^  of  its  capacity.  In  order  to 
have  handled  storm  water  without 
storage  a  pij^e  twice  this  size  would 
have  been  required. 

STORAGE    CHAMBERS   PROVIDED 

It  was  decided  to  build  these  stor- 
age chambers  under  the  abutments  to 
store  the  iieak  runoff,  based  on  flood 
intensity  records.  These  chambers 
can  .store  93,500  gallons  of  water 
before  the  subwaj^  is  flooded,  although 
it  is  planned  to  store  only  about 
70,000  gallons  maximum,  leaving  a 
33%  factor  of  safety.  A  compli- 
cated system  of  stilling  wells  and 
float  switches  to  the  small  discharge 
pump  operate  to  permit  ordinary 
street  drainage  to  use  the  storm 
sewer  during  a  rain  storm,  storing 
water  under  the  abutments  at  the 
same  time,  thus  preventing  any 
flooded  streets.  As  the  level  of  this 
ordinary  sewer  flow  drops  to  negli- 
gible point,  the  pump  operates 
against  a  check  valve  set  in  the 
storm  sewer.  Where  storm  water 
rises  to  a  dangerously  high  level  in 
the  storage  chambers,  the  pump  starts 
regardless  of  the  elevation  of  the 
.sewer  flow,  pumping  against  the  check 
with  the  full  capacity  of  the  sewer. 

TRAFFIC  PROBLEM  SOLVED 

Provisions  are  made  for  three  rail- 
road tracks  at  the  crossing,  furnished 
with  wide  concrete  sidewalks  and  con- 
crete railings.  Station  platform 
facilities  are  ])rovided  for  about  1000 

(Continued  on  page  28) 


[T-wenty-six] 


New  Bumposraph  Devised 

for  Asphalt  Concrete  Pavement 

By  E.  L.  SEITZ,  Resident  Engineer 


ASPHALT  conci-ete  pavement 
recpiires  close  and  accurate 
straight-edging  during  con- 
struction in  order  to  find  and  elimi- 
nate all  bumps  while  the  material  is 
still  in  a  workable  condition.  In 
order  to  facilitate  the  locating  of  ir- 
regularities, several  types  of  devices 
more  or  less  crude  in  construction, 
have  been  built  in  District  VII,  both 
by  field  assistants  on  the  job  and  by 
the   district  shop. 

Under  the  author's  direction,  there 
has  recently  been  constructed  a  device- 
he  terms  a  "bmupograiih"'  which  has 
]n'()ven  of  consideralile  value  in  find- 
ing the  high  s]i()ts  in  this  type  of 
l)avement. 

The  device  consists  essentially  of  a 
wooden  frame  hinged  in  the  middle 
and  supported  by  a  bicycle  wheel  at 
each  end,  with  two  wheels  at  the 
middle  hinge.  One  end  of  the  frame 
extends  well  beyond  the  middle, 
acting  as  the  primary  ai-m  of 
a  com]iound  lever.  No  springs  or 
weights  are  required  and  the  weight 
of  the  machine  has  been  reduced  to 
about  30  lbs.  as  against  about  80  lbs. 
for  former  devices.  The  hinge  per- 
mits the  machine  to  be  folded  so  that 
it  can  be  transported  by  auto. 

MARKING    CRAYON   IMPORTANT 

Successful  operation  of  the  bumpo- 
graph  depends  greatly  on  maintain- 
ing the  marking  crayon  at  a  fixed 
position  in  respect  to  the  crayon 
holder.  After  trying  out  a  number  of 
devices,  it  was  found  that  the  worm 
feed  proved  most  satisfactory.  A 
rubber  wheel  about  two  inches  in 
diameter  is  attached  to  the  end  of  the 
crayon  holder  so  that  the  tread  of  the 
wheel  bears  against  the  pavement 
surface  when  the  crayon  arm  is 
lowered  to  marking  position.  Rota- 
tion of  this  wheel  turns  a  feed  screw 
through  the  medium  of  a  spiral  gear 
on  the  axle  of  the  wheel  and  a  worm 
gcai'  on  the  feed  screw,  and  a  lug 
lixed  to  a  nut  on  the  screw  extends 
thi-ough  a  vertical  slot  in  the  era  von 


holder,  so  as  to  bear  against  the 
crayon  and  feed  it  downward  through 
the  holder. 

When  the  crayon  has  been  fed 
down  even  w'ith  the  tread  of  the 
wheel,  it  also  bears  on  the  pavement 
and  tends  to  carry  a  part  of  the 
weight  of  the  crayon  arm  and  holder, 
and  as  the  wheel  is  relieved  of  part 
of  the  weight  there  is  insufficient 
traction  to  continue  its  rotation,  and 
the  crayon  is  fed  only  to  that  point 
e\en  with  the  wheel.  As  the  crayon 
wears  away,  the  load  is  again  tran.s- 
ferred  to  the  wheel  and  the  crayon 
again  fed  downward.  In  this  man- 
ner, the  craj^on  is  automatically  kept 
at  a  fixed  distance  beyond  the  end  of 
the  holder  and  refpiires  no  attention 
exce|it  replacement. 

Railroad  crayon,  1  inch  diameter 
by  4  inches  long,  has  been  found  best 
for  marking  bumps,  leaving  a  heavy 
white  mark  which  does  not  fade  out 
from  jiavement  heat. 

IJUMPS  EASILY    MARKED 

The  bvrtnpograph  is  positive  in 
action  and  sufficiently  sensitive  li^ 
mark  bumps  Vio  indi  high  over  ,i 
length  of  5  feet  or  less.  By  means  of 
an  adjusting  screw  on  the  marker 
arm,  the  height  of  the  bump  to  be 
marked  can  be  selected.  The  adjust- 
ment is  generallj-  made  so  that  ^  incii 
bumps  will  be  marked,  and  this  is 
best  done  by  wheeling  the  bumpo- 
grapli  over  a  given  section,  raea.suring 
the  bumjis  marked  with  a  straight- 
edge and  changing  the  adjusting 
screw  until  the  desired  height  of  the 
bum))  is  marked. 

Machines  were  first  tried  out  with 
multiple  marking  arms,  each  arm  be- 
ing adjusted  to  mark  bumps  of  dif- 
ferent heights.  By  this  means,  the 
height  of  the  bump  was  indicated  by 
the  number  of  marks.  However,  it 
has  been  found  that  when  the  bumpo- 
graph  is  sufficiently  sensitive,  the 
character  of  the  marldng  wiU  indi- 
cate not  only  the  height  of  the  bump 
but    other    characteristics    as    well. 


(February  19)7)  California  Hightvays  and  Public  Works 


"Bumpograph"  devised  by  Resident  Engineer  E.  L.  Seitz  consists  of  a  wooden  frame  supported  by  a  bicycle  wheel  at  each  end 
and  two  wheels  at  the  middle  hinge  where  marking  device  is  located.  At  right,  the  machine  folded  for  transportation.  At  bottom, 
Mr.  Seitz  operating  the  machine  and  carrying  straight  edge.  At  right,  close-ups  of  marking  device  showing  feed  screw  for  crayor 
and    device    in    position. 


Wlien  the  operator  has  learned  to 
interpret  the  marks  left  by  the 
bumpograpli.  much  vahiable  infor- 
mation may  be  had. 

Let  us  assume  that  the  bumiiojirapii 
has  been  adjusted  to  mark  a  mini- 
nuim  bump  of  §  inch  and  has  been 
wheeled  over  a  section  of  pavement 
(in  i)aths  2  feet  to  3  feet  apart  for 
the  full  width  of  the  pavement.  If  a 
short  mark  of  1  foot  or  less  is  made, 
possibly  formed  by  a  I'oller  stop,  one 
111-  two  |iasses  with  the  cross-roller 
will  iriiH  it  out.  Two  or  three  foot 
marks  showing-  J  inch  to  l  inch 
bumps  indicate  a  change  in  load 
against  one  or  both  screeds  of  the 
spreading  machine,  and  will  require 
five  or  more  roller  i)asses.  If  marks 
ar(>  longer  near  one  header,  there 
will  be  a  high  spot  in  this  header. 

Occasionally,  marks  10  feet  or 
more  long  with   i   inch   deep  bumps 


are  found,  possibly  formed  by  a 
machine  stop,  a  cold  load,  or  a  high 
header.  Rolling-  should  then  be 
started  in  the  center  and  edged  over 
a  foot  or  more  toward  the  end  of  the 
bumj)  with  each  successive  pass  of  the 
roller,  then  go  back  to  the  center  and 
edge  over  toward  the  other  end.  This 
will  s]n-ead  the  bump  both  ways  in- 
stead of  crowding-  it  to  the  center,  and 
it  may  be  necessary  to  repeat  this 
operation  several  times  to  perform  a 
good  job.  If  the  pavement  is  getting 
cold,  it  may  be  necessary  to  get 
another  roller  to  iron  out  before  the 
])avenient  sets  up  ahead. 

To  date  this  device  has  been  used 
in  several  districts,  but  its  develo]>- 
ment  has  reached  a  point  wliere  it 
may  be  advisable  to  distribute  it  to 
other  districts.  Onl.y  one  machine  is 
available  and  the  mechanical  con- 
struction   is    not    entirely    perfected. 


The  joints  become  loose  and  there  ap- 
pears to  be  some  lost  motion  which 
might  affect  the  accuracy  of  opera- 
tion. However,  it  has  proved  of  con- 
siderable value  in  constructing  as- 
phalt pavements  wherever  used. 


Plan  For  Conservation  Week 

The  Division  of  Highways  of  the 
Depai'tment  of  Public  Works  is 
cooperating  with  the  California  Con- 
servation Council  in  plans  for  the 
observance  of  California  Conservation 
Week,  I\Iarch  7  to  14. 

The  purpose  of  the  Council  is  to 
promote  an  all-year  educational  pro- 
g-ram to  arouse  public  interest  in  the 
conservation  of  the  State's  natural 
resources,  improvement  of  roadsides 
and  the  preservation  of  natural  land- 
scapes, a  work  in  which  the  Division  of 
Highway.s,  through  its  Roadside  De- 
velopment unit,  is  vitally  interested. 


California  Hightvays  and  Public  Works  (February  i9i7) 


I  Twenty-seven  | 


Underpass  Eliminates 
Dangerous  Grade 
Crossing  at  Palo  Alto 

(Continued  from  page  26) 

feet  on  each  side  of  the  tracks.  Two 
flights  of  concrete  stairs  beside  the 
separated  street  grades  provide  for 
full  use  of  the  separation  for  all 
pedestrian  uses.  An  extensive  land- 
scaping plan  was  executed  under  the 
contract,  together  with  an  orna- 
mental illuminating  system  through- 
out the  project  area. 

Innnecliate  effect  was  noted  upon 
opening  the  separation,  both  for 
pedestrian  and  vehicular  traffic.  All 
normal  pedestrian  traffic  to  the  high 
school  and  the  university  used  the 
walks  provided  without  direction  or 
congestion,  while  vehicular  traffic 
found  the  roadway  adequate  and  con- 
venient. 

The  crowds  attending  the  football 
game  on  October  24th,  last,  estimated 
at  some  50,000  persons  and  about 
15.000  to  20,000  cars,  used  the  separa- 
tion in  an  orderly  manner  under 
the  direction  of  the  Palo  Alto  Police 
Department  and  the  State  Highway 
Patrol,  while  the  railroad  company 
handled  all  rail  traffic  at  the  stadium 
.station  with  loud-speaker  direction. 
A  decided  improvement  was  noted  in 
dispersing  the  vehicular  traffic  from 
the  stadium  area  to  all  bay  district 
areas.  The  local  traffic  situation  was 
returned  to  normal  conditions  in  less 
than  an  hour. 

MUCH    EMPLOYMENT    PROVIDED 

The  contract  for  the  project  was 
executed  by  Eaton  and  Smith  of  San 
Francisco,  who  are  at  present  engaged 
in  constructing  the  Niles  Project 
described  in  a  recent  issue,  of  Cali- 
fornia Highways  and  Public  Works. 
The  princijial  items  of  construction 
cost  were : 

4,600  cu.  yds.  of  ready  mixed  con- 
crete 
261,000  lbs.  bar  reinforcement 
240,000  lbs.  structural  steel 
60  MB:\r  lumber 
40.000  sq.  ft.  plywood 
IH.OOO  gals,  gasoline 
$2,500  electrical  equipment 
$1,000  plants  and  shrubs 

Some  44,689  man  hours  of  employ- 
ment were  provided  by  this  work, 
totaling  a   payroll  of  $38,687.39,  by 


3n  Mcmoriam 


FRANCIS  GEORGE  DARLINGTON 

District  IV  loses  a  valuable  assist- 
ant from  its  ranks  in  the  recent 
passing  of  Francis  George  Darling- 
ton, Associate  Highway  Engineer, 
at  his  home  in  the  city  of  Palo  Alto 
on   January  7,  1937. 

Mr.  Darlington  was  born  in 
Liverpool,  England,  on  April  3,  1885, 
but  while  very  young  his  parents 
moved  to  the  United  States  to  make 
this  country   their  permanent   home. 

Frank,  as  he  was  known  to  all  his 
friends,  received  his  education  in 
the  public  schools  of  Milwaukee, 
Wisconsin,  and  in  the  State  Uni- 
versity at  Madison,  but  the  San 
Francisco  Bay  region  was  his  home 
from  early  manhood  to  the  day  of 
his   passing. 

Mr.  Darlington  filled  various  field 
and  office  positions  from  March, 
1908,  to  October,  1918,  in  the  City 
of  San  Francisco's  Engineering 
Department,  from  which  service  he 
resigned  to  become  a  First  Lieu- 
tenant in  the  U.  S.  Army  Engineer- 
ing Corps,  where  he  served  until 
January.  1919.  In  November,  1919, 
Mr.  Darlington  began  his  service 
with  the  Division  of  Highways  in 
District  IV,  where  he  was  employed 
for  a  time  on  field  surveys  until 
called  to  the  office  where  his  versa- 
tile talents  and  alertness  proved  a 
great  value  in  assisting  the  Chief 
Draftsman  in  office  work  of  the  Dis- 
trict  organization. 

During  this  seventeen  years  of 
State  service,  Frank  Darlington  ac- 
complished a  vast  amount  of  work. 
His  kindness,  consideration  and 
helpfulness  to  others  were  outstand- 
ing characteristics.  Fidelity  to  prin- 
ciple and  gentleness  of  spirit  were 
predominant    in    his   character. 

His  passing  in  the  prime  of  his 
life  was  a  shock  to  his  many  friends 
and  leaves  a  profound  sense  of  loss. 


direct  construction.  Materials  neces- 
sary to  complete  the  work  total  ap- 
proximately $65,000  in  cost,  of  which 
amount  a  large  proportion  went  for 
production  payroll.  In  addition  to 
these  amounts,  the  railroad  was  reim- 
bursed for  approximately  $20,000  of 
labor  and  material  costs  expended. 

The  entire  project  was  designed 
and  constructed  bv  the  Division  of 
High.ways,  C.  H.  Piircell,  State  High- 
way Engineer,  and  F.  W.  Panhorst, 
Bridge  Engineer.  H.  H.  Gilbert  de- 
signed the  work,  and  the  writer 
served  in  the  capacity  of  construction 
engineer  until  the  completion  of  the 
entire  project. 


Highway  Bids  and 
Contract  Awards 
During  January 

HUMBOLDT  COUNTY— Between  Trini- 
dad and  McNeills  Ranch,  2.3  miles  to  bo 
graded  and  surfaced  with  road-mix  surfacing. 
District  1.  Route  1.  Section  .J.  Hemstreet 
and  Bell.  Mar.vsville.  !l;lll.9ni..S0 ;  Fredrick- 
son  &  Watson  Const.  Co.  and  Fredrickson 
Bros.,  Oakland,  .$111,:W)2.S4  :  A.  Teichert  & 
Son,  Inc.,  Sacramento.  .S;il(>.963;  Mercer. 
Fraser  Co.,  Eureka,  .$llT,803.."iO;  Fredrick- 
sen  &  Westbrook.  Lower  Lake,  $119,034.80 ; 
Hanrahan  Co..  San  Francisco,  $135,361.95: 
Harra.s  Bros..  Litchfield.  $136,82(5.  Contract 
awarded  to  Poulos  &  McEwen,  Sacramento. 
$104,316.60. 

IMPERIAL  COUNTY — Between  Sandia 
and  Ahiino  River,  10.1  miles  to  be  graded 
and  surfaced  with  plant-mixed  surfacing. 
District  XI,  Imperial  County,  Sections  B,  C. 
V.  R.  Dennis  Const.  Co.,  San  Diego,  .$99.- 
001.70 ;  Basich  Bros.,  Torrance,  $98.337.40 : 
Dimmitt  &  Taylor,  Los  Angeles,  $95.007.10 : 
Oswald  Bros.,  Los  Angeles,  $84,637.75; 
B.  G.  Carroll,  San  Diego,  $94.566.30 ;  R.  E. 
Hazard  &  Sons,  San  Diego,  $88,640.75.  Con- 
tract awarded  to  G.  W.  Ellis,  North  Holly- 
w 1.  $78,029.55. 

IMPERIAL  COUNTY— Between  Calex- 
ico  and  3.1  miles  easterly,  3.1  miles  to  be 
graded  and  surfaced  witli  gravel  base  and 
plant-mixed  surfacing  and  two  limber 
bridges  to  be  constructed.  District  XI. 
RiHile  202,  Section  Clx.C.  V.  R.  Dennis 
Construction  Co.,  San  Diego,  $89,047.35: 
Oswald  Bros..  Los  Angeles.  .$83,916.85.  Con- 
tract awarded  to  R.  E.  Hazard  &  Sons.  San 
Diego,  $79,968.70. 

LOS  ANGELES  COUNTY— Be  t  w  e  e  n 
Azusa  Avenue  and  San  Gabriel  River 
Bridge,  2.1  miles  to  be  graded  and  surfaced 
with  plant-mixed  surfacing.  District  VII. 
Route  62.  Section  Azu,  A.  Geo.  J.  Bock  Co.. 
Los  Angeles,  $112,728.50;  Dimmitt  &  Tay- 
lor. Los  Angeles.  $129,486:  J.  E.  Haddock. 
Ltd.,  Pasadena,  $104,916.50;  Oswald  Bros.. 
Los  Angeles,  $110,930;  Griffith  Co..  Los 
Angeles.  $129,210..50.  Contract  awarded  to 
A.  S.  Vinnell  Co.,  Los  Angeles,  .$98,545.50. 

LOS  ANGELES  COUNTY— B  c  t  w  e  c  n 
Playa  Street  and  Washington  Boulevard.  1.0 
miles  to  he  graded  and  paved  with  P.  C.  C. 
District  Vll,  Route  158,  Sections  B,  LA, 
Cl.C.  Matich  Bros.,  Elsinore.  .$92,199;  P.  .1. 
Akmadzich.  Los  Angeles,  $100,098.50;  Geo. 
R.  Curtis  Paving  Co.,  Los  Angeles,  $103,462 ; 
Crittith  Co.,  Los  Angeles,  .$99,993.20;  C.  O. 
Sparks  &  Mundo  Engineering  Co.,  Los  An- 
geles. $107,518;  Oswald  Bros..  Los  Angeles. 
$95,758.  Contract  awarded  to  J.  E.  Haddock. 
Ltd..  Pasadena,  .$91,784.50. 


ROAD  PROGRAM  MADE  WORK 

The  highway  program  to  relieve 
miemployment  administered  by  the 
Bureau  of  Public  Roads  of  the  U.  S. 
Department  of  Agriculture  had  i-e- 
sulted  in  the  construction  of  38,220 
miles  of  road  at  the  close  of  the  last 
fiscal  year,  according  to  the  annual  re- 
port of  the  Bureau,  just  released. 
These  roads  cost  $636,622,561,  of 
which  $571,276,033  was  paid  by  the 
Federal  government,  says  Thos.  H. 
MacDonald,  chief  of  the  bureau. 


[  Twenty-eight  ] 


(February   1 


9}7)  California  Highways  and  Public  Works 


STATE  OF  CALIFORNIA 


Department  of  Public  Works 

Headquarters:   Public  Works  Building,  Eleventh  and  P  Sts.,  Sacramento 


FRANK  F.  MEREIAM Governor 

JUSTUS  F.  CRAEMER Assistant  Director 


EARL   LEE   KELLY Director 

EDWARD  J.  NERON Deputy  Director 


CALIFORNIA  HIGHWAY  COMMISSION 


HARKY   A.   HOPKINS,   Chairman.   Tatt 

PHILIP   A.   STANTON,   Anaheim 

H.  R.  JUDAH,  Santa  Cruz 

PAUL   G.   JASPER,    Fortuna 

WILLIAM  T.  HART.  Carlsbad 

JULIEN   D.   ROUSSEL,    Secretary 


DIVISION  OF  HIGHWAYS 


C.  H.  PURCELL,  State  Highway  Engineer,  Sacramento 
G.  T.   McCOY,  Assistant   State  Highway  Engineer 
J.   G.    STANDLEY,   Principal   Assistant   Engineer 

R.    H.    WILSON,    Office    Engineer 

T.  E.  STANTON,  Materials  and  Research  Engineer 

FRED  .7.  GRUMM.  Engineer  of  Surveys  and  Plans 

C.   S.  POPE,  Construction   Engineer 

T.   H.   DENNIS,   Maintenance   Engineer 

F.  W.  PANHORST,  Bridge  Engineer 

L.  V.  CAMPBELL,  Engineer  of  City  and  Cooperative  Projects 

R.  H.  STALNAKER.  Equipment  Engineer 

E.   R.   IIIGGINS,   Comptroller 

DISTRICT    ENGINEERS 

.7.   W.   VICKREY,   District   I.   Eureka 

F.    W.    HASELWOOD,    District   II,    Redding 

CHARLES   H.   WHITMORE,  District  III,   Marysville 

.7NO.   H.   SKEGGS,  District  IV,   San  Francisco 

L.  H.  GIBSON,  District  V,  San  Luis  Obispo 

R.  M.  GILLIS,  District  VI,  Fresno 

S.  V.  CORTELYOU,  District  VII,  Los  Angeles 

E.   Q.   SULLIVAN,   District  VIII,   San   Bernardino 

S.  W.  LOWDEN  (Acting),  District  IX,  Bishop 

R.  E.  PIERCE,  District  X,  Stockton 

E.  E.  WALI^ACE,  District  XL  San  Diego 

SAN    FRANCISCO-OAKLAND   BAY   BRIDGE 
C.  K.  ANDREW,  Bridge  Engineer 


DIVISION  OF  WATER  RESOURCES 


EDWARD  HYATT.  State  Engineer.  Chief  of  Division 

J.  J.   HALEY'.   Jr.,  Administrative  Assistant 

HAROLD  CONKLING,  Deputy  in  Charge  Water  Rights 

A.  D.  EDMONSTON.  Deputy  in  Charge  Water 

Resources  Investigation 

R.  Ij.  JONES,  Deputy  in  Charge  Flood  Control  and  Reclamation 

GEORGE  W.  HAWLEY.  Deputy  in  Charge  Dams 

SPENCER    BURROUGHS,    Attorney 

EVERETT  N.  BRYAN,  Hydraulic  Engineer  Water  Rights 

GORDON   ZANDER,   Adjudication.   Water   Distribution 


DIVISION  OF  ARCHITECTURE 


GEORGE  B.  McDOUGALL,  State  Architect,  Chief  of  Division 

P.  T.  POAGE,  Assistant  Chief 

W.   K.   DANIELS,   Administrative   Assistant 

HEADQUARTERS 

H.    W.   DeHAVEN,    Supervising   Architectural    Draftsman 

C.    H.    KROMER,    Principal    Structural    Engineer 

CARLETON  PIERSON,  Supervising  Specification  Writer 

J.  W.  DUTTON.  Principal  Engineer,  General  Construction 

W.  H.  ROCKINGHAM.  Principal  Mechanical  and  Electrical 
Engineer 


DIVISION  OF  CONTRACTS  AND  RIGHTS  OF  WAY 


C.  C.  CARLETON.  Chief 

CLARENCE  W.  MORRIS,  Attorney,  San  Francisco 

FRANK  B.  DURKEE.  General  Right  of  Way  Agent 

C.  R.  MONTGOMERY.  General  Right  of  Way  Agent 

ROBERT  E.  REED,  General  Right  of  Way  Agent 


DIVISION  OF  PORTS 


Port  of  Eureka — William  Clark,  Sr.,  Surveyor 


PM:    If  addressee  has  moved 
notify  sender  on 

Form  3547 

Division  of   Highways 

P.  O.  Box  1499 
Sacramento,  California 


Seattle  Public  Library, 
Seattle, 

Wash. 


SEC 

562  P.  L 

&  R. 

U. 

S.  POSTAGE 

PAID 

Sacramento. 

Cal. 

Permit  No. 

152 

MAP 

SHOWING 

STATE  HIGHWAY  SYSTEM 


LOSANGELES  AND  VICINITY 


Seattle  Publir  I  ihr 


f^ 


IGHWAYS  AND  PUBLIC   WORKS 


tfficial  JfeiurnaJ  of  the  De 


CALIFORNIA  HIGHWAYS  AND  PUBLIC  WORKS 

Official  Journal  of  tfie  Division  of   Highways  of   the  Department  of  Public  Works,  State  of  California 

EARL  LEE  KELLY,  Director  C.  H.  PURCELL,  State  Highway  Engineer  JOHN  W.  HOWE,  Editor 

Published  for  information  of  the  members  of  the  department  and  the  citizens  of  California 

Editors  of   newspapers  and   others  are   privileged   to   use   matter  contained  herein.     Cuts  will  be  gladly  loaned  upon  request. 
Address  communications  to  California  Highways  and  Public  Works,  P.  O.  Box  1499,  Sacramento,  California. 

Vol.15  MARCH,  1937  No.  3 


Table  of  Contents 


Page 

Central  Valley  Projet-t  Bids  Opened  ;  Kennett  Dam  Site  Approved  by  U.  S 1 

B.iy  Earl  Lee  Kellii.  Director  of  Public  Works 

San  Joaquin  Valley  Scene  Before  and  After  Aridity 3 

Views  of  Drilling  jMachine  Used  in  Kennett  Dam  Site  Explorations  and  3-foot 

Rock  Cores 4-5 

Bird's-Eye-View  Map  of  Central  Valley  Project 7 

250  Old  Bridges  on  State  Highways  Must  Be  Replaced  Immediately 8.  9 

Bif  Georfje  T.  McCoy,  Assistant  State  Highway  Engineer 

"Caution  Signs"  Used  to  Show  Potential  Motoring  Hazards 10 

Bit  F.  M.  Carter,  Assistant  Mainte-tiance  En(/ineer 

Illustrations  of  18  Caution  Signs 11 

February  Flood  Damage  to  Highways  Will  Cost  State  One  Million  Dollars 12 

Bii  T.  H.  Dennis.  Maintenance  Engineer 

Views  of  Flood  Damaged  Highways  During  Abnormal  February  Rainstorms_-14.  15 

Interurban  Train  Platforms  for  San  Francisco  Bay  Bridge  Terminal.  Illustrated  17 

States  Not  Ready  for  Divided  Highways  Because  of  High  Costs 18 

By  Murray  D.  Van  M^agoner,  Highway  Commissioner  of  Michigan 

Improved  Drainage  Designs  Used  in  41  Grade  Crossing  Projects 20 

By  H.  D.  Stover.  Designing  Engineer  of  Bridges 

Pamosa  Subway  Eliminates  (4rade  Crossing  Problem  on  U.  S.  99.  Illustrated 21 

Out  of  the  Mail  Bag 23 

Monthly  Water  Resources  Report  of  State  Engineer 24 

Chairman  Harry  A.  Hopkins  Resigns  from  Highway  Commission 25 

How  Traffic  Accidents  Are  Analyzed  for  Permanent  Record 25 

New  Edge-Cutting  Device  for  Plant-Mix  Oil  Surface 26 

By  ■!.  C.  Adams,  Resident  Engineer 

"Cat's  Wliislvci-"  Static  Absorber  on  Bay  Bridge 27 

Highway  P)ids  and  Awards  for  February 28 


Central  Valley  Project  Unit 
'Bids  Opened.     Kennett  Dam 
Site  Approved  by  U.  S. 

By  EARL  LEE  KELLY,  Director  of  Public  Works 


THE  past  few  moutlis  have  wit- 
nessed developments  of  major 
importance  in  the  progress  of 
the  Central  Valley  Project  jaromising 
an  early  start  in  actual  construction 
operations.  The  final  selection  and 
approval  of  the  Kennett  dam  site  on 
the  upper  Sacramento  River,  the  re- 
ceiving of  bids  on  initial  construction 
contracts,  the  completion  of  prelimi- 
nary steps  in  the  negotiations  for  the 
necessary  acquisition  of  water  rights 
on  the  San  Joaquin  River,  and  in- 
creasing demands  for  electric  power 
in  northern  and  central  California 
which  point  to  a  ready  market  for  the 
hydroelectric  power  to  be  produced  at 
Kennett,  are  some  of  the  outstanding 
developments  which  have  occurred. 

In  an  undertaking  of  the  magnitude 
of  the  Central  Valley  Project,  the 
problems  involved  preparatory  to 
actual  construction  getting  under  way 
are  unusual  in  number  and  com- 
plexity. The  necessary  surveys  and 
explorations  which  must  be  made 
prior  to  the  preparation  of  final  plans 
and  specifications  alone  present  prob- 
lems of  unusual  magnitude. 

ABOUT   TO  LET  CONTRACTS 

But  in  addition  to  the  engineering 
problems  involved  in  the  preparation 
of  plans  for  the  several  physical  units 
of  the  project,  there  are  legal,  eco- 
nomic and  financial  problems  to  bi' 
solved  which  in  some  instances  involve 
even  greater  difficulties.  It  is  gi-ati- 
fying  therefore,  to  realize  that  these 
preparatory  phases  of  the  work  have 
now  reached  a  point  when  contracts 
for  actual  construction  work  are  about 
to  be  let  and  there  is  promise  that 
additional  construction  contracts  will 
follow  shortly. 

Following  several  years  of  constant 
endeavor    to    obtain    Federal    recog- 


nition and  financing  of  the  project, 
the  fir.st  allocation  of  Federal  funds 
for  construction  of  the  project  was 
announced  by  President  Roosevelt  on 
September  10,  1935,  in  the  amount  of 
$20,000,000  from  the  Emergency  Re- 
lief Appropriation  of  1935.  This  was 
superseded  by  a  second  executive 
order  issued  b.y  the  President  on  No- 
vember 16,  19.35,  which  in  effect  pro- 
vided .$15,000,000  to  start  construction 
of  the  storage  reservoirs  on  both  the 
Sacramento  and  San  Joaquin  rivers 
and  other  units  of  the  project.  On 
December  2,  1935,  President  Roosevelt 
approved  the  recommendation  of  Sec- 
retary of  Interior  Harold  L.  Ickes, 
that  the  Central  Valley  Project  be 
constructed  as  a  Federal  reclamation 
undertaking,  declai'ing  it  to  be  "feasi- 
ble from  engineering,  financial  and 
agricultural  standing. ' ' 

.$6,000,000   FOR   FRIANT 

In  addition  to  the  allocation  of 
funds  by  President  Roosevelt,  the 
74th  Congress  in  the  first  Deficiency 
Bill  passed  in  June,  1936,  appropri- 
ated $6,900,000  for  the  continuation 
of  the  project  with  the  provision  that 
$6,000,000  be  used  for  the  construc- 
tion of  Friant  reservoir  and  irrigation 
facilities  therefrom  in  the  San  Joa- 
quin Basin. 

It  is  understood  that  the  Presiden- 
tial allocation  has  been  reduced  until 
it  now  stands  at  $4,500,000.  Hence, 
there  is  apparently  on  hand  at  the 
present  time  $11,400,000  less  expen- 
ditures made  for  preparatory  work 
to  date.  These  funds  will  be  avail- 
able until  June  30,  1937,  and  present 
indications  are  that  these  will  be 
either  actually  spent  or  encumbered 
before  that  date. 

It  is  specified  that  the  funds  allo- 


cated and  appropriated  to  the  project 
shall  be  reimbursable  in  accordance 
with  the  Reclamation  Laws,  which  by 
precedent  will  recpiire  execution  of 
contracts  providing  for  repayment  in 
forty  years.  President  Roosevelt  ofS- 
cially  approved  the  beginning  of  con- 
struction before  repayment  contracts 
are  executed. 

PREPARATORY  WORK   STARTED 

A  little  over  a  year  has  elapsed 
since  work  was  started  on  the  Central 
Valle.y  Project  by  the  Federal  Gov- 
ernment. Starting  in  November, 
1935,  the  United  States  Bureau  of 
Reclamation,  designated  as  the  con- 
struction agency,  has  since  been  ac- 
tively engaged  in  tlie  investigations 
and  studies  preparatory  to  construc- 
tion. A  force  of  200  to"  300  men  have 
been  employed  on  the  work  in  Cali- 
fornia under  the  direction  of  Walker 
R.  Young,  Construction  Engineer, 
Avith  tlie  headquarters  office  in  Sac- 
ramento. 

In  addition  to  the  final  location  sur- 
vey covering  the  dam  sites,  reservoir 
basins  and  conduit  units  and  detail 
explorations  of  the  dam  sites,  the 
Bureau  of  Reclamation  has  been  mak- 
ing comprehensive  engineering  studies 
to  check  the  plans  for  the  project  as 
formulated  by  the  State.  At  the  same 
time  work  has  been  proceeding  on  the 
preparation  of  final  plans  and  specifi- 
cations, apiiraisal  of  rights  of  way  and 
water  rights  and  the  negotiations  for 
their  acquisition. 

The  Water  Project  Authority  of 
the  State  of  California  is  actively 
assisting-  and  cooperating-  with  the 
Bureau  as  the  oflScial  administrative 
agency  of  the  State,  created  by  the 
Central  Valley  Project  Act  of  1933 
and  charged  with  the  responsibility 


of  constructing  the  Central  Valley 
Project.  This  administrative  agency 
as  designated  by  law  comprises  the 
Director  of  Finance,  the  Attorney 
General,  the  State  Treasurer,  the 
State  Controller  and  the  Director  of 
Public  Works. 

WATER   AUTHORITY  PERSONNEL 

In  addition  to  the  writer  who  has 
tlie  honor  to  be  its  chairman,  its  pres- 
ent membership  comprises  A.  E. 
Stockburger,  U.  S.  Webb,  Chas.  G. 
Johnson  and  Harry  B.  Riley.  The 
State  Engineer,  Edward  Hyatt,  is 
Executive  OiBcer  of  the  Authority 
and  Deputy  State  Engineer  A.  D. 
Edmonston  is  acting  secretary.  The 
technical  work  of  the 
Authority  is  handled 
by  tlie  engineering 
staif  of  the  Division 
of  Water  Resources 
of  the  State  De- 
partment of  Public 
Works,  under  t  h  e 
State  Engineer. 

The  work  of  the 
State  has  included 
not  only  the  desig- 
nation and  approval 
of  tlie  general  engi- 
ueeriiis'  plans  for  the 
]irojeet,  but  also  the 
negotiations  for  the 
acquisition  of  water 
rights  and  rights  of 
way.  Other  impor- 
t  a  n  t  activities  are 
concerned  with  the 
dis])osal  and  sale  of 
water  and  electric 
]iower  to  be  made 
available  by  the 
project.  Tn  addition 
the  Water  Project 
Authority  ha.s  been 
diligently  continuing 
efforts  directed  to  the 
securing  of  further 
anpropriations  and 
necessary  authoriza- 
ticins  from  the  Federal  Government  to 
continue  the  construction  of  the  proj- 
ect expeditiously. 

KENNETT   DAM    STTE   APPROVED 

One  of  the  most  important  events 
in  the  progress  of  the  Central  Val- 
ley Project  was  the  final  selection 
and  approval  of  the  Kennett  dam 
site  for  the  storage  unit  on  the  Sac- 
ramento River,  announced  by  Mr. 
John  C.  Page,  Commissioner  of  the 
Bureau  of  Reclamation,  from  Wash- 
ington, D.  C,  on  January  25,  1937. 


fTwol 


With  the  initiation  of  work  on  the 
project  by  the  Bureau  of  Reclamation 
in  November,  1935,  some  of  the 
earliest  work  undertaken  was  the  ex- 
tension of  explorations  at  the  Kennett 
dam  site.  Additional  explorations 
were  essential  before  final  designs 
could  be  prepared.  At  the  same  time 
the  bureau  engineers  considered  it 
advisable  to  investigate  other  sites  for 
storage  on  the  upper  Sacramento 
River.  Accordingly,  explorations  were 
extended  in  great  detail  at  the  Ken- 
nett site  and  two  other  sites,  the 
Table  Mountain  dam  site  located  be- 
tween Redding  and  Red  Bluff,  and 
the  Baird  dam  site  located  immedi- 
ately   below    the    confluence    of    the 


Low  Bids  Received  on  Initial  Contracts 

Initial  contracts  covering  actual  construction  of  works  for  the 
Central  Valley  Project  were  advertised  for  bids  in  Janiiary  and 
early  Februar.y  of  this  year.  They  cover  in  general  two  items : 
first,  construction  of  the  first  4  miles  of  the  Contra  Costa  Con- 
duit; and  second,  construction  of  camp  facilities  at  the  Friant 
dam  site. 

The  following  summarizes  the  data  on  the  low  bids  received  on 
each  contract : 


Description  of  ivork 

Contra  Costa  Conduit 

(first  4  miles) 

Office    BIdg.,    Dormitoi 
and    Residences 
Schedules  1   and  2 


Baie  of  hid 
March      1,  1937 


ies    March      5,   1937 


Name  of 

Inir  bidder 

Haas,  Doughty  &  Jones 

and   Marshall  &  Stacy, 

San    Francisco 

Guy    E.    Hall, 
Los  Angeles 


Duplex  Cottages 

Testing    Laboratory, 
Garage  and  Fire  House 

Streets,  Water  and  Sewer 
Systems,  etc. 


March      3,   1937 


March      4,  1937 


March      6,  1937 


March    15,   1937 


Lawson  Constr.  Co., 
Los  Angeles 

Western  Pipe  and 

Steel   Co., 

San   Francisco 


PINAL  SELECTION  GRATIFYING 

Exploratory  work  on  these  three 
sites  was  not  completed  sulfieiently 
for  a  final  determination  of  feasibility 
and  comparative  merits  until  Decem- 
ber, 1936.  Although  the  bureau's  con- 
sulting board  concluded  that  a  dam 
could  be  built  at  any  of  the  three  sites 
considered,  the  economic  anaty.ses 
made  by  the  bureau  led  to  tlie  final 
conclusion  announced  by  Commission- 
er Page  that  the  Kennett  dam  site 
is  "superior  from  an  economic  stand- 
point." 

The  final  selection  and  approval 
by  the  Bureau  of  Reclamation  of  the 
Kennett  dam  site  for  the  storage  unit 
on  the  Sacramento 
River  is  most  grati- 
f  y  i  n  g,  as  it  com- 
pletely vindicates  the 
State  Engineer  in  his 
selection  of  this  great 
reservoir  as  the  key 
unit  of  the  project. 
Kennett  Dam  and 
Reservoir  was  select- 
ed as  the  major 
storage  unit  of  the 
Central  Valley  Proj- 
ect by  the  State  En- 
gineer in  the  report 
to  the  State  Legisla- 
ture in  1931,  as  a 
result  of  intensive 
investigations  and 
studies  carried  on 
over  a  period  of  ten 
years. 


Amount 

hid 
$102,646 


44,385 


3,350 


Lawson    Constr.   Co 
Los  Angeles 

A.   C.   Tornell, 
Tracy 

A.  J.  Clausen, 
Berkeley 


63,043 


17,195 


24,967 


McCloud    and    Pit   rivers,    were    also 
explored. 

At  the  Kennett  dam  site  alone,  the 
exploration  work  of  the  bureau  has 
included  5663  lineal  feet  of  tunnels 
and  shafts,  7358  lineal  feet  of  dia- 
mond drill  core  borings,  and  187.5 
feet  of  special  Calyx  drill  borings 
with  cores  3  feet  in  diameter.  This 
is  in  addition  to  the  preliminary  ex- 
ploratory work  by  the  State  which 
involved  1415  lineal  feet  of  tunnels 
and  4299  lineal  feet  of  diamond  drill 
borinffs. 


All  possible  reser- 
voir sites  in  the  Sac- 
ramento River  Basin, 
including  those  on 
the  main  tributaries 
as  well  as  on  the  main 
stream,  were  careful- 
ly considered.  Funds 
were  not  available 
during  the  State's  in- 
vestigations to  carry 
out  explorations  to  the  extent  re- 
quired under  modern  engineering 
standards  before  dams  of  the  tre- 
mendous size  of  Kennett  Dam  can  be 
properly    designed    and    constructed. 

OTHER   SITES   EXPLORED 

However,  a  considerable  amount  of 
exploratoiw  woi'k  including  tunnels 
and  borings  was  carried  out  by  tlie 
State  and  additional  explorations 
were  made  by  the  Fnited  States  Army 
Engineers  to  determine  the  sufficiency 
of  the  foundation  and  the  rost  of  con- 


(Marrh  J9i7)  Calif OTtiia  Htghjvays  and  Public  Works 


Typical   area   of   irrigated  orchards  and   vineyards  in  Tulare  County,   flourishing    before   the   water   supplies   were   exhausted.      This   view 

was  taken  in  1923. 


The  same  area  as  the  picture  above  viewed  in  1936.  Trees  and  vines  have  died  and  been  removed  due  to  failure  of  water  supply. 
200,000  to  400,000  acres  of  highly  developed  and  producing  lands  will  be  saved  from  a  like  fate  by  water  supplies  to  be  furnished  by 
the  Central   Valley   Project. 


striictiiig  a  dam.  Explorations  were 
also  made  at  the  Table  Mountain  dam 
site  which  was  selected  by  the  State 
during  the  preliminary  investigations 
as  wortliy  of  consideration.  The 
Baird  dam  site  was  also  investigated, 
but  owing  to  a  lack  of  funds  was  not 
explored. 


These  original  studies  and  investi- 
gations were  reviewed  b.y  eminent 
consulting  engineers  employed  by  the 
State  and  also  by  the  engineers  of  the 
United  States  War  Department  who 
rendered  further  material  assistance 
by  carrying  out  additional  explora- 
tions at  that  time. 


The  Kennett  dam  site  was  chosen  by 
the  State  as  a  result  of  the  preliminary 
studies  and  investigations  on  the  basis  of 
a  clear  showing  of  its  greater  economy 
and  superiority  in  accomplishments  as 
compared  to  any  other  possible  storage 
site.  The  more  extensive  investigations 
made  by  the  bureau  during  the  past  year 
also  have  been  reviewed  by  a  Board  of 
Consulting     Engineers     employed     by     the 


California  Highways  and  Public  Works  (March  i9}7) 


[Threel 


Calyx  core  drilling 
machine  used  to  explore 
the   rock   foundations   at 
the    Kennett    dam    site. 
This   drill    removes   a 
core  of  rock   3  feet   in 
diameter,     permitting     a 
man   to   be    lowered    into 
the  hole  to  examine 
the  rock  in   place. 


State.  The  conclusion  reached  by  this 
Board  substantiates  the  original  conclu- 
sions as  to  the  superiority  of  the  Kennett 
site. 

RAILROAD  TO  BE  MOVED 

The  selection  of  the  Kennett  site  as  an- 
nonneed  by  Commissioner  Page  is  conditioned 
upon  the  worljing  out  of  satisfactory  and 
prompt  arrangements  with  the  Southern 
Pacific  Company  for  removing  22  miles  of 
railroad  from  the  reservoir  site  and  relo- 
cating it  at  a  higher  elevation.  However, 
it  is  believed  that  there  should  be  no  undue 
delay  on  this  account.  The  Southern  Pacific 
Company  already  has  expressed  its  willing- 
ness to  the  proposed  change.  Final  location 
surveys  have  been  completed  for  the  new 
route  and  plans  and  specifications  have  been 
prepared.  Contracts  can  be  advertised  for 
the  construction  of  the  railroad  in  its  new 
location  as  soon  as  a  satisfactory  agree- 
ment is  arranged. 

The  storage  capacity  of  Kennett  reservoir 
and  the  height  of  dam  therefor  has  not  been 
finally  decided  as  yet.  However,  at  least, 
3,000,000  acre-feet  of  storage  will  be  pro- 
vided requiring  a  dam  about  420  feet  in 
height  above  low  water.  The  dam  will  be 
constructed  of  concrete  and  will  involve  a 
mass  of  masonry  comparable  to  that  in  the 
recently  completed  Boulder  Dam  on  the 
Colorado  River. 

RE8ESVOIK  VITAL  UNIT 
Kennett  reservoir  is  the  most  vital  unit 
of  the  project  because  it  will  furnish  the 
bulk  of  the  water  which  will  be  made 
able  in  both  the  Sacramento  and  San 
Joaquin  valleys.  It  will  be  operated  for 
many  useful  purposes.  A  portion  of  its 
capacity  will  be  reserved  during  the  win- 
ter and  early  spring  months  for  control 
of    floods,    thus    reducing    flood    flows    and 


providing  increased  flood  protection  to  the 
lands  and  communities  subiect  to  flood 
hazards   bordering   the   Sacramento    River. 

Waters  released  from  the  reservoir  will 
flow  down  the  Sacramento  River,  providing 
first,  a  full  supply  for  all  rights  to  the  use 
of  water  from  the  Sacramento  River ;  second, 
sufficient  water  to  maintain  adequate  depths 
for  commercial  navigation  as  far  up  stream 
as  Chico  Landing  and  possibly  to  Red  Bluff 
if  coupled  with  additional  channel  improve- 
ment ;  third,  a  full  supply  to  meet  all  of  the 
demands  in  the  Sacramento-San  Joaquin 
delta  area,  including  a  sufficient  flow  to 
maintain  fresh  water  in  the  delta  channels 
and  prevent  invasion  of  salt  water  thereinto ; 
fourth,  a  supply  for  industrial,  municipal 
and  agricultural  purposes  in  the  upper  San 
Francisco  Bay  area  ;  and  finally  fifth,  suf- 
ficient water  for  exportation  to  the  San 
Joaquin  Valley  to  adequately  meet  the  de- 
ficiencies in  water  supply  in  the  areas  facing 
abandonment  through  water  shortage. 

INITIAL    CONSTRUCTION    CONTRACTS 

Initial  contracts  covering  actual  construc- 
tion of  works  for  the  Central  Valley  Project 
were  advertised  for  bids  in  January  and 
early  February  of  this  year.  They  cover  in 
general  two  items ;  first,  construction  of  the 
first  4  miles  of  the  Contra  Costa  Conduit; 
and  second,  construction  of  camp  facilities 
at  the  Friant  dam  site. 

The  Contra  Costa  Conduit  is  designed  to 
furnisli  urgently  needed  water  supplies  to 
industries,  municipalities  and  agricultural 
and  suburban  lands  in  a  portion  of  Contra 
Costa  County.  It  will  serve  an  area  of 
.50,000  to  60,000  acres  mostly  within  the 
recently  organized  Contra  Costa  County 
AVater  District,  embracing  the  lands  front- 
ing the  lower  San  Joaquin  River  and  Suisun 


Bay  between  Oakley  and  Crockett,  and  the 
Ygnacio  and  Clayton  valleys,  and  including 
the  cities  of  Antioch,  Pittsburg,  Martinez 
and   Concord. 

This  section  of  Contra  Costa  County  is 
notable  for  its  heavy  industrial  development 
with  industries  producing  products  of  over 
.$100,000,000  in  annual  value.  It  also  con- 
tains a  large  acreage  of  agricultural  lands 
already  highly  developed  largely  to  orchards 
and  vineyards.  The  conduit  will  have  a 
capacity  in  the  initial  section  of  275  second- 
feet,  a  length  of  about  50  miles,  and  will 
require  pumping  plants  to  lift  the  water  to 
an  elevation  sufficient  for  delivery  to  the 
area  to  be  served. 

ACQUISITION   OF   WATER   BIGHTS 

The  plans  for  the  Central  Valley  Project 
for  utilizing  the  flow  of  the  San  Joaquin 
River,  by  storage  regulation  in  Friant  Reser- 
voir and  diversion  therefrom  through  the 
Madera  and  Friant-Kem  canals,  to  serve 
the  areas  of  deficient  water  supply  in  the 
upper  San  Joaquin  valley,  require  as  a  pre- 
requisite the  acquisition  of  the  present  rights 
to  the  use  of  these  waters. 

The  plans  contemplate :  first,  the  purchase 
of  the  rights  to  water  now  used  and  apper- 
taining to  so-called  "grass  lands"  irrigated 
for  pasture ;  second,  acquisition  of  the  right 
to  utilize  the  water  now  used  on  and  apper- 
taining to  lands  irrigated  for  crops,  by  pro- 
viding in  exchange  therefor  a  substitutional 
water  supply  furnished  by  and  through  the 
San  Joaquin  pumping  system ;  and  third, 
acquisition  of  the  right  to  utilize  surplus 
waters,  by  appropriation  or  by  compensating 
such  interests  as  may  have  valid  claims 
thereto. 

The  policy  of  the  Water  Project  Author- 
ity is  and  will  be  to  settle  with  the  owners 


[Four] 


(March    1937) 


California  Highways  and  Public  Works 


of  all  water  rights  affected  on   a  fair  and 
equitable  basis. 

One  of  the  most  important  responsibilities 
of  the  Water  Project  Authority  has  been 
the  negotiations  for  acquisition  of  these 
water  rights  on  the  San  Joaquin  River.  In 
preparation  for  these  negotiations,  many 
months  of  Intensive  surveys,  investigations 
and  studies  have  been  required  to  obtain 
the  basic  facts  as  to  the  present  use  of 
these  waters,  and  to  define  and  determine  the 
ownership  and  validity  of  the  rights  thereto. 
These  surveys  and  studies  have  been  confined 
chiefly  to  the  portion  of  the  San  Joaquin 
River  between  Friant  and  the  mouth  of 
Merced  River. 

NEGOTIATIONS  NOW  PROCEEDING 

Conferences  have  been  held  and  prelimi- 
nary negotiations  have  been  initiated  with 
several  of  the  o\\mers  of  the  water  rights 
proposed  to  be  acquired.  The  bulk  of  the 
grass  land  water  rights  proposed  to  be  pur- 
chased are  owned  and  controlled  by  Miller 
&  Lux,  Incorporated,  and  affiliated  companies. 
These  interests  also  own  or  control  lands 
assumed  to  be  riparian  and  having  rights 
to  uncontrolled  surplus  waters. 

As  a  result  of  extended  negotiations,  a 
proposed  contract  has  been  drafted  for  pur- 
chase of  these  Miller  &  Lux  rights.  This 
proposed  contract,  as  submitted  by  Miller 
&  Lux,  Incorporated,  is  now  being  con- 
sidered by  the  Bureau  of  Reclamation.  It 
contains  a  definite  offer  from  Miller  &  Lux 
to  sell  the  rights  specified  for  $2,500,000. 
The  Water  Project  Authority  at  a  special 
meeting  on  February  4,  1937,  approved  the 
form  of  contract  and  the  terms  and  con- 
ditions contained  therein  without  giving  any 
expression  as  to  the  reasonableness  of  the 
asking  price. 

KENNETT  HYDKOBXECTMC  PLANT 
Incidental  to  the  main  objective  of  Ken- 
nett  reservoir  of  furnishing  urgently  needed 
water  supplies  for  many  purposes,  a  large 
amount  of  hydroelectric  power  will  be  gen- 
erated by  the  waters  released  therefrom. 
Present  plans  call  for  an  installation  of 
about  300.000  kilovolt  amperes.  This  hydro- 
electric plant  will  be  capable  of  generating 
on  the  average  annually  about  a  billion  and 
a  half  kilowatt  hours  of  electric  energy.  A 
transmission  line  will  extend  from  the  plant 
about  200  miles  to  the  vicinity  of  Autioch 
which  is  tlie  approximate  load  center  of  the 
northern  California  power  market.  About 
one-sixth  of  the  output  will  be  required  in 
the  operation  of  the  project  for  pumping 
in  the  San  Joaquin  Pumping  System  and 
the  Contra  Costa  Conduit.  The  balance  will 
be  available  for  disixisal  in  the  general 
power  market. 

MARKET  FOR  KENNBTTT  POWER 
It  is  anticipated  that  there  will  be  a 
ready  market  for  Kennett  power  when  It 
becomes  available.  The  electric  power 
demands  In  northern  and  central  Cali- 
fornia have  been  rapidly  increasing  during 
the  past  two  years  already  requiring  the 
provision  of  additional  output  capacity. 
Studies  made  by  the  State  indicate  that 
the  entire  power  output  from  Kennett  can 
be  absorbed  within  a  period  of  six  to  eight 
years  after   it   becomes  available. 

The  Central  Valley  Project  Act  of  1933 
contains  specific  provisions  governing  the  dis- 


posal and  sale  of  electric  power  to  be  pro- 
duced by  the  project.  Under  the  terms  of 
the  act,  power  may  be  sold  to  privately 
owned  electric  utilities  as  well  as  munici- 
palities and  other  public  agencies,  but  prefer- 
ence is  granted  to  municipalities  and  public 
agencies  in  the  case  of  equivalent  offers 
considering  the  cost  of  facilities  required  for 
delivery. 

REQUESTS  ALRELiDY  RECEIVED 
Preliminary  requests  have  been  received 
from  several  municipalities  and  public 
agencies  and  also  from  the  Pacific  Gas  & 
Electric  Company  for  the  power  to  be  pro- 
duced at  Kennett  when  it  becomes  avail- 
able. Among  the  public  agencies  from  which 
requests  have  been  received  are  the  cities  of 
Redding,  Sacramento,  Lodi,  and  Stockton, 
Sacramento  Municipal  Utility  District, 
the  Bidwell  Utility  District,  Reclamation 
District  206S,  El  Camino  Irrigation  District, 
and  the  East  Contra  Costa  Irrigation  Dis- 
trict. In  addition,  several  other  irrigation 
and  reclamation  districts  have  indicated  a 
desire  to  obtain  power. 


Recently  in  a  communication  received 
from  President  James  B.  Black  of  the 
Pacific  Gas  &  Electric  Company,  the  com- 
pany states  its  readiness  and  willingness 
to  take  delivery  of  all  the  electric  power 
that  can  be  produced  at  the  Kennett 
plant.  It  is  apparent,  therefore,  that  the 
hydroelectric  power  output  at  Kennett 
will  find  a  ready  market  and  that  the 
revenues  from  the  sale  of  power  to  be 
produced  by  the  Central  Valley  Project 
will  be  fully  realized  as  anticipated. 

Careful  engineering  investigations  and 
studies  will  be  made  of  methods  of  disposal 
of  Kennett  power  including  a  consideration 
of  the  general  plans  and  costs  of  facilities 
required  and  determination  of  rates  to  be 
charge<l.  It  is  essential  that  the  power  out- 
put be  disposed  of  as  rapidly  as  possible 
after  it  becomes  available.  To  realize  this 
objective,  it  may  prove  financially  advan- 
tageous to  the  project  for  the  electric  power 
therefrom  to  be  disposed  of  partly  to  public 
agencies  and  partly  to  the  privately  owned 
electric    utility,    but    with    the    preferential 


'^ 


*^-"     -,f 


Three  foot  diameter  cores  taken  out  by  Calyx   drill   at    Kennett   dam   site  typifying   the 
hard  solid  rock  foundation  upon  which   Kennett  dam  will  be  placed. 


California  Hightvays  and  Public  Works  (March  isyj) 


[Fivel 


rights   granted    public    agencies    in    Central 
Valley  Project  Act  receiving  first  recognition. 

PRESIDENT  RECOMMENDS  $15,000,000 
President  Roosevelt  in  his  budget  message 
to  Congress  has  recommended  an  additional 
appropriation  of  $15,000,000  to  carry  on  the 
construction  of  the  Central  Valley  Project. 
This  recommended  appropriation  is  now  be- 
ing considered  for  action  at  the  present 
session  of  Congress.  The  Congressional  rep- 
resentatives of  California  have  expressed 
contidence  that  favorable  action  may  be 
expected. 

It  is  most  gratifying  that  the  Central 
Valley  Project  has  a  staunch  supporter  in 
Mr.  John  C.  Page  who  was  appointed  Com- 
missioner of  the  Bureau  Reclamation  by  the 
President  on  January  25,  1937.  Mr.  Page 
previously  had  been  Acting  Commissioner 
following  the  death  of  Dr.  Elwood  Mead  in 
January,  1936.  He  is  thoroughly  familiar 
with  the  conditions  in  California,  has  a  keen 
realization  of  the  water  problems  which  must 
be  solved  and  the  vital  necessity  of  the 
Central  Valley  Project.  He  has  been  quoted 
as  stating :  "I  think  the  Central  Valley 
Project  will  do  more  good  than  any  other 
project  ever  undertaken  by  the  Federal  Gov- 
ernment." 

Commissioner  Page  is  a  man  of  action. 
The  important  developments  in  the  progress 
of  the  Central  Valley  Project  since  the  first 
of  the  year,  including  the  final  selection  and 
approval  of  the  Kennett  dam  site  and  the 
receiving  of  bids  for  intial  construction  con- 
tracts, have  come  since  his  appointment  as 
Commissioner. 


Increase  In  Autos 

An  increase  of  8.9  per  cent  in  the  number 
of  automobiles  registered  in  California  in 
1936,  as  compared  with  1935,  is  announced 
by  Howard  E.   Deems,  registrar  of  vehicles. 

In  1935  the  total  was  2,015.018,  and  in 
1936  it  was  2,178,038. 

Registration  of  all  fee  paid  vehicles 
jumped  from  2,254,828  in  1935  to  2,448,925 
in  1936,  an  increase  of  8.16  per  cent. 
Motorcycles  increased  from  8861  to  9816,  an 
increase  of  10.78  per  cent.  Pneumatic  trail- 
ers showed  an  increase  of  19..58  per  cent  in- 
creasing from  88,814  to  106,204.  Solid  tire 
commercial  trucks  and  solid  tire  trailers 
showed  decreases  of  31.11  and  8.53  respec- 
tively, being  accounted  for,  Deems  said,  by 
the  change-over  from  solid  to  pneumatic 
tires. 

Transfers  of  ownership  increased  14.06, 
going  from  736,350  in  19.35  to  839,8.57  last 
year. 


About  two-thirds  of  all  the  automobiles 
in  the  world  are  operating  on  American 
streets  and  highways,  with  the  United  States 
holding  first  rank  with  26,211,052  on  the 
basis  of  last  year's  registration.  This  is  an 
average  of  one  vehicle  for  every  five  per- 
.sons.  New  Zealand  ranks  next  with  a  ratio 
of  one  to  eight ;  Canada,  one  to  nine ; 
Australia,  one  to  11 ;  France,  one  to  20 ; 
United  Kingdom,  one  to  23;  Denmark,  one 
to  28 ;  Sweden,  one  to  39 ;  Uruguay,  one 
to  41  ;  Norway,  one  to  46 ;  China  only  one 
vehicle  to  8,920  persons ;  India,  one  to  3,463 ; 
Turkey,  one  to  1,924 ;  and  Poland,  one  to 
1,283. 


Low  Tolls  Raise 
Bay  Span  Travel, 
Reduce  Receipts 

WHILE  the  number  of  motor 
vehicle.s  using  the  San  Fran- 
cLsco-Oakland  Bay  Bridge  in 
February  was  92,480  in  excess  of  the 
January  total,  due  to  the  lowering  of 
automobile  tolls,  settlement  of  the 
maritime  strike,  and  five  fair-weather 
holidays  during  tlie  month,  the  in- 
come of  the  bridge  last  month  was 
$36,082.47  less  than  that  for  January, 
according  to  Director  of  Public  "Works 
Earl  Lee  Kelly. 

The  new  50-cent  toll  rate  and  the 
fact  that  February  had  but  28  days 
ma,y  be  taken  into  consideration, 
Director  Kelly  said,  in  comparing  last 
month's  revenues  with  those  for 
January. 

The  income  for  February  was  $.348,- 
009.80  as  against  $384,092.27  for  Jan- 
uary. 

FREIGHT    TRAFFIC    GROWS 

It  is  believed  the  ending  of  the 
maritime  strike  on  February  5  ac- 
counted for  an  increa.se  of  2057  trucks 
and  6,778,594  freight  pounds.  The 
total  number  of  trucks  using  the 
bridge  last  month  was  18,785  and  the 
pounds  of  freight  transported 
amounted  to  41,I73,16.i. 

"A  total  of  667,563  vehicles  crossed 
the  bridge  during  February,"  Direc- 
tor Kelly  said,  "an  increase  of  ap- 
proximately 28  per  cent  over  January. 
Had  the  February  holidays  been 
rainy,  traffic  for  the  month  would 
have  bee'n  considerably  less.  The 
total  vehicles  for  January  was  575,- 
083.  February  traffic  brought  the 
total  number  of  vehicles  using  the 
bridge  since  its  opening  on  November 
12  to  2,577,895." 

Comparative  figures  for  the  months 
of  January  and  February  as  sub- 
mitted to  Director  Kelly  by  Chief 
Engineer  C.  H.  Purcell  are : 

Passenger  Auto      Motor- 

Autos  Trailers    cycles 

Total  January—     550,106  545         1,615 

Total  February-     610.251  502         1.860 

Truck 

Trucks      Trailers  Buses 

Total    January..     16.727         1.458  4,230 

Total    February.     18,785         1,810  3,S42 

Extra         Total         Freight 

Passengers  Vehicles       Lhs. 

Total  January.  93,119  575,083  34,394,571 

Total  February  105,276  667,563  41,173,165 


Central  Valley 

Project  Plans 

Inspire  Editor 

{Editorial  from  San  Diego  Herald) 

California's  vast  Central  Valleys 
Water  Project,  greater  than  the 
famous  Boulder  Canyon  Dam  de- 
velopment, is  ready  for  construction. 
The  bid-opening  on  the  Contra  Costa 
conduit,  first  unit  of  the  $170,000,000 
project,  is  less  than  three  weeks  away. 
The  "go  signal"  has  been  flashed! 
The  builders  are  ready ! 

Soon  thousands  of  men  will  be  at 
work  on  the  huge,  500-mile  waterway ; 
millions  of  dollars  in  Federal  funds 
wiU  be  pouring  into  California  trade 
channels. 

Just  what  does  this  giant  building 
program  mean  to  California  business 
and  industry?  More,  perhaps,  than 
the  great  majority  of  Calif oi-nians 
comprehend.  Here  are  the  "con- 
crete" facts  and  figures — showing 
just  what  the  big  job  will  require  in 
materials  and  labor: 

6,528,000  cubic  yards  of  concrete. 
20,809,000  pounds    of    reinforcing 

steel. 
114,543,000  pounds     of     structural 
steel. 

6,496,000  barrels  of  cement. 

5,863,000  cubic  yards  of  rock. 

3,302,000  cubic  yards  of  sand. 
38,311,000  cubic  yards  of  excava- 
tion. 
186,224,000  man-hours  of  labor 

A  stimulating  prospect,  that!  And 
the  story  is  only  half  told  in  the  esti- 
mates of  immediate  material  benefits, 
for  the  Central  Valleys  Project  will 
bring  permanent,  la.sting  benefits  to 
every  section  of  California. 

NOW,  LET 'S  POUR  CONCRETE ! 


Automotive  Taxes  Grow 

Federal  taxes  iniposi'd  upon  automotive 
products  rose  14.2  per  cent  last  year,  reach- 
ing a  total  of  $338,100,120,  according  to 
Bureau  of  Internal  Revenue  figures.  The 
amount  was  more  than  $42,000,000  greater 
than  for  1935  and  set  an  all  time  high. 

The  major  factor  both  in  the  total  collected 
and  the  increase  over  the  preceding  year  was 
the  Federal  gasoline  tax  of  one  cent  per 
gallon  Congress  is  being  urged  to  elimi- 
nate it.  This  tax,  enacted  in  1932  as  a  "tem- 
I)orary"  measure,  cost  motorists  last  year  a 
total  of  $186,321,448,  or  55  per  cent  of  the 
total  Federal  automotive  tax  bill. 

Federal  gasoline  tax  revenues  last  year 
increased  $14,057,907  over  the  19.35  total, 
accounting  for  about  one-third  of  the  total 
increase  in  Federal  automotive  taxes. 


[Six] 


(March  19)7)  Caltfomta  Highways  and  Public  Works 


W/MT  W  amt\l  VALLty  WIG  WILL  PO 


The  Central  Valley  Projet 
S  1 70.000,000,  is  California's  approved  solu- 
for  her  greatest  problem — winter  floods  and 
ihortage  in  the  Sacr; 


■  feet  of  ^ 
d  river  flo 

s  of  settled  lands  flood  protc 
514.000,000,  and  assure  year-i 
river  navigation  valued  at  S  H. 000,000. 

By  providing  an  adequai 
Kennett  Dam  will  stop  encroachment  of  salt 
rom  the  San  Francisco  Bay  upon  400,000 
the  Delta  region  thus  preventing  destruc- 
tion to  crops  valued  annually  at  5^0,000.000. 
lands  worth  575.000,000  and  industries  needing 
fresh  water  to  maintain  an  annual  $  1 1 J  ,000,000 

Surplus  Sacramento  River  waters  will  be 
transferred  by  the  c. 
San  Joaquin  Valley  to  supply,  with  the  aid  of  the 
Fnant  Dam.  400,000  acres  of  orchard  and  farm 
lands  rapidly  reverting  to  desert  because  of  fail- 
ing underground  water.  Navigation  on  the  San 
Joaquin  River  also  will  be  made  possible. 

The  project  will  be  self  liquidating  through 
the  sale  of  p 

will  transport  power  from  the  Kennett  project 
10  a  large  growmg  power  market.  Power  and 
water  will  Ix  made  available  to  consumers  at 
prices  the)  can  afford  to  pay. 

ind  approved  plan  to  conserve 
i  of  the  Great 
Centra!  \  alle\  a  sane,  feasible  program  based  on 
\ears  of  careful  technical  and  c 

The  J.  r  |e  t  has  been  approved  by  the  Pres 
dmt  Uar  Dipirtmcnt.  Dcpar 
Lalitorn  a  s  G     crnor  and  Legislature,  and  v 
ot   tht   State      Federal  funds  have  been   i 
a\ailable  b)   the  President  and  Congress  n 
Bureau  ot   Reclamation  fo 
construction  of  the  project. 


California  Hightvays  and  Public  Works  (March  i9}7) 


I Seven 1 


Oregon   GulcH   timber  bridge.  Trinity   County,   not   safe  for   legal    loads. 


Hayfork    Creek   bridge.    Trinity. 


f  •  -  WF 

^M 

u|5 

^ 

/'  ;  \  mXti 

a 

H 

^m- 

LL 

-t 

Supports   under  this   timber   truss 


Eight] 


ek,    Humboldt,   wash   out 


250  Old  Bridges  oi 
Must  Be  Replacei 

By   GEORGE   T.  McCO' 


COSTLY  ii|)kpep  of  several  liuiidi-ed  old  and 
unsafe  highway  bridges  has  created  for  the 
Division  of  Highways  a  very  serious  inain- 
tcuanee  i)robleui. 

There  are  some  3280  bridges  iu  the  State  roati 
system  and  of  these  about  250  are  posted  as  unsafe 
for  smaller  loads  than  those  allowed  by  the  Cali- 
fornia  ]\Iotor  Vehiele  Code. 

Api)roxiuiately  TOGO  were  uot  built  in  aeeordanee 
with  modern  structural  standards  and  have  deteri- 
orated to  a  point  where  constant  insjiections  and 
rei)airs  are  necessary  to  atford  safety  to  trattic.  In 
other  words,  there  are  2.50  highway  bridges  which 
should  be  replaced  immediately  and  1000  more 
which  should  be  replaced  in  the  near  future,  say  iu 
the  next  ten  or  twelve  years.  This  makes  a  total  of 
over  1200  bridges  which  should  be  rebuilt  if  legal 
loads  are  to  be  carried  over  these  bridges  in  safety, 
and  most  of  this  work  should  be  done  in  the  first 
anil  not  the  la.st  period  of  the  ten  to  twelve  years. 


SEVEN  MILLIONS  NEEDED 

The  estimated  cost  of  replaxiement  of  the  bridges 
requiring  immediate  attention  is  approximately 
$7,000,000. 

The  estimated  cost  of  replacements  that  should 
be  made  within  the  next  ten  or  twelve  years 
amounts  to  $25,000,000,  or  a  total  of  $32,000,000. 

A  ma.jor  bridge  construction  jirogram  may  be  the 
only  solution  of  the  prol)lem. 

Jfany  of  these  old  bridges  were  inherited  by  the 
State  when  the  Legislature  added  800  miles  of 
county  roads  to  the  State  system  in  1!):!1  and  an 
additional  6H()0  miles  iu  1933.  They  are  aijproach- 
ing  the  time  when  they  will  have  to  be  replaced  by 
new  structures.  ^Maintenance  of  them,  a  burden  of 
^\hich  tlie  counties  were  then  relieved,  is  becoming 
ni(ii-<'  expiMisivc  each  year. 

OLD   HKIDGKS   COLLAPSE 

Several  of  these  ancient  structures  have  col- 
lapsed in  recent  years  due  to  abuse  from  over- 
loaded trucks,  notably  the  Bear  Creek  bridge  at 
Merced,  the  Santa  Maria  River  bridge,  the  Kings 
Slough  bridge  in  Fresno  County  and  the  Sacra- 
mento River  bridge  at  Red  Bluff. 

<)tlici-s  ai-c  still  being  used  as  posted  bridges.  Iiut 
the  Division  of  Highways  would  be  compelled  lo 
maintain  a  twenty-four  hour  watch  on  all  of  llicni 
iu  ordei'  eft'ectually  to  i)revent  careless  drivers  from 
ignoring  the  warning  signs  against  limiled  loads. 

Some  of  these  structures  are  used  by  motor  buses 
carrying  children  to  schools  and  the  Division  of 
Highways  is  continually  faced  with  worry  over  the 
condition  of  such  bridges. 

(March  1917)  California  Highiiays  and  Public  Works 


itate  Highways 
mmediately 

assistant  State  Highway  Engineer 


iliiiiilcujiiicc  (if  all  hi-i(lt;es  on  tlic  l)est  travcrsiblc 
I'liads  aldiiii-  tlu'  existiiiji'  State  highway  routiiij^'s  was 
taken  over  by  the  liigliway  department  in  1926.  The 
lenjitli  of  tlie  State  system  at  that  time  was  some- 
what less  than  6600  miles.  With  the  additions  of 
approximately  7600  miles  and  other  adjustments  in 
the  system  which  have  been  made  from  time  to  time, 
the  pre.sent  mileage  of  the  State  highway  system, 
totals  13,900  miles,  including  highway  routes 
ihrougli  incorporated  cities. 

ELEVEN  PER  CENT  POSTED 

On  the  State  sj'stem  the  3280  bridges  total  about 
469.000  lineal  feet— 88  miles  of  bridges  20  feet  long 
and  over.  Of  this  length  of  bi'idge  structure,  11  per 
cent  are  )K)sted  for  limited  loads. 

A  highway  is  no  stronger  than  its  weakest  link, 
and  the  links  are  bridges.  It  is  not  the  length  of  a 
weak  bridge  that  is  important  but  the  fact  that  most 
of  them  im))air  the  carrying  capacity  of  many  miles 
of  ad.iacent  highway.  Although  signs  are  placed  at 
each  weak  structure  warning  the  public  of  the 
reduced  load  limits,  it  has  lieen  found  im])ossible 
entirely  to  pi-event  heavy  loads  from  crossing  over 
with  atteiulant  danger  to  the  careless  drivers  ignor- 
ing the  ^varning  and  othei-  veliicles  which  follow. 


XO   Fl'N'DS  FOR  SITUATTOX 

In  .iddition  to  all  tlie  posted  and  structurall.\ 
weakened  bridges  above  referred  to,  about  halt  the 
remainder,  or  some  1000  bridges  are,  although  struc- 
turally sound,  too  narrow  to  afford  the  safety  to 
traffic  which  is  to  be  expected  in  a  highwaj'  built  in 
accordance  with  modern  ideas  of  highway  construc- 
tion. 

From  a  structui-al  standpoint  alone  there  is  foumJ 
to  l)e  slightly  over  2000  bridges  built  to  modern 
standards,  either  by  the  State  itself  or  by  other  polit- 
ical liodies  using  equivalent  standards  of  design  and 
coustrnction.  However,  the  lack  of  funds  in  past 
years  has  many  times  forced  the  n.se  of  more  tem- 
p(n-ary  forms  of  construction  and  the  time  for  recon- 
structing some  of  these  bridges  is  again  approaching. 

( >n  the  present  State  highway  .system  will  be 
found  such  structures  as  the  old  suspension  bridge 
oxer  the  Feather  Hiver  at  liidwells  Bar  built  in 
18.")(i,  the  bridge  over  the  Sacramento  River  at  lied 
liluff  built  in  1884  of  wrought  iron  and  a  host  of 
structures,  large  and  small,  built  without  competeni 
supervision  in  tlie  early  years  of  the  jiresent  cen- 
tui-y  from  coni])etitive  designs  which  sacriticed 
everything  possible  to  economy. 

A  great  number  of  older  bridges  are  on  poor  high 
way  alignment,  or  the  |u-oper  location  of  the  liigliwa\- 
itself  i-efplires  that    the  lii-idi:e  crossing  be  changeil. 

(<'ontinue(l  on   iiat^e   22j 

California  Hightvays  and  Public  Works   (March  i9}7) 


Ttiis   bridge    near    Bla 


'Kimas,   can    be    l<noct<ed    dov 
by   trucl<. 


Tliis  40-year   old    bridge   over    Elk   Creek,   Mendocino,   lias   been   cause   of 
several    severe   accidents. 


Klamath    River   bridge,   near   Seiad,   Siskiyou,   could 
from   truck  or  auto. 


ittistand    blov 


Type   of   combination    truss   span    across   Cottonwood    Creek,    San    Di 
that   is  dangerous   because   roadway   is   too   narrow. 


I  Nine  I 


**Caution**  Signs  Used  to  Show 
Potential  Motoring  Hazards 


By  F.  M.  CARTER,  Assistant  Maintenance  Engineer 


THIS  is  the  third  in  a  series  of 
articles  dealing  with  highway 
signs  used  by  the  Division  of 
Highways  to  protect  and  facilitate 
traffic  on  California  State  highways 
and  has  to  do  with  the  "Caution" 
tj^pe  of  the  warning  group. 

This  type  of  the  warning  group  is 
a  square  with  two  sides  vertical,  yel- 
low background  with  black  letters  or 
symbols.  In  a  few  eases  because  of 
wording  required  a  rectangle  is  used. 
The  caution  tyjie  sign  is  used  only  for 
conditions  where  there  is  a  potential 
operating  hazard  which  requires 
vehicles  to  proceed  with  caution.  This 
type,  however,  unlike  the  slow  type, 
does  not  necessarily  require  a  reduc- 
tion of  speed. 

Every  caution  type  sign  should 
bear  a  message  indicating  the  kind  of 
hazard.  This  message  should  always 
be  brief  and  simple.  A  few  of  the 
]iotential  hazards  where  this  tyiie  of 
sign  sliould  be  used  include : 

1.  Highway  intersections. 

2.  Highway  construction  or  re- 
pairs. 

3.  Other  temiiorary  highway  con- 
ditions. 

i.  Pedestrian  zones. 

5.  Hospital  zones. 

6.  School  zones. 

7.  Railroad  advance  warnings. 

SCHOOL   ZONE    RULES 

The  majority  of  the  "Caution" 
signs  are  reflectorized  for  night 
travel.  An  exception  to  this  is  the 
school  zone  sign  because  this  condi- 
tion I'arely  presents  a  i)otential  hazard 
after  dark. 

When  the  school  grounds  are  not 
adjoining  and  the  motorist  is  not 
able  to  see  whether  the  children  are 
at  play  or  on  their  way  home  from 
the  grounds,  then  such  placement 
causes  disregard  and  is  a  detriment  to 
the  use  of  these  signs  elsewhere. 

The  Vehicle  Code  says  that  the 
speed  of  any  vehicle  shall  be  fifteen 
miles  per  hour  when  passing  a  school 
building,  or  the  grounds  thereof,  con- 


tiguous to  the  highway  during  school 
recess  or  while  children  are  going  to 
or  leaving  such  school  during  opening 
or  closing  hours,  or  when  the  play- 
grounds of  any  such  school  are  in 
use  by  school  children. 

When  you  see  the  yellow  square 
"School  Zone,"  watch  out  for 
children.  On  State  highways  where 
the  road  is  paved  this  "Caution" 
type  sign  is  always  accompanied  by 
liavement  markings  reading  "School 
Xing." 

PORTABLE  SIGNS 

One  of  the  most  used  portable  signs 
of  tliis  caution  type  is  the  "Men 
Working"  sign  used  by  highway 
maintenance  crews  to  advise  the 
motoring  public  to  watch  out  for  these 
men.  In  many  cases  these  signs  read 
"]Mpn  and  Equipment  Working"  and 
it  is  necessary  to  place  them  at  the 
termini  of  long  stretches  of  highways 
to  cover  the  movement  of  the  equip- 
ment. Such  signs  are  removed  im- 
mediately when  such  work  has  ceased 
and  extreme  caution  should  be  ob- 
served when  such  signs  are  in  place. 
A  red  flag  is  always  used  with  such 
signs. 

Other  important  signs  of  this  type 
are  the  "Slide  Area"  and  the  "Slip- 
pery When  Wet."  In  certain  sec- 
tions new  construction  etc.,  slides  and 
falling  rock  may  encroach  on  the 
traveled  wa.v  and  the  "Slide  Area" 
sign  which  is  always  reflectorized  ad- 
vises the  motorist  to  watch  out  for 
such  slides  and  falling  rocks  on  pave- 
ment. 

NEED    FOR    CAUTION 

The  "Slippery  When  Wet"  sign 
connnauds  immediate  caution.  These 
signs  are  jilaced  where  a  slippery  con- 
dition may  be  caused  by  moisture  on 
the  jiavement  mixed  with  dust  or 
when  wind  blows  clay  from  adjoining 
cuts  or  area.  In  some  cases  the  sur- 
face of  the  pavement  itself  presents 
the  slip])ery  condition  when  wet  be- 
cause of  its  smoothness.  Such  loca- 
tions are  resurfaced  as  soon  as  eco- 


nomically possible  to  a  nonskid  sur- 
face. 

Many  locations  have  conditions  that 
border  on  the  use  of  a  slow^  type  sign 
and  then  a  "Slow"  sign  is  placed  in 
advance  of  the  caution  type  sign.  The 
caution  type  sign  is  always  placed 
after  such  a  slow  sign  to  advise  the 
motorist  why  he  should  proceed 
slowly. 

At  intersections  the  sign  with  the 
lowest  effect  and  inconvenience  com- 
mensurate with  the  hazard  should  be 
used.  The  development  of  protection 
of  intersections  is  in  the  following 
order : 

1.  Caution  type  sign. 

2.  Slow  type  sign. 

3.  Stop  sign. 

4.  Traffic  signals. 

5.  Rotary  traffic  development. 
•5.  Grade  separations. 

INTERSECTION    SIGNS 

The  use  of  the  "Cross  Road"  and 
"Side  Road"  should  be  restricted  to 
intersections  with  roads  which  are  im- 
]3roved  to  an  extent  that  there  is 
likelj^  to  be  a  fairly  large  volume  of 
traffic  entering  the  through  highway 
from  the  side  route,  or  where  some 
unusual  feature  makes  it  advisable 
that  the  intersection  be  called  to  the 
motorists  attention.  The  use  of  these 
.signs  should  be  limited  so  that  they 
will  command  attention  when  placed. 
A  "Cross  Road"  or  "Side  Road" 
sign  should  never  be  placed  in  ad- 
vance of  a  "Stop"  sign.  The  policy 
as  to  "Stop"  signs  and  traffic  signals 
will  be  discussed  in  a  later  article. 

For  maintenance  purposes,  tempo- 
rary caution  type  signs  are  used 
temporarily  to  show  unexpected  con- 
ditions such  as  "Fresh  Oil,"  etc. 
Such  temporary  signs  are  remo\ed  as 
soon  as  the  condition  is  corrected. 

MOTORISTS    WILLING    TO    OBEY 

Requests  for  new  wordings  on  this 
type  of  sign  are  the  most  frequent. 
Every    condition    brings    forth    new 

(Continued  on  page  3.5) 


ITenl 


(March  7937)  California  Hightvays  and  Public  Works 


**Caution**   Group   of   California   Road  Sign  System 


Placed   400   feet   in 
advance   of  all 
draw   bridges   to 
permit  vehicles  tc 
come  to  full   stop 
if  bridge   is  open. 
Traffic   should 
slow   down. 


SLIPPERY 

WHEN    WET 
o 


Placed    at 
strategic     points 
on  highways 
where   the   type  of 
pavement   creates 
a   hazard   when 


et. 


Placed    at 
strategic  locations 
where  hazard  of 
slippery    pave- 
ment   is    sufficient 
to   warrant   a 
reduction    in 
speed. 


Used    in    desert   or 
seacoast   areas 
where  sand   is 
blown  over   high- 
way.     Cautions 
traffic   to   proceed 
slowly. 


Set  400  feet   in 
advance  of  busy 
intersections. 
Used   only   where 
volume  of  cross 
traffic   is  sufficien< 
to  create   real 
hazard. 


Used    in   mountain 
or  hilly  sections 
where    land    slides 
or   loose   rocks 
frequently  block 
highways.     Traffic 
should    go    slowly. 


This   sign    is 
placed  400  feet  in 
advance    of   a    side 
street  to   indicate 
to    motorist    he    is 
approaching  a 
side  thoroughfare 
and   should   slow 
down. 


Placed    at   end    of 
area   marked    by   a 
''Slide   Area"   sign. 
Traffic   may 
resume    normal 
speed    beyond 
this   sign. 


Placed    approxi- 
mately  500  feet  in 
advance   of   dips 
or  depressions  in 
highway    occa- 
sionally   under 
water.    Hooded 
when    not    needed. 


g([        1 

"«.    1 

^ICHT  OP  LEFT 


This  sign   is   made 
with  either   right 
or   left   arrow. 
Placed    in   head   on 
position  to  mark  a 
sharp   turn. 


Placed  about  400 
feet   in   advance  of 
all   schools  when 
school  grounds 
are  contiguous  to 
or  face   highway. 
Maximum   speed 
15  miles. 


Placed   400  feet  in 
advance   of  side 
roads   that   end    at 
highway  and   do 
not  continue 
across.     Used  only 
where   traffic 
warrants. 


Placed    in   advance 
of   fire   stations   as 
warning    to    traffic 
to  go  slowly  and 
be   on   alert   for 
fire    fighting 
equipment 


This  sign   is 
placed    in   advance 
of   hospitals   when 
the  grounds  of 
same    are   con- 
tiguous to  the 
highway. 


Advance  warning 
sign    for   single 
track    railroad 
grade  crossing. 
Used  400  feet  in 
advance  of  rails 
in   rural   areas; 
200  feet   in 
advance    in    cities. 


PEDESTRIAN 

CROSSING 

o 


Placed  400  feet  in 
advance  of  inter- 
sections where 
slow  speed  is 
necessary  to  stop 
when  pedestrians 
are    in   crosswalks. 


Placed  about  one- 
half   block    in 
advance   of    im- 
portant or  heavily 
traveled    intersec- 
tions  in   cities. 
Reduced  speed 
necessary. 


Advance  warning 
for  double  track 
(two  or  more) 
railroad    grade 
crossing.     Used   in 
place   of  above 
sign  for  grade 
crossing    having 
more    than    single 
track. 


California  Highivays  and  Public  Works  (March  i9i7) 


[Eleven] 


February  Storm  Damage  to 
Highway  System  Totals  $1,000,000 


By  T.  H.  DENNIS,  Maintenance  Engineer 


T\V(  I  un])reced(Mited  storms  diii'- 
iiig-  tlie  mouth  of  Febniai-y 
wroiig-lit  damage  to  State  high- 
\v;iys  and  bridges  that  will  cost  the 
Division  of  Highways  approximately 
•+1.000, 0(10  to  repair,  a  sum  almost 
cM|ual!ing  that  expended  for  similar 
work  during  the  entire  l!)8.')-:5(i 
winter  season. 

^lost  of  the  destruction  occurred  in 
tile  counties  of  San  Diego,  Orange, 
Los  Angeles,  Ventura  and  San  Ber- 
nardino. 

Creeks  and  streams  that  remained 
within  their  banks  in  the  past,  even 
during  the  severest  of  winters,  and 
which  in  summer  are  almost  dry 
water  courses,  flooded  out  of  their 
beds  during  February  and  swept  over 
highways,  undermining  iiavements 
and  damaging  bridges. 

Ex))enditures  for  removal  of  earth 
slides,  replacement  of  fill  slip-outs  and 
emergency  repair  of  washouts  and 
like  damage  this  winter  will  amount 
to  about  $1,300,000  and,  in  addition, 
it  is  necessary  to  replace  several 
bridges  which  were  totally  destroyed 
or  seriously  damaged.  This  sum  and 
that  spent  during  the  1935-86  winter 
season  represent  twice  the  storm  dam- 
age normally  expected,  as  based  on 
several  years'  previous  experience. 

TABULATION  OP  DAMAGE 

The  estimated  total  damage  for  the 
two  storms — one  diiring  the  week  of 
February  6  and  the  second  a  week 
later — in  the  southern  highway  dis- 
tricts is  as  follows: 

liislrifl            Hr.iilqunrtrrn  Am,,, nit 

V     San    Luis  Obispo--. $60,000 

(Roads 60,000 

■"^^          I  Bridges    75,000 

VII      Los  Angeles     __   210,000 

VIII      San    Bernardino 115,000 

XI      San   Diego         _  80,000 

$600,000 

I''or  the  other  six  districts,  and  in- 
i-liidiiig  the  cost  of  snow  removal, 
some  $.'!()(), 000  was  reipiired  in  addi- 
tion during  the  month  of  Pebruarv, 


This  year  has  been  peculiar  to  the 
extent  that,  while  cost  of  snow  re- 
moval has  been  heavy,  only  normal 
damage  to  highways  has  occurred  in 
the  northern  part  of  the  State,  while 
the  jiortion.  from  Monterey  a  n  d 
Tulare  counties  south  has  borne  the 
iiruut  of  destructive  storms. 

Tlie  highways  in  Ventura,  Los  An- 
geles and  Orange  counties  in  District 
Vll  suffered  more  damage  than  in 
any  other  section.  Rainfall  for  the 
season  harl  exceeded  normal  and  nu)re 
snoM-  was  on  the  ground  in  the  Lake 
Ai'rowhead  and  Big  Pines  areas.  The 
warm  rains  of  February  6  and  7 
caused  an  especially  heavy  run-off  in 
till'  Santa  Ana  drainage  district. 

RECORD   BREAKING   RAINFALL 

The  seeoiul  stcu'iu  a  week  later,  com- 
ing while  the  streams  were  still  swol- 
len with  flood  Avater  and  the  ground 
saturated,  resulted  in  immediate  run- 
off and  further  flooding.  The  damage 
consisted  of  earth  slides,  earth  and 
ilebris  over  pavement  and  shoulders  of 
highways,  loss  of  roadway  and 
shoulder  embankment  and  loss  of 
stream  and  .shore  protection  work. 
The  estimated  cost  of  repair  damage  in 
Los  Angeles  County  alone  is  $210,000. 

In  these  counties,  as  elsewhere, 
streams  that  heretofore  had  kept 
within  their  banks  due  to  adequate 
bank  jn-otection  work,  could  not  carry 
the  debris  washed  into  them  and  con- 
se(|uently  o  v  e  r  fl  o  w  e  d,  iniuidating 
highways,  undermining  them  and  in 
some  cases  sweejiing  away  large  sec- 
tions of  ])avement. 

STREAMS  OVERFLOW 

In  detail,  the  severest  damage  in 
Dislriet  Vll,  Los  Angeles,  was  as  fol- 
lows • 

ROI'TE  4,  Weldon  Canyon  Cul 
off  and  Ridge  Route— 20.()()0  cubh' 
yards  of  slide  material. 

ROUTE  2.  on  the  main  road  to  San 
Diego — south  of  Tustin,  a  large  cul- 
\-ert    was   Hooded    and   the   ])avemeiii 


ad.jaceut  thereto  was  undermined. 
South  of  Irvine,  a  stream  paralleling 
the  road  washed  out  500  feet  of 
shoulder  support,  and  also  destroyed 
1500  feet  of  pipe  and  wire  protection 
work. 

At  Bear  Creek,  south  of  Galivan, 
the  pavement  was  covered  with  water 
to  a  depth  of  four  feet,  and  several 
feet  of  sand  was  left  on  the  pavement 
and  shoulders  when  the  water  re- 
ceded. 

North  of  San  Clemente,  at  Trabuco 
Creek,  a  section  of  highway  three 
hundred  feet  long  was  washed  out  to 
a  dejjth  of  thirty  feet,  and  protection 
Work  at  the  Trabuco  Creek  bridge  was 
destroyed.  Some  25,000  cubic  yards 
of  filling  material,  replacement  of 
jiavement,  and  stream  protection  work 
is  necessary  at  this  location. 

DKTOUR  THROUGH  ORANGE  GROVE 

As  there  were  no  parallel  roads 
over  which  traffic  could  be  detoured, 
it  was  necessary  to  secure  permission 
to  pass  light  traffic  through  the  ad- 
joining orange  grove  over  a  jjlank 
road  constructed  for  the  inirpos(>. 
Truck  traffic  was  routed  to  Newport, 
thence  south  to  Dana  Point  and 
San  Diego. 

HOI'TE  60.  at  Saii  -I  nan  Creek, 
about  sixty  feet  of  three-lane  pave- 
ment, as  well  as  about  seventy-tive 
feet  of  the  pile  wing  wall  and  the 
entire  road  embankment,  was  washed 
out  to  a  depth  of  thirty  feet. 

ROUTE  64,  two  and  one-half  mih's 
east  of  San  Juan  Capistrano,  two 
hundred  feet  of  the  west  approach 
till  to  San  Juan  Creek  bridge  was 
washed  out.  The  road  was  also  closetl 
by  slides  in  the  mountain  section  to 
the  ea.st.  West  of  Santa  llonica,  the 
road  was  closed  for  several  hours  I)y 
some  25,000  cubic  yards  of  slides. 

HEAVY   SLIDES 

The  Laguna  Canyon  road  was 
damaged  by  high  water,  and  heavy 
slides  occurred  in  San  Gabriel   Can- 


elvel 


(March  i9}7)  California  Hightvays  and  Public  Works 


yoii,  as  well  as  Decker  and  Grimes 
Canyon  routes. 

ROITTE  43,  through  Santa  Ana 
Canyon — some  $10,000  is  required  to 
elean  debris  from  pavement,  to  re- 
place lost  embankment,  and  to  rejiair 
the  fence  and  lii'iish  tyjie  of  pi-oter- 
tion  work. 

ROUTE  79,  in  Ventura  County- 
some  $4,000  is  requ.ired  to  clean 
debris  from  pavement. 

ROUTE  138,  Ventura  to  Maricopa 
highway.  This  road  was  closed  by 
.10,000  cubic  yards  of  slide  material. 
The  estimated  cost  of  slide  removal 
and  clearing  out  the  drainage  svstem 
is  $:]0,000. 

HOUTE  2,  in  Ventura  County— 
the  sum  of  $9,000  is  estimated  cost 
of  cleaning  mud  from  i)avement  and 
cleaning  drainage  ditches,  etc. 

niSTRU'T   VIII    1I.\KI)    HIT 

liaiiifall  ill  San  Bernardino  and 
Riverside  counties  broke  all  records 
in  February,  resulting  in  damage  in 
Di.striet  Vl'll  amounting  to  $115,000. 

In  San  Bernardino  a  total  of  2").r)(1 
inches  of  rain  had  fallen,  and  8  (i4 
iiiciies  was  added  in  February  when 
Ihc  heaviest  storms  occurred  on  Feb- 
ruary 6th  and  February  14th. 

With  the  Coast  Highway  to  San 
l)ieg<,  closed  and  the  Santa  Fe  Rail- 


iles  north   of  Oceanside,  San   Die 
shoulders. 

road  service  to  San  Diego  tied  up.  tin.' 
only  route  open  to  traffic  between  Lo.i 
Angeles  and  San  Diego  was  by  the 
inland  route  through  Riverside,  Elsi- 
nore  and  Fallbrook.  Highwaj'  crews 
struggled  night  and  day  to  keej)  this 
iiii]iortant  traffic,  as  well  as  traffic 
lietween  Los  Angeles  and  Imperial 
\'al!ey,  moving  without  serious  inter- 
ruption. 

The  Santa  Ana  Canyon  route  lead- 
ing from  the  west  end  of  Riverside 
( 'oiinty  into  Orange  County  was 
closed  for  two  days  following  the 
February  (i  storm  and  for  several 
hours  following  the  February  14 
storm.  This  condition  was  caused  by 
tlie  Santa  Ana  River  overflowing  and 
inundating  the  highway  to  a  depth  of 
a])])roximately  three  feet.  Portions 
of  the  highway  along  the  river  bank 
were  partly  washed  awa>'. 

The  Ortega  Highway  leading  from 
Elsinore  to  San  Juan  Capistrauo  was 
closed  by  numerous  slides  and  prob- 
ablv  will  reimiin  closed  for  thirtv 
days. 

The  Imperial  Highway  between 
Temecula  and  Warner  Hot  Springs 
was  clo.sed  for  se\'en  days  as  a  result 
of  one  of  the  pile  heuts  ill  the  Te- 
mecula River  bridge  being  washed 
Mwa.w 

The    I'ines-to-Palins    lliulnvav   lead- 


mix  from  Ili^nii't  through  the  San 
-Jacinto  mountains  to  the  Coachella 
Valley  was  closed  by  numerous  wash- 
outs where  the  San  Jacinto  River 
parallels  the  highway.  Three  bridge 
approaches  were  also  washed  out  on 
this  route,  necessitating  many  thou- 
sands of  yards  of  backfill.  The  i)rob- 
able  ]ieriod  of  closure  on  this  route 
will  be  thirty  days. 

DEBRIS    FILLED    STRK.VMS 

The  foothill  road  between  the 
]\Ioreiio  and  Hemet  valleys  suifered 
considerable  damage  when  the  San 
Jacinto  River  flowed  beyond  the 
capacity  of  its  channel  and  due  to 
great  deposits  of  silt  and  gravel 
washed  upon  this  highway  from 
^Massacre  Canyon,  the  loss  of  a  por- 
tion of  the  south  approach  to  the  San 
Jacinto  River  bridge  necessitated  con- 
sidei'able  backtilling.  This  route  was 
closed  to  traffic  for  two  days. 

The  new  Jack  Rabbit  Trail  between 
Riverside  and  Beaumont  was  clo.sed 
for  one  week  by  many  slides.  While 
the  road  was  opened  after  about  seven 
days  of  work  it  will  be  some  time  yet 
before  all  of  the  slides  are  removed. 

The  highway  from  San  Bernardino 
to  Impei-ial  Valley  was  closed  for  a 
few  houi's  during  each  of  the  heavy 
storms  whei-e  the  liigliwav  is  crossed 


California  Highivays  and  Public  Works  (March  1917) 


I  Thirteen  I 


Scenes  of  Flood  Damage  to  State  Hishwai 


1 — Highway  shoulders  destroy- 
ed by  ditch  flood  waters 
between  Galivan  and  Irvine 
Orange    County. 

2 — San  Vicente  Creek,  near 
Foster  in  San  Diego  County, 
rips  out  section  of  highway. 

3 — Rock  slide  damages  highway 
on  U.  S.  80  near  Jacumba, 
San  Diego  County. 

A — Washout  caused  by  overfit 
of   Trabuco    Creek    near    San 
Clemente,  Orange  County. 

5 — San  Jacinto  River  tearing 
down  bank  on  Foothill  Road. 
Riverside  County.  (Photo  by 
Cogley  of  Hemet.) 


During  Abnormal  Rain  Storms  in  February 


7 — Flood  waters  on  secondary 
road  between  San  Diego  and 
Jacumba,  San  Diego   County. 

8— All  that  was  left  of  highway 
bridge  on  Route  60  near 
Dana    Point,   Orange   County. 

9 — San  Juan  Creek  destroys  300 
feet  of  bridge  approach  near 
San   Juan   Capistrano. 


February  Storm  Damage  to  Highway  System  Totals  $1,000,000 


liy  tlie  Owl  Wasli  mi  tlie  desert  below 
I'xiiiniiiii'. 

r.HIDGE  IS  SAVED 

The  Owl  Wash  is  a  very  elusive 
stream  which  meanders  arouud  over 
a  debris  cone  above  the  highway  and 
very  often  crosses  tlie  highway  at 
points  other  than  where  the  concrete 
bridge  is  located.  Great  deposits  of 
gravel  and  boulders  were  left  on  the 
west  approach  to  the  bridge.  State 
Highway  equipment  was  stationed  at 
this  bridge  for  the  purpose  of  towing 
traftii-  through  the  water  and  debris. 

Where  this  route  crosses  the  Santa 
Ana  River  two  miles  south  of  San 
Bernardino,  washing  of  the  river  into 
The  north  approach  caused  serious 
concern.  A  shipment  of  piling  and 
liulkhead  timbers  were  secured  from 
the  coast  and  a  bulkhead  200  feet  in 
length  hurriedly  constructed  to  jiro- 
teet  the  ap]iroach  fill  against  subse- 
quent storms.  Due  to  strikes  no 
timber  in  excess  of  two  inches  in 
thickness  was  available  in  any  of  the 
Soullicni  California  timber  yards. 
Timbers  were  eventually  located  in 
the  Santa  Fe  yards  at  National  City 
mid  were  hurriedly  transported  to  the 
bridge  site  by  truck. 

Tile  Palm  Springs  Highway  be- 
tween AVhitewater  and  Inclio  was 
closed  below  Palm  Springs  for  a 
lieriod  of  several  days  due  to  the 
loss  of  two  miles  of  pavement  when 
Palm  Canyon  Wash  went  on  a  ram- 
page. Telegraphic  permission  was 
secured  from  Washington,  D.  C.  to 
I'oute  State  Ilishway  tralific  for  a 
pci-iod  of  sixty  days  over  an  old  road 
crossing  the  Indian  Reservation.  Tt 
is  possible  to  reconstruct  the  two  miles 
"f  pavement  in  its  old  location. 

MANY  LAND  SLIDES 

The  Barton  Flats  Highway  leading 
from  Redlands  into  the  San  Ber- 
nardino mountains  was  seriously  dam- 
iiiicd  by  numy  slides.  .Vt  this  writing 
if  was  not  jiossible  to  determine  the 
amount  of  material  on  the  higlnvay 
as  most  of  the  earth  slides  are  covered 
by  snow.  Some  of  the  large  fills  are 
seriously  damaged  where  culverts 
were  insufficient  in  size  to  carry  the 
I'ulii'c  How  of  the  sti'cams.  This  road 
ni;i\'  111'  closed  foi'  a  total  of  sixtx' 
days. 

The  Crest   Di'ive  to  Lake  Ari-owhead 


(Cntimittl  fromiLigc.  Hi) 

and  Big  Bear  Lake  resorts  was  open 
practically  at  all  times  except  at  Dry 
Creek  where  a  bridge  approach  was 
washed  away.  Here  the  road  was 
closed  for  a  period  of  two  days.  This 
route,  however,  has  many  slides  which 
must  be  removed  during  the  next 
thirt.y  days. 

The  desert  routes  on  the  ]\Iohave 
desert  experienced  practically  no 
damage. 

At  the  time  the  first  heavy  Feb- 
ruary storm  took  place,  four  power 
shovels  were  at  work  in  District  VII 
on  slides  resulting  from  previous 
storms  of  lesser  intensity.  Eight  ad- 
ditional shovels  have  now  been  em- 
])loyed  and  are  at  work  removing 
slides  and  repairing  washed  out  fills 
and  bridge  ajiproaches. 

UNUSUAL  RAINS 

A  review  of  conditions  in  San  Diego 
and  Imperial  counties  in  District  XI 
wliere  a  rainfall  of  9.03  inches  in  a 
12-hour  interval  was  recorded,  of 
which  the  greater  portion  fell  within 
two  or  three  hours,  reveals  that  dam- 
age to  State,  county  and  city  high- 
ways was  extensive. 

Damage  in  San  Diego  County  to  the 
State  Highway  S.vstem  has  been  es- 
timated at  $80,000.  This  storm 
wrecked  one  forty-five  foot  timber 
bridge,  and  washed  out  six  bridge 
approaches,  some  of  them  im  the  nuiin 
coast  highway. 

PAVEMENT    UNDERMINED 

Several  sections  of  pavement  were 
undermined  to  such  an  extent  that 
they  required  replacing.  All  culverts 
and  dips  ran  full  and  several  washed 
out,  including  one  large  concrete  di]) 
and  one  rubble  masonry  overflow  dip. 
Practically  all  roads  were  at  least 
))artially  blocked  by  .slides,  mostly 
rocks.  Rocks,  some  of  them  ten  feet 
tlirough,  slipped  onto  the  highway  in 
many  |)laces. 

Maintenance  I'rews  were  on  tln>  job 
continually,  and  patrohnen  were  out 
all  night.  By  10  p.m.,  February  (i, 
nearly  every  truck  in  the  Maintenance 
De|iartment  was  out,  pulling  motorists 
from  di]is,  placing  liarricades  and 
lantei-ns  to  warn  the  jiublic  of  wash- 
outs and  slides,  and  trying  to  keep 
drainage  sti-uctures  open.  The  first 
indication  iif  scriims  ti-duhle  came 
alioiit     niidniglit    when     rcpoi-ts    came 


in  simultaneously  that  the  approaches 
to  one  bridge  on  the  Coast  llighwav, 
TL  S.  101,  and  another  on  IT.  S.  395. 
near  San  Diego,  wei-e  washing  out. 

PATROLS   ON   JOB 

One  crew  arrived  just  as  the  pa\e- 
ment  slab  at  the  Sorrento  Bridge  fell 
after  a  car  had  passed  over,  and  nar- 
rowly averted  a  serious  accident  by 
getting  lights  and  barricades  up  be- 
fore the  next  mot(n'ist  arrived.  For- 
tunately the  patrols  were  able  to  place 
W'arning  lights  in  sufficient  time  to 
avoid  serious  accidents,  at  several 
places.  Several  hundred  motorists 
were  towed  from  di]")s. 

Immediate  steps  were  taken  to 
open  the  main  highways.  At  the 
Sorrento  Creek  Bridge,  where  thirty 
feet  of  the  north  approach  was 
washed  out  at  approximately  mid- 
night, replacement  was  in  progress 
by  6  a.m.  Rock  rip-rap  was  taken 
from  adjacent  sea  walls  to  check  the 
water,  and  thirty-eight  hours  after 
the  washout  the  first  traflSc  was  al- 
lowed to  cross.  During  this  time 
another  approach  partially  washed 
out  on  the  route  over  which  the  fill 
material  was  being  hauled,  and  by 
prompt  action  a  second  break  was 
checked. 

The  highway  maintenance  crews 
worked  long  hours,  and  many  of  the 
foremen  and  others  worked  con- 
tinually through  two  days  and  one 
night.  Contractors  on  State  High- 
way projects  were  of  great  assistance 
in  furnishing  equipment  and  crews 
to  the  ^Maintenance  Department,  and 
it  was  through  their  coojieration  that 
traffic  was  reestablished  promptly  in 
several  instances. 

SAX   .JUAN  BRIDGE   LOST 

In  District  V,  with  the  excei)tion  of 
the  loss  of  the  bridge  across  the  San 
Juan  River  west  of  Simmler,  on  Route 
."is.  the  main  damage  in  ^lonterey, 
San  Luis  Obisiio,  and  Santa  Barbara 
counties  was  due  to  slides.  It  is  es- 
timated that  it  will  be  necessary  to 
move  some  ir)0.000  cubic  yards  of  nm- 
terial  to  rejilace  the  roads  in  their 
original  conditions.  Route  fiT — the 
Cuyama  lateral — with  some  24, OHO 
cubic  yards.  Route  56 — along  the  coast 
-with  nearly  60,000  cubic  yards,  and 

(Contimiecl  on  p.iK''   27) 


[Sixteen! 


(March  19)7}  California  Highways  and  Public  Works 


Interurban  Train  Platforms  for  San  Francisco  Terminal  of  Bay  Bridge 


IXSTALLATKiX  of  interurban 
facilities  on  tlie  .San  Francisco- 
Oakland  Bay  Bridge  is  expected 
to  lip  coniplt'ted  l)y  tlic  summer  of 
I'.VAX.  according'  to  Chief  Engineer 
Charles  II.  Pureell. 

\Vork  on  the  construction  of  the 
San  Francisco  Interurban  Terminal, 
the  design  of  which  is  shown  in  the 
accompanying  architect's  drawing, 
is  now  under  wa.v. 

All  tracks  and  loading  jjlatfoi-ins 
in  the  terminal  will  be  entirely  roofed 
for  a  length  of  TOO  feet,  with  large 
skylights  and  windows  providing  ani- 
|)li'  li,uliting. 

Because  the  Bay  Bridge  trains  will 
airive  at  the  terminal  every  minute 
during  the  rush  hours,  the  present 
(•(ingestion  caused  by  the  i'..'). 000.000 
auiMUil    coiiiniuter   Iraflic    bet-ween    the 


East  Bay  anil  San  Francisco  is  ex- 
pected to  be  eliminated  by  the  more 
uniform  distribution  of  passengers. 

Plans  call  for  six  tracks  arranged 
in  pairs  with  platforms  between  al- 
ternate trains,  with  an  over-all  sta- 
tion width  of  16-1  feet.  Two  inner 
jdatforms  will  each  be  27  feet  in 
width  and  two  outer  platforms  will 
each  have  a  width  of  14  feet.  Fences 
between  the  pairs  of  tracks  will  pre- 
vent pa.ssengers  from  crossing  them, 
to  their  danger. 

Kach  platfoi-m  will  have  a  system 
of  7  ramps  or  stair  connections  to 
the  mezzanine  concourses,  from  which 
commuters  will  leave  the  terminal 
building. 

The  i-aiii|is  and  slaii'\va,\'s  will  be 
spaced  along  the  entire  length  of  the 
lo.-idiiig    ])latf(irni    so    as    to    serAc    an 


entire    train   and    to   give   i)assengers 
a   minimiun   walking  distance. 


iSafety  Enforced  by  Bridge  Squad 

A  total  of  1:^41  cars  were  sto|)ped 
and  their  tlrivers  warned  during  the 
month  of  February  on  the  San  Fran- 
cisco-Oakland Bay  Bridge;  while  99 
arrests  were  made  for  various  viola- 
tions, according  to  a  report  submitted 
by  Cajitain  Rudy  Schmoke,  head  of 
the  Ba.v  l>ridge  Detail,  to  Raymond 
K.  Cat('),  Chief  Of  the  California  High- 
wa.\'  Patrol,  in  a  campaign  to  make 
the  bridge  not  onl.v  "the  tinest  but 
the  safest  high\\a\'  in  the  woi'hl." 


fnilcl 
■■\U  . 


-Wli.-n-    is    tho 
li's'.'" 
Ill,      \V..1-I(1." 


•lipitMl     III"     llic 


California  Highivays  and  Public  Works  (M„rch  m?) 


[Seventeen] 


States  Not  Ready  for  Divided 
Highways  Because  of  High  Cost 

By  MURRAY  D.  VAN  WAGONER,  HisUay  Commissioner  of  Michigan 

Taking  as  his  subject,  "Are  the  States  Ready  to  Assume  the  Economic  Problems  Involved  in  Starting  a  Pro- 
gram for  Divided  Highways?"  Highway  Commissioner  Murray  D.  Van  Wagoner  of  Michigan  answered  the  question 
with  an  emphatic  "no"  in  an  address  he  delivered  before  the  Administrative  Problems  Group  of  the  convention  of 
American  Association  of  State  Highway  OflBcials  in  San  Francisco.    His  discussion  of  the  topic,  in  part,  follows: 


SEYEKAL  months  ago  a  great 
national  magazine,  in  an  article 
on  "Foolpi'oof  Roads,"  put  ns 
higll^^•ay  commissioners  on  what  we 
gently  refer  to  as  the  well-known 
"spot."  The  American  people  were 
told  that  fifteen  billion  dollar.s  had 
been  invested  in  their  road  system 
but  that  the  road  bniklers  had  fum- 
bled the  ball.  We  were  taken  to  task 
for  using  paint  in  the  middle  of  the 
road,  for  widening  our  two-lane  high- 
ways to  three  lanes,  and  for  other 
efforts  we  have  made  in  the  interest 
of  public  safety  and  orderly  traffic. 

Since  the  appearance  of  that 
article,  there  have  been  others  but  I 
have  not  yet  noticed  any  in  defense 
of  highwaj-  administrators.  Subse- 
quent literary  output  relating  to  the 
same  general  subject  material  has 
taken  on  a  very  humble,  apologetic 
aspect. 

While  I  realize  that  I  can  not  speak 
for  the  American  Association  of  State 
Highway  Officials,  I  would  suggest 
that  we  need  to  make  no  apology  to 
the  motoring  public  of  America  on 
our  stewardship  a.s  administrators  of 
the  greatest  highway  system  in  all 
the  world.  This  attitude  does  not 
blind  itself  to  the  reality  that  this 
.system  is  far  from  perfect  and  that 
tliere  is  need  for  more  and  better 
highways  and  highway  structures. 
But  it  is  an  attitude  that  says  to  the 
motoring  public  that  it  has  fared  well 
for  all  the  obstacles  it  has  thrown 
into  our  pathway  either  directly  or 
through  its  chosen  legislative  rejire- 
seutatives. 

For  all  the  space  that  was  taken 
ill  this  article  to  chastise  the  Stale 
highway  officials  of  the  48  States.  I 
would  emphasize  that  the  conditions 
it  cited  were  those  prevailing  largely 


Doubtful  if  Needed 

"All  this  evidence  leads  to 
the  unalterable  conclusion  that 
the  States  are  not  yet  ready  to 
assume  the  economic  problems 
involved  in  starting  a  program 
for  divided  highways.  It  is 
doubtful  that  such  a  program 
is  even  needed  in  most  of  our 
States.  In  most  of  the  others, 
it  appears  that  State  highway 
authorities  do  not  have  suffi- 
cient control  over  highway 
revenues  to  meet  the  enormous 
costs  of  this  type  of  a  program. 

"At  the  same  time,  I  am  not  so 
pessimistic  that  I  think  the  day 
will  never  come  when  such  a 
program  will  be  possible.  It  is 
my  opinion  that  we  State  high- 
way authorities,  in  future  plan- 
ning, should  make  provisions 
for  such  a  program  by  insisting 
upon  adequate  design  and  ade- 
quate right  of  way.  This  is  par- 
ticularly true  with  regard  to 
the  design  and  construction  of 
new  highways." 


within  the  corporate  limits  of  our 
great  industrial  centers.  It  is  sig- 
nili<'ant  that,  until  three  years  ago, 
we  as  State  highway  officials  were 
powerless  to  remedy  traffic  congestion 
in  these  cities  through  new  construc- 
tion on  our  several  Federal  Aid 
programs.  Tt  is  just  as  significant, 
at  least  in  iMichigan,  that  the  greatest 
advance  that  has  been  made  in  cor- 
recting .such  conditions  has  been 
registered  since  we  were  ])erniitted  1o 
do  something  about  the  matter. 


DIVIDED   inr.HWAVS  DEMANDED 

But  it  is  not  for  me  to  launch  into 
a  lengthy  discourse  as  to  the  efforts 
to  which  we  State  highway  officials 
have  gone  to  build  safety  into  our 
highways  and  highway  structures.  I 
am  here  to  talk  to  you  about  the 
economic  feasibility  of  instituting  a 
nation-wide,  divided  highway  in-o- 
gram. 

The  demand  back  of  the  dividfil 
highway  of  course  is  the  demand  for 
greater  safety  on  our  highways.  The 
theory  of  the  divided  highway  is  that 
it  eliminates  or  reduces  merical  fric- 
tion. In  less  technical  language,  it 
forces  drivers  to  stay  apart  from  each 
other  even  though  they  haven't  the 
sense  to  do  it  voluntarily. 

Now  we  will  all  admit  that  the 
divided  highway  is  a  noble  publi'- 
safety  objective.  At  this  time,  it  ap- 
pears to  be  the  ultimate  in  highwa>' 
safety,  at  least  to  so  many  States 
whose  revenues  are  so  restricted  that 
they  are  lucky  to  build  hard-surfaced 
roads,  much  less  superhighways  that 
are  divided. 

However,  there  appears  to  be  some 
exaggeration  as  to  what  the  divided 
highway  can  accomplish  in  highway 
safety.  Special  stiidies  made  by  the 
Michigan  highway  planning  survey 
on  divided  and  undivided  highways 
bear  out  this  common  exaggeration. 
Let  me  cite,  as  a  typical  trunkliiif 
embraced  in  these  studies,  records  (in 
US-112  between  the  cities  of  Wayne 
and  Ypsilanti,  IMichigan. 

SURPRISING  STATISTICS 

The  figures  cover  accidents  between 
these  two  cities  on  this  trunkline  for 
the  first  six  months  of  198fi.  From 
the  west  city  limits  of  Wayne  to  the 
Wavne     rouiitv-Washtenaw    County 


[Eighteen] 


(March  19)7)  California  Highivays  and  Public  Works 


liii'-.  a  distance  of  8.86  miles,  the 
tniiikline  is  a  four-lane  divided  high- 
\vay.  From  the  county  line  to  the 
f-a-,t  limits  of  Ypsilanti.  a  distance  of 
2.07  miles,  the  highway  is  a  four-lane, 
undivided  road. 

The  records  show  that  there  were  24 
accidents  the  first  six  months  on  the 
divided  highway  and  12  accidents  on 
the  undivided  highway.  Inasmuch  as 
the  mileage  was  different,  we  reduced 
tlie  accident  rate  to  terms  of  million 
vehicle  miles. 

We  find  that  there  was  an  average 
of  2.18  accidents  per  million  vehicle 
miles  on  the  four-lane  divided  high- 
way for  the  first  six  months  of  the 
year  and  an  average  of  '■>  accidents 
per  million  vehicle  miles  on  the  four- 
lane  undivided  highwa.v  for  the  same 
period.  In  other  words,  dividing  the 
highway  meant  a  reduction  of  only 
82  100  in  the  accident  rate  per  mil- 
lion vehicle  miles. 

MOEE  .SrBPKI.<IXf;  FKJCBES 

The  injury  and  death  rate  com- 
]>ari.son.e  are  even  more  STirprLsing. 
On  the  divided  highway  we  found  an 
injur}'  rate  of  2.36  per^^ns  per  mil- 
lion vehicle  miles  whereas  on  the  un- 
di\-ided  section  the  rate  dropped  to  1 
person  per  million  vehicle  miles. 
There  were  no  deaths  recorded  on  the 
undivided  section  while  the  death 
rate  on  the  dividerl  trunkline  was 
18  100  per  million  vehicle  miles. 

This  trunkline,  as  I  ?iave  explained. 
was  not  singled  out  with  any  desire 
on  our  part  to  obtain  a  prearranged 
conclusion  but  is  typical  of  several 
included  in  the  highway  planning 
survey  .studies.  The  trunkline  in  this 
area  is  not  the  heaviest-traveled  artery 
in  the  State  but  is  among  the  heaviest 
traveled.  The  estimated  yearly  traf- 
fic density  ranges  from  2.400.000  to 
4.000.0<!)0  vehicles  on  the  trunkline  be- 
tween these  two  Michigan  points,  de- 
pending on  the  particular  section  un- 
der observation. 

The  report  did  .show  that  there  were 
five  head-on  collisions  on  the  un- 
divided section  of  the  highway  while 
no  such  accidents  were  rer»orted  on 
the  divided  .seeticm.  The  head-<>n  col- 
lision commonly  rates  next  to  the 
grade  eroissing  accident  as  the  most 
serious  yet  there  were  no  deaths  on 
the  undivided  section  and  a  death 
rate  of  18  100  y>er  million  vehi'-le 
miles  on  the  divided  serrtion.  Perhaps 
we  are  to  draw  the  coneliision  that 
drivers  will  find  a  way  to  injure  and 
kill  them.selves  eren  if  we  remove  the 
po«i«ibi!)ty  of  bead-<-in   f-ollis-ions. 


.NOT  A  CXKE-AI,L 

This  study  on  Michigan  trunkline 
r.S-112  gives  proof  that  the  divide'l 
highway  does  reduce  the  accident  rate 
but  it  dws  not  offer  sufficient  proof 
for  us  to  regard  this  type  of  develop- 
ment as  a  cure-all  for  the  accident 
problem.  I  would  emphasize  that  all 
surveys  have  showTi  that  the  human 
factor  is  still  the  greatest  factor  in 
highway  accidents.  All  the  divided 
highways  in  the  world  will  not  elimi- 
nate this  controlling  factor. 

Now  we  come  to  a  consideration  of 
the  c<^»sts  of  constructing  divided  high- 
ways. Here  the  controlling  factor  is 
the  amount  of  money  needed  to  7>iir- 
chase  additional  right  of  way. 

Before  detailing  some  of  our  ex- 
fjeriences  with  right  of  way  cf>sts  in 
.Alicliigan.  it  \h  well  to  state  my  Wief 
that  any  divided  highway  ffrogram 
should  presuppose  the  nec^sity  for 
adequate  right  of  way.  In  my 
opinion,  the  3  or  4-foot  .safety  island 
df»es  not  answer  the  problem  of 
divider]  highways  but  rather  in- 
creases it. 

The  narrow  safety  island  gives  no 
protection  to  the  motorist  at  inter- 
sections whatever.  A  motorist  intent 
upon  crossing  the  highway  at  an  in- 
ferser-tion  will  depend  upon  the  island 
for  protection  from  automobiles  ru-sh- 
ing  at  him  from  his  right  or  left. 
But  how  can  the  island  offer  him  any 
protection  when  it  does  not  even  cover 
the  length  of  hi.s  automobile? 

CC«T  I.S  HEAVY 

We  all  know  that  any  method  of 
separating  highways  with  a  strip  of 
land  involves  certain  engineering 
problems  .such  as  adequate  drainage. 
These  problems  mean  heavy  expendi- 
ture*. As  long  as  we  rnast  mf-et  these 
basic  problems  under  any  plan  of 
divided  highways,  it  is  my  fy^ntention 
that  we  should  do  the  job  right.  In 
other  words,  give  the  motorist  a  park- 
way that  will  prot<?ct  him  at  intersec- 
tions as  well  as  along  other  sections 
of  the  highway.  If  we  are  to  do  the 
job.  let  Tis  have  aderjuat^r  right  of  way 
and  adt-quate  design. 

It  is  fundamental  in  an  M-onomic 
discussion  of  the  problem  that  divided 
highways  are  justified  only  alimg 
highway  sections  of  heavy  traffic  den- 
sity. These  sections  are  generally 
found  either  inside  our  great  indus- 
trial cent-ers  or  within  the  immedi- 
ate vicinity  of  these  metropolitan 
areas.  It  is  in  s-ueh  areas  that  right 
of  way  co^ts  are  the  higliest. 


Jt  has  been  our  exj^erience  in  .Michi- 
gan with  approximately  8fJ  miles  of 
divided  highways  on  the  state  trunk- 
line  system  that  this  type  of  con- 
struction will  co.st  from  $]fKJ,fXKJ  \ji> 
$600.0W  a  mile.  In  one  instance,  at 
least,  these  c^^sts  in  my  state  have 
l>een  considerably  higher.  I  refer  to 
Woodward  Avenue  in  the  city  of  De- 
troit, which,  as  L'S-10,  has  been 
characterized  by  one  of  our  lea/Jing 
"ngineering  publications  as  the  most 
magnificent  trunkline  entrance  into 
an  American  city. 

KXPK.SSfVK   IMI-KOVKME-VT 

TIjree  years  ago  the  State  iligh- 
wa.v  JJepartment  started  OTit  to  re- 
store Woodward  Avenue  to  the  120- 
foot  width  originally  planned  for  it 
b}'  the  pioneers  of  Detroit.  We  have 
jast  completed  that  job.  a  2^-mile 
project  that  c<jst  in  the  neigh borhfX>d 
of  $14,0OfJ,fXXJ.  Today  Greater  WvxJ- 
ward  Avenue  for  2 J  m\Wn  starling 
at  Grand  Circus  Park  has  a  90-foot 
roadway  of  concrete  base  and  sheet 
asphalt  surfacing.  ~t^-Un>t  brick-sur- 
faced parking  areas,  and  I'j-Umt  side- 
walks. 

Today  Wrxxlward  Avenue  has  a 
minimum  120-foot  right  of  way  all 
the  way  from  Detroit  to  Pontiac.  25 
miles  distant,  with  the  exception  of  a 
short  section  through  the  city  of  Bir- 
mingham Outside  of  Detroit  and 
Highland  Park  this  highway  l>ecomes 
a  divided  road  with  the  center  park- 
way varjing  from  ¥>  to  70  feet  in 
width.  Here  the  right  of  ;ray 
branches  out  to  204  feet. 

Right  of  way  c'^ts  on  the  2j-roi]e 
area  of  Wo<Klward  Avenue  within  the 
city  of  Detroit  approximat'-d 
*10,O0O,O0fJ  alone.  Prof>erty  con- 
demned by  the  court  for  the  widening 
included  some  of  the  mwt  valuable 
real  estate  holdings  in  the  entire 
city. 

It  is  gTante<l  that  the  right  of  waj- 
costs  on  Woo^lward  Avenue  were  the 
f-xception  rather  than  the  rule  in  their 
"normous  amount.  But  I  have  ex- 
plained that  right  of  way  is  the  eon- 
Trolling  factor  in  making  the  c'*t  of 
divided  highway  eonstniction  in 
Michigan  range  from  $100.00fJ  to 
j^y/i.OOO  a  mile.  Compar''  this  (tf/fit. 
then,  with  the  average  of  ^5.000  to 
$60,000  a  mile  re^juired  for  simple 
fonr-lane.  undivided  widening  con- 
struction. 

Let  us  see  if  it  is  economically  feas- 
ible for  the  States  to  initiate  a  divide! 
highway  program.     In   the  prepara- 

'0>Trtintje<l  'ju  pa««  J2> 


California  Highuayi  and  Public  Works  (turch  i9)-/ 


[Nineteen] 


Improved  Drainage  Designs  Used 
On  41  Grade  Crossing  Projects 


By  HARVEY  D.  STOVER,  Bridse  Desisning  Engineer 


D  rU  IXG  the  present  bieiiiiiiuii. 
the  Division  of  Highways  has 
constnieted  41  ditt'erent  grade 
fi-ossing  projects  in  California  for 
w  hieli  the  Federal  Government  appro- 
priated $7,318,141  in  piirsnance  of  its 
Works  Progress  program. 

An  important  featnre  of  any  grade 
eros-sing  undertaking  is  the  provision 
of  adequate  drainage  and  control  of 
gronnd  water  and  runoff. 

Improved  designs  for  drainage  con- 
strnetion  have  been  followed  by  the 
Division  of  Highway  engineers  in  the 
extensive  grade  separation  program  it 
has  carried  out. 


tection  at  exjiansion  joints  is  provided 
by  flexible  strips  of  copper  cast  into 
the  concrete. 

Side  slope  drainage,  rnnoff  ancl 
seepage,  is  intercepted  by  perforated 
metal  drains  located  in  ditches  along 
the  bottom  of  the  slopes.  The  bottom 
of  the  ditch  is  covered  with  a  six-inch 
layer  of  gravel,  the  drain  is  i)laced 
and  the  ditch  is  then  completely  tilled 
with  gravel  ranging  in  size  from  one 
to  three  inches.  Drains  lead  to  drain 
boxes  at  the  bottom  of  the  de]>ressed 
roadway. 

Pavement  runoff  is  intercepted  by 
catch  basins  placed  at  intervals  along 


fall  anticipated.  In  localities  where 
short  periods  of  very  heavy  rainfall 
occur  at  intervals  it  i.s  more  eco- 
nomical to  provide  storage  than  co 
install  large  capacity  pumps.  A  con- 
crete reservoir  connecting  with  the 
sump  is  constructed  under  the  road- 
way to  store  the  heavy  rmioff.  Xormai 
size  piimps  can  then  empty  the 
I'eservoir  after  the  peak  runoff  has 
subsided. 

The  section  through  the  depresseii 
l)ortion  of  underpass  as  ilju.strated  is 
typical  of  many  of  the  Division  of 
Highways  designs.  Where  sand  y 
material    is   encountered    that    erodes 


-I'xB"  HARDWOOD 

SUGGESTED  FINISHING   TOOL  SECTION  THROUGH  DEPRESSED   PORTION  OF  UNDERPASS 


In  level  areas  where  highway  and 
railroad  apjiroach  and  intersect  at 
:ip]iroximately  the  same  elevation  it  is 
usual  pi'actice  to  depress  the  highway 
nil  light  gi'ades  and  jia.ss  under  the 
railroad.  The  drainage  area  involved 
is  t'onsiderable  and  provision  must  be 
made  against  possible  flooding  from 
any  cause. 

When  ground  water  is  present  and 
roadway  is  protected  by  reinforced 
i-onerete  sidewalls  and  concrete  jtave- 
iiient  thickened  to  w  i  t  h  s  t  a  n  d  the 
liydi-o.static  jiressure.  Walls  and  pave- 
ment are  surrounded  by  a  membrane 
watei'proofing  seal.      Additioiuil    prn- 


1lie  ciii'bs  at  both  sides  of  the  road- 
way, and  carried  through  iiipes  to  the 
drain  boxes. 

Drainage  water  is  carried  through 
l)il)es  from  the  drain  boxes  to  the 
snni))  from  which  it  is  disposed  of  by 
pumjung  into  the  nearest  available 
natural  drainage  channel  or  storm 
sewer.  Tlie  sum])  jmmps  are  usnally 
installed  in  ]iairs  and  are  of  the  sub- 
merged  vertical  centrifugal  t.\pe 
driven  by  electric  motors.  The  opera- 
tion is  automatically  conti'olled  b>- 
float  switches. 

Pump  ca|)acities  vai-y  according  to 
tlie  drainage  area  and  aiiioniil  ol'  rain- 


easily,  it  is  the  general  ])ractice  to 
slope  pave  the  cuts  on  one  to  one 
(1:1)  slope;  however,  where  the 
material  encountered  has  stability,  the 
side  slope  is  made  on  one  and  one- 
half  to  one  (IJ:!)  slojies  and  the 
slo))e  paving  is  omitted. 

The  perforated  metal  di'ains  at  the 
sides  of  the  jiaving  are  ueci-ssary  only 
when  considerable  gi'onnd  water  is  en- 
countered, in  which  case  it  intercepts 
tlie  water  and  makes  it  possible  to 
maintain  dry  subsoil  inider  the  ]ia\- 
ing.  Additional  drain  at  center  of 
])aving  has  been  found  necessary  in 
some  locations. 


.  wentyj 


(Murch  i9i7)  California  Hightvays  and  Public  Works 


Two  views  showing  close-up  and  approach  to  recently  completed  Famosa  grade  separation  project  in  Kern  County  involving  a 
bridge  over  Poso  Creek,  a  cattle  pass,  a  bridge  over  Lerdo  Canal  and  subway  beneath  railroad.  Pumps  and  storage  space  assure  sub- 
way will   be  kept  dry. 


Subway  at  Famosa 
Eliminates   Grade 
Crossing  Problem 

WITH  tlic  (ipt'iiin^-  to  ti-affit'  on 
•iHiiiuii-y  '2S.  of  the  new  Mih- 
way  rit  Fhihosh,  in  Kern 
< 'ouiity,  another  daniiei'ous  <>i-a(le 
i-i'ossing  has  been  cliiiiiiiated  on  the 
State  liiji'hway  valley  route  between 
north  and  south. 

The  former  liij;h\vay  ei'ossed  the 
Iraeks  of  the  Southern  Paeifie  Railway 
about  one  mile  nortli  of  Famosa.  The 
new  alit;nnient  l>rini;s  the  hi,t;-hwav  7(1(1 


feet  west  of  the  tracks  for  a  tlistanee 
of  about  half  a  mile  from  the  subway, 
and  involves  four  structures,  a  bridge 
across  Poso  Creek,  a  cattle  pass,  a 
bridge  over  the  Lerdo  Canal,  and 
finally  the  subway  proper,  under  tin' 
Southei'ii  Pacific  tracks.  In  the  last 
named  structure,  steel  plate  girders 
carry  two  tracks  over  a  clear  roadway 
width  of  44  feet  on  a  :^5  degree  skew. 
No  center  pier  is  used. 

Special  precautious  have  been  taken 
to  see  that  the  subway  will  be  kept 
dry.  In  addition  to  the  two  pumi)s. 
each  capable  of  lifting  H()0  gallons  ])er 
minute  through  a  '^5  foot  In-ad.  water 
storage  space  has  been  secured  under 


tlh'  pavement  with  a  capacity  of  120.- 
(I()(J  gallons,  to  give  am|)le  safety  factor 
for  the  i)umps  to  handle  water  at 
times  of  extreme  rainfall. 

The  Griffith  Company  of  Los  An- 
geles was  the  general  contractor  fin- 
tlie  work. 


Cull 
pl.-aso, 
Kdin. 


ni'li"i-lir 


•\vsp;i|M> 

.    til.'    w 

■ciif;    p 

llhsiTilu 

rs. 

IniHi 
lit     to     I 

or   .vol 

toiii^-ht.   IHI 


California  Hightuays  and  Public  Works  (March  i9}7) 


[Twenty-one] 


250  Old  Bridges  on  State  Highways 

Must  Be  Replaced  Immediately 


(CDiitimied  from  page  9) 


Xew  liiglnvays  nr  liighway  foiiiier- 
riiiiis  are  continually  being  built 
which  require  the  building  of  new- 
bridges.  A  study  of  State  highway 
bridges  constructed  since  June.  1921. 
shows  that  less  than  40  per  cent  of 
the  money  allocated  for  bridges  and 
grade  separations  has  been  used  to 
replace  bridges  that  were  structui-ally 
weak. 

The  expenditure  of  no  greater 
funds  than  have  been  spent  annually 
for  bridges  in  the  past  would  do  all 
the  necessary  bridge  replacement  out- 
lined above,  provided  they  can  be 
spread  out  over  several  years  more. 
Each  year  will  see  a  larger  number 
of  bridges  added  to  those  which  have 
t(i  be  posted  for  reduced  load  limits. 

JUAINTENAXCE    COST    HIGH 

The  effort  to  carry  on  with  the 
highway  bridges  in  their  present  con- 
dition is  constantly  increasing  the  cost 
of  maintenance.  Uneconomical  better- 
ments and  widening  of  roadway  are 
making  bridges  safe  for  increased 
loadings  so  tliey  can  serve  a  few  years 
more  until  money  for  their  recon- 
struction, or  for  the  reconstruction  of 
the  adjacent  highway,  can  be  ob- 
tained. With  all  this  work  goes  the 
continuance  of  the  risk  of  serious 
accidents  —  accidents  of  usually  a 
much  more  serious  nature,  and  pro- 
ductive of  much  more  publicity  than 
those  occurring  elsewhere  on  the  high- 
way. 

Existing-  traflBc  conditions  make  it 
impossible  to  postpone  the  present 
progress  in  the  reconstruction  of 
highway  bridges,  and,  if  the  cost  to 
the  public  over  several  years  and  the 
responsibility  for  the  safety  of  those 
crossing  the  bridges  is  given  proper 
consideration,  the  expenditure  for 
this  purpose  must  be  materially  in- 
creased during  the  next  few  years. 

Old,  weak  and  otherwise  unsatis- 
factory bridges  are  being  replaced  and 
repaired  as  rapidly  as  money  is  avail- 
able but  funds  are  insufficient  to  ade- 


(juately  take  care  of  the  situation. 
Many  more  than  the  250  bridges 
now  posted  for  restricted  loads  should 
be  posted  on  general  principles,  inas- 
nuich  as  they  are  potential  hazards 
even  though  they  can  normally  carry 
legal  limit  loads. 

This  refers  to  bridges  which  are  of 
such  construction  that  they  could  be 
struck  and  wrecked  by  trucks  and 
automobiles.  They  may  be  of  such 
narrow  width  that  accidents  would 
be  caused  by  two  cars  attempting  to 
jiass   each   other. 

DAXGER    TO    SCHOOL    BUSES 

;\Iany  of  these  posted  bridges  are 
on  primary  highways  and  by  their 
reduced  load  limits  work  a  hardship 
on  the  transportation  of  farm  prod- 
uce, manufacturing  and  the  trucking 
organizations.  This  is  also  a  more 
serious  situation  when  one  considers 
the  large  school  buses  now  used  on 
practically  all  of  the  highways  and 
which  carry  a  large  number  of  stu- 
dents. 

Almost  any  day  one  may  see  ar- 
ticles in  the  papers  outlining  acci- 
dents in  which  autos  colliding  with 
narrow  bridges  have  caused  the  death 
or  injury  of  the  occupants. 

One  recent  article  told  of  the  col- 
lapse of  such  a  bridge  when  a  struc- 
tural member  was  struck  by  a  light 
passenger  car.  That  bridge  had  been 
]iosted  for  a  restricted  load  limit  and 
the  warning  had  been  ignored.  The 
])assage  of  a  heavier  load  had  weak- 
ened the  whole  structure  almost  to 
the  point  of  collapse  and  the  impact 
of  the  lighter  car  caused  the  structure 
to  fall.  Such  a  failure  of  posted  struc- 
tures is  a  constant  hazard. 

The  bridge  situation  on  the  State 
highway  system  is  consequently  so 
serious  as  to  require  that  sober 
thought  and  consideration  be  given 
to  the  expenditure  of  a  large  sum  of 
money  to  permit  the  carrying  of  legal 
loads  over  all  our  bridges,  and  prevent 
fatalities  which  might  be  caused  by 
inadeiinate    highway    structures. 


States  Not  Ready 
for  Divided  Highways 
Because  of  High  Cost 

( Continuetl    from   pauo    I'.M 

tion  of  this  paper,  I  sent  (piestion- 
naires  to  the  various  state  liighway 
authorities  on  this  subject.  Only  8 
out  of  29  reporting  States  have  any 
divided  highway  mileage  at  all  on 
their  trunkline  .systems  while  3  others 
have  made  definite  plans  for  this  type 
of  construction  on  a  limited  scale 
in  the  future. 

Jlost  of  the  States  reported  the 
traffic  density  on  existing  roads  did 
not  warrant  a  divided  highway  jiro- 
gram. 

DIVERSION  SERIOUS  MATTER 

While  the  American  Association  of 
State  Highway  Officials  seriously  de- 
liberates the  expensive  problem  of 
divided  highways,  the  greatest  danger 
to  road-building  that  has  ever  faced 
us,  continues  at  a  merry  pace.  In 
1935  the  diversion  of  highway  reve- 
nues for  nonhighwa.y  purposes  in- 
creased by  $24,000,000  and  reached 
the  unprecedented  level  of  $200,000,- 
000— enough  to  build  a  20-foot,  hard- 
surfaced  highway  all  the  way  from 
this  city  to  New  York  City. 

While  the  actual  diversion  of  high- 
way revenues  for  nonhighwa.y  pur- 
poses in  my  own  State  is  negligible, 
we  have  the  peculiar  situation  of  a 
legislature  having  appropriated  more 
highway  money  than  is  actually  taken 
in.  If  the  Michigan  State  Highway 
Department  fully  met  all  of  its  statu- 
tory obligations  it  would  not  have 
enough  money  to  operate.  Three- 
fifths  of  all  our  revenue  is  returned 
directly  to  the  counties  and  the  bal- 
ance is  obligated  by  other  fixed, 
statutory  requirements. 

In  view  of  the  way  in  which  high- 
way revenues  have  been  treated  as  a 
grab  bag  for  every  scheme  of  relief 
and  tax  reduction,  it  is  a  wonder  that 
the  State  highway  authorities  of  our 
country  have  come  as  far  as  thej-  have 
in  building  the  greatest  highway 
svstem  in  the  world. 


"Say.   pop.   (lid   you   go   to   Suiicliiy   si'hool 
when   you   were  a   little  boy?" 
"Yi'S,    son,    i-i'gularly." 
"I'll   licl    it   wnii'l   do  nil'  :niy  Kood.  citliiT." 


•■.\rc   you    a    follow   who   is   bothered   with 
tbil    feet?" 

".Vni    IV     I've   Iicon   nri-ested   by  just  one 

llall'onl    at'tci-   Muother." 


A  backwoods  woman,  the  soles  of  whose 
feet  bad  been  toughened  by  a  lifetime  of 
shoelcssness,  was  standing  in  front  of  her 
cabin  fireplace  one  day  when  her  hnshaiul 
addressed    her. 

•'You'd  better  move  your  foot  a  mite, 
maw;    you're   standing   on    a    live   eoal." 

Said  she.  nonchalantly:  "Which  foot, 
paw?" 


[Twenty-t^^o] 


(March  i9}7)  California  High-ways  and  Public  Works 


Mr.  Lester  H.  Gibson,  District  Engineer, 
California    Division   of    Highways, 
San   Luis   Obispo. 

Dear  Mr.  Gibson: 

Recently  I  was  an  eye-witness  to  an 
accident  which  occurred  about  half-way 
between  the  top  of  Nojoqui  Grade  and 
Las  Cruces   Store  on    Route   No.   101. 

It  is  not  my  purpose  to  go  into  a  dis- 
cussion of  the  accident  and  its  causes, 
but  briefly  to  tell  of  the  handling  of  the 
situation  that  arose  by  members  of  a 
State  Highway  crew  that  was  working 
close  by. 

When  a  truck  turned  over,  spilling  its 
load  of  household  goods  over  the  high- 
way, a  flagman  who  was  at  hand  took 
immediate  charge.  I  being  the  first 
I  motorist  to  arrive,  he  gave  me  the  job  of 
helping  the  people  out  and  taking  care  of 
some  six  persons  ranging  from  seven  to 
eighteen  or  twenty  years  of  age.  The 
second  motorist  arriving,  he  instructed  to 
proceed  towards  Las  Cruces  and  notify 
his  Section  Foreman  to  come  up;  the 
third  motorist  he  stopped  and  instructed 
to  prevent  anyone  coming  near  the 
truck's  gasoline  tank,  to  forestall  any  pos- 
sibility of  the  gasoline  becoming  ignited 
and  setting  the  truck  on  fire.  In  addition, 
he  was  routing  traffic  through  both  ways 
(the  upset  truck  occupied  not  only  one 
shoulder,  but  half  the  width  of  the  pave- 
ment), allowing  no  one  to  park.     *     *     * 

Within  five  minutes  of  the  time  he  sent 
for  aid  from  his  crew  foreman,  the  latter 
arrived,  followed  by  two  men  comprising 
a  grader  crew.  This  foreman  took  charge; 
inside  of  ten  minutes  he  had  a  man  and 
woman,  who  were  caught  in  the  cab,  ex- 
tricated; he  had  a  mattress  from  the  load 
spread  out  for  the  man  who  had  been 
driving,  and  had  determined  that  the  only 
injury  was  a  broken  arm;  had  gathered 
the  groceries  and  household  goods  off  the 
roadway,  and  also  the  loose  poultry.  He 
then  requested  me  to  go  on  down  to  Las 
Cruces,  notify  the  State  Highway  Patrol 
to  send   out  an   ambulance   and   officers. 

I  don't  suppose  it  took  him — from  the 
time  the  accident  happened — over  thirty 
minutes  to  accomplish  all  of  the  above 
and  have  me  on  the  way  to  telephone. 
The  purpose  of  this  letter  is  to  express 
my  admiration  of  the  leadership  displayed 
by  the  flagman  and  section  foreman, 
whose  names  are  unknown  to  me — for  the 
way  they  handled  this  whole  affair.  You 
might  say  they  took  it  "in  their  stride," 
as  if  such  things  were  merely  a  part  of 
the  daily  routine.  Our  State  is  to  be  com- 
plimented   on    the    calibre    of    the    men    in 


its  Highway  Department.  To  me  it  was 
a  revelation  to  see  first-hand,  how  these 
men  went  into  action  without  a  wasted 
word  or  movement. 

Sincerely  yours, 

(Signed)    P.   E.   P.   BRINE, 

Santa   Barbara,  California. 


wish    to    u.se    it    in    my    classes    to    teach 
SAFETY. 

Sincerely, 

ARTHUR  E.  LINDBORG, 

Oakhind.  California. 


Planning  in  Capable  Hands 

Gentlemen  : 

I  would  appreciate  considerably  your  add- 
ing my  name  to  your  list  of  subscribers  to 
your  monthly   publication. 

I  recently  had  an  opportunity  of  looking 
over  the  last  two  copies  and  found  them  not 
only  extremely  interesting  but  highly  in- 
structive, and  I  was  gratified  to  realize  that 
iiur  highway  planning  and  maintenance  is 
in  such  capable  hands.  Furthermore  that 
there  seems  to  be  more  interest  taken  iu 
beautifying  the  landscape  and  banishing 
signboards. 

Respectfully  yours, 

G.  S.  WORRELL. 


Marvel  of  Improvement 

Mr.  S.  V.  Cortelyou,  District  Engineer, 
Los  Angeles,  California. 

Dear  Mr.  Cortelyou : 

Because  of  the  wonderfully  improved  con- 
dition of  the  road  at  McKevett  crossing  I 
am  impelled  to  write  you  a  word  of  praise 
for  the  success  achieved  in  changing  a  ter- 
ribly bad  condition  at  this  point  to  one  of 
perfect  delight  to  the   traveler. 

We,  of  course,  are  pleased  with  the  new 
curve  west  of  Saticoy  and  know  we  shall 
like  the  two  new  bridges  being  constructed 
on  our  highway  but  the  job  at  McKevett 
crossing  is  such  a  marvel  in  improvement 
as  to  deserve  special  comment.  We  fully 
appreciate  your  accomplishment  in  this  piece 
of  work  and  would  have  you  know  that  this 
is  the  whole-hearted  expression  of  our  people. 

Respectfully  yours, 

M.  H.  BUTCHER, 

Snnta  Paula.  California. 


Teaching  Safety 


Division  of  Highways. 
Sacramento,  California. 

Dear  Sik  : 

Please  enter  my  subscription  to  your 
departmental  publication  entitled  Califor- 
nia   Highways    and    Public    Works.      I 


Thanks  from  Observatory- 
Lick  Observatory, 
University  of  California, 
Mount   Hamilton,  California. 

L.  T.   Robinson, 
Maintenance  Superintendent, 

State  Highway, 
San  Jose. 

My  Dear  Mr.   Robinson: 

During  the  past  year  you  converted  the 
dirt  road  between  San  Jose  and  here  into 
a  pavement  that  meets  every  reasonable 
demand  of  the  traffic  it  is  called  upon  to 
bear.  The  road  is  perhaps  the  most  im- 
portant factor  determining  the  comfort  of 
the  people  of  this  community.  One  can 
now,  for  the  first  time  since  the  Observa- 
tory was  established,  count  on  making  a 
clean,  comfortable  and  safe  trip  to  San 
Jose,  and  I  think  that  none  of  us  avails 
himself  of  that  privilege  without  thought 
of  the  Division  of  State  Highways,  and  of 
the  men  who  have  made  such  travel  pos- 
sible. 

I  wish  further  to  say  that  to  the  best  of 
my  knowledge,  every  contact  of  our  peo- 
ple with  you  and  your  men  has  been 
marked  by  the  utmost  friendliness  and 
courtesy. 

I  may  add  that  the  enforced  delay  in 
writing  permits  me  to  thank  you  for  your 
service  to  the  Observatory  during  the 
exceptionally  severe  weather  since  Janu- 
ary 1.  At  considerable  effort  you  have 
kept  the  road  free  from  snow,  and  the 
upper  part  has  been  put  under  control,  to 
the  advantage  and  safety  both  of  the  gen- 
eral public  and  of  the  residents  of  Mount 
Hamilton. 

While  it  was  my  original  intention  to 
make  this  a  personal  letter,  several  mem- 
bers of  the  staff  have  suggested  that  I 
write  you  in  expression  of  our  common 
appreciation  of  the  quiet,  courteous  and 
effective  way  in  which  you  and  your  men 
have  gone  about  your  work.  I  therefore 
request  that  you  regard  this  as  a  some- 
what belated  holiday  letter  in  expression 
of  the  esteem  of  this  community  for  the 
service  you   have   rendered    it. 


Yours  sincerely, 


W.    H.    WRIGHT, 

Director. 


California  Highways  and  Public  Works  (March  1937) 


[Twenty-three] 


DIVISION  OF 


WATER  RESOURCES 


.»i^^^4^^^^^  fj'^wrTfTmiii^ 


OFFICIAL  REPORT 

FOR  THE  MONTH  OF 

February,  1937 

EDWARD  HYAn,  State  Ensineer 


On  request  of  the  Kern  County 
Board  of  Supervisors,  regarding  or- 
ganization of  tlie  new  Kings  River 
Delta  Irrigation  District,  a  field  in- 
vestigation was  made  to  determine 
feasibility  of  the  project.  The  district 
embraces  an  area  of  3100  acres  of 
developed  laud  bordering  the  Kings 
River  channel  south  of  Stratford. 

The  Orange  Cove  Irrigatioii  Dis- 
trict, previously  approved  was  organ- 
ized at  an  election  held  February  16, 
1937.  The  vote  cast  was  160  to"  1  in 
favor  of  forming  the  district,  indi- 
cating strong  support  of  the  Central 
Valley  Project  which  will  furnish  a 
water  supply  to  the  area  through  the 
Friant-Kern  Canal. 

First  steps  toward  construction  of 
Imperial  Valley  Irrigation  Districts 
power  program  were  taken  on  Feb- 
ruary 15,  1937,  with  the  opening  of 
bids  by  the  Bureau  of  Reclamation  for 
construction  of  four  drops  and  power 
plant  structures  on  the  Ail-American 
Canal. 


FLOOD  CONTROL  AND 
RECLAMATION 


Sacramento  Flood  Control  Project 

During  this  period  two  rain  storms  oc- 
curred which  necessitated  the  operation  of 
the  three  drainage  pumping  plants  on  the 
Sutter  By-pass  from  February  5th  to  Feb- 
ruary 22d.  A  small  amount  of  routine  main- 
tenance work  has  been  done,  including 
blading  the  roads  on  the  levees.  The  drag- 
line excavator  has  continued  clearing  the 
canals  tributary  to  Pumping  Plant  No.  2. 

During  the  two  freshets  in  the  upper  Sac- 
ramento River,  both  of  which  crested  at  23.1 
feet  at  Colusa  on  February  6th  and  Februai-y 
15th,  the  Butte  Basin  levee  was  patrolled 
and  minor  repair  worlf  done  as  needed.  This 
consisted  mostly  of  filling  the  deeper  cracks 
caused  by  rain  water  drainage  in  the  new 
levee,  and  dragging  the  levee  crown  to  pre- 
vent side  erosion  from  drain  water. 

Relief  hahor  Work 

Clearing  of  the  flood  channels  of  the 
Feather  Uivcr  north  of  Marysville  has  pro- 
ceeded with  a  relief  labor  crew  of  approxi- 
mately 120  men.  Several  days  were  lost  on 
account  of  rain,  but,  according  to  the  new 


regulations,  this  is  made  up  during  the 
period.  State  Relief  Administration  Camp 
No.  7  in  the  Sutter  Basin  has  furnished 
approximately  50  relief  men  during  this 
period  for  clearing  in  the  Tisdale  By-pass. 

Bank  Protection  Program 

So  far  as  has  been  observed,  no  ditEeulties 
have  appeared  in  the  bank  protection  work 
recently  completed  by  the  War  Department, 
although  twice  in  this  period  the  water  stage 
on  the  Sacramento  has  reached  a  point  above 
the  bank  paving. 


WATER    RIGHTS 


Supervision  of  Appropriation  of  Water 

Twenty-four  applications  to  appropriate 
water  were  received  during  January ;  19 
were  denied  and  14  were  approved.  During 
the  same  period  20  permits  were  revoked, 
and  2  licenses  were  issued. 

The  Cedarville  Water  Master  District  on 
Pine  Creek  in  Surprise  Valley,  Modoc 
County,  was  created  by  Order  of  the  Division 
of  Water  Resources,  dated  January  13,  1937. 
A  petition  signed  by  eighty  per  cent  of  the 
owners  of  the  conduits  lawfully  entitled  to 
divert  water  from  Pine  Creek,  requesting 
that  a  water  master  be  appointed  for  said 
District  has  been  received  by  the  Division 
and  water  master  service  will  be  rendered 
on  the  stream  during  the  1937  irrigation 
season.  The  District  embraces  1280  acres 
of  irrigated  land  served  by  22  ditches.  The 
decreed  rights  of  the  water  users  within  the 
District  total  16.5  cubic  feet  per  second 
of  water. 


SUPERVISION  OF  DAMS 


Amended  application  for  approval  of  plans 
for  construction  of  Mad  River  dam  of  the 
city  of  Eureka  was  filed  on  February  5, 
1037.  This  structure  is  to  be  110  feet  in 
height  with  a  storage  capacity  of  18,000 
acre-feet.  The  estimated  cost  is  $980,000. 
This  application  was  approved  on  February 
19,  1937. 

The  application  for  approval  of  plans  for 
the  enlargement  of  Danhauser  dam,  owned 
by  P.  C.  Weber,  Alturas,  California,  was 
approved  on  January  15,  1937. 

Application  for  approval  of  plans  for 
construction  of  the  Mowich  dam  in  Modoc 
County,  owned  by  Everett  E.  Caldwell, 
Canby,  was  approved   on   January  25,  1937. 

Amended  application  for  approval  of  plans 
for  construction  of  the  Copper  Basin  dam  of 
the      Metropolitan      Water      District,      Los 


Angeles,  was  approved  on  February  15,  1937. 
This  dam  is  to  be  ISO  feet  in  height  and 
store  22,000  acre-feet. 

Amended  application  for  approval  of  plans 
for  the  construction  of  Gene  Wash  dam  of 
the  Metropolitan  Water  District,  Los  An- 
geles, was  approved  on  February  15,  1937. 
This  is  to  be  a  concrete  arch  structure  120 
feet  in  height  and  storing  6,300  acre-feet. 

Work  on  Judson  dam,  owned  by  the  Cali- 
fornia Water  and  Telephone  Company,  to 
furnish  equalizing  storage  for  water  dis- 
tribution has  been  completed  and  the  dam 
put  into  service. 

Work  is  progressing  satisfactorily  on  the 
construction  of  San  Gabriel  Number  1  dam 
of  the  Los  Angeles  County  Flood  Control 
District  and  on  Cajaico  dam  of  the  Metro- 
politan Water  District. 


SACRAMENTO-SAN   JOAQUIN 
WATER   SUPERVISION 


Early  in  February,  a  storm  caused  a  rapid 
rise  in  the  streams  in  the  Sacramento  Valley, 
with  the  consequence  that  the  flow  at  Sacra- 
mento increased  from  10,000  c.f.s.  on  Feb- 
ruary 4th  to  a  maximum  of  03,000  c.f.s.  on 
February  7th.  This  peak  flow  has  gradually 
subsided  and  the  flow  at  Sacramento  is  now 
about  25,000  c.f.s. 

The  storms  in  the  San  Joaquin  Valley, 
during  February,  did  not  cause  as  rapid  a 
rise  in  the  San  Joaquin  River  at  Lathrop. 
The  peak  flow  was  reached  there  on  February 
22d,  with  a  discharge  of  15,200  c.f.s.  The 
increase  in  the  flow  of  the  valley  streams 
has  caused  a  marked  decrease  in  the  salinity 
in  the  delta  area. 

California  Cooperative  Snow  Surveys 

In  the  latter  part  of  January  and  early 
February  the  first  snow  surveys  of  the  1937 
season  were  made  at  key  courses  throughout 
the  major  drainage  basins  on  the  west  side 
of  the  Sierra.  The  collection  of  this  data 
was  made  under  exceptionally  adverse  con- 
ditions. The  abnormally  low  temperatures 
(in  individual  cases  the  lowest  of  record), 
that  prevailed  during  the  month  of  January 
prevented  any  consolidation  of  the  snow  pack 
as  it  gathered  in  the  mountains  and  traveling 
either  by  skis  or  webs,  on  account  of  the 
deep,  loose,  powdery  snow,  was  a  slow,  labor- 
ious t)rocess.  Operations  were  further  hin- 
dered by  the  unsettled,  stormy  weather  that 
began  during  the  last  few  days  of  January 
and  continued  through  the  first  week  of 
February.  Many  highways  normally  open 
to  traflic  all  winter  were  blocked  by  heavy 
snow  drifts  and  telephone  lines  to  many 
mountain   resorts   were   down. 


[Twenty-four] 


(March   1937) 


California  Highways  and  Public  Works 


Harry  A.  Hopkins 
Resigns  as  Head 
of  Highway  Board 

In  order  that  he  might  be  free  to 
ampaigii  for  election  to  succeed  the 
late  Heury  E.  Stubbs  of  Santa  Maria, 
Representative  in  Congress  from  tlie 
Tenth  District,  Harry  A.  Hopkins  of 
Taft  presented  to  Governor  Frank  F. 
Merriam  on  March  9  his  resignation  as 
chairman  of  the  California  Highway 
Commission. 

Appointed  a  member  of  the  High- 
way Commission  by  the  late  Governor 
James  Rolph,  Jr.,  in  January,  1931, 
Mr.  Hopkins  was  named  chairman  of 
that  body  in  October,  1932,  when  Earl 
Lee  Kelly  of  Redding  was  elevated  to 
the  office  of  Director  of  Public  Works. 

Mr.  Hopkins  has  resided  in  Taft 
since  1909  and  was  that  city's  first 
mayor  following  its  incor]ioration  in 
1910.  As  an  organizer  of  the  Kern 
County  Chamber  of  Commerce,  he 
served  as  chairman  of  that  civic 
body's  finance  and  highway  committee 
and  for  many  j'ears  has  been  inter- 
ested in  highway  work.  He  is  chair- 
man of  the  administrative  committee 
of  the  American  Association  of  State 
Highway  OfScials. 


How  Traffic  Accidents  are 
Analyzed  for  Permanent  Record 


CAUTION  SIGNS  USED  TO  SHOW 
MOTORING  HAZARDS 

(Continued  from  page  10) 

wording.  Obviously,  it  is  very  essen- 
tial that  the  motorists  should  not  be 
confronted  with  numerous  caution 
signs  having  wording  with  which  he 
is  not  familiar.  If  standards  are 
maintained  the  motorist  observes  and 
reacts. 

New  signs  like  fresh  paint  attract 
attention  because  tliey  are  different, 
but  the  attention  quickly  fades  if  the 
motorist  obtains  the  feeling  that  he 
is  being  subjected  to  too  much  infor- 
mation concerning  how  he  should 
drive.  Observations  have  proved  the 
fact  that,  in  general,  motorists  will 
obey  warning  signs  when  they  are 
convinced  that  such  signs  are  placed 
only  at  points  where  advance  warning 
is  needed  for  their  safety. 

It  requires  the  misuse  of  only  a 
relatively  few  signs  to  cause  dis- 
respect and  weaken  the  effect  of  all 
signs. 


"Was  your  friend  shocked  over  tlie  death 
of  his  mother-in-law?" 

"Shocked  !     He  was  electrocuted." 


THE  serious  question  of  traffic 
accidents  has  always  been  of 
first  importance  to  all  depart- 
ments of  the  Division  of  Highways. 
Its  increasing  complexity  and  the  di- 
versity of  opinion  expressed  among 
those  most  deeply  interested,  pointed 
to  the  necessity  of  providing  all  the 
data  available  in  such  a  manner  and 
in  such  degree  of  detail  that  they 
could  be  studied  in  all  the  varying 
combinations. 

A  wealth  of  data  had  been  accumu- 
lated at  different  times  regarding 
totals  for  various  types  or  cla.sses  or 
categories.  Any  attempt  to  use  such 
data  in  reaching  a  satisfying  con- 
clusion invariably  led  to  the  inescap- 
able fact  that  accidents  result  not 
because  of  the  existence  of  many  iso- 
lated circumstances  but  from  certain 
combinations  of  circumstances,  any 
one  detail  of  which  may  vitally  affect 
the  worth  of  the  conclusion  reached 
regarding  the  real  cause  of  accident. 

.\N  ENGINEER  .\SSIGNED 

At  the  beginning-  of  the  past  year 
an  engineer  was  assigned  the  duty 
of  outlining  and  supervising  the  ac- 
cumulating and  analyzing  of  all 
available  data  concerning  motor 
vehicle  accidents  on  the  rural  por- 
tion of  the  State  highway  system. 

His  selection  was  a  natural  one, 
inasmuch  as  he  was  thoroughly  fa- 
miliar with  highway  traffic  through 
his  work  during  the  State-wide  trans- 
portation survey  of  1934  and  in  super- 
vising the  regular  traffic  studies  of 
the  maintenance  department.  A  .study 
of  motor  vehicle  accidents  that  fails 
to  include  the  facts  of  the  accompany- 
ing traffic  loses  much  if  not  all  of  its 
value. 

Through  an  arrangement  of  many 
years'  standing  the  Department  of 
Motor  Vehicles  has  furnished  the 
Division  of  Highways  with  copies  of 
all  reports  received  covering  accidents 
that  occur  on  the  State  highways. 
These  repoiis  are  carefully  studied 
and  coded  in  such  detail  that  practi- 
cally every  pertinent  fact  can  be  re- 
corded on  a  tabulating  machine  card. 
It  is  only  in  this  manner  that  it  is 


possible  to  make  the  various  complex 
combinations  which  are  absolutely 
essential  to  such  a  study. 

CONDITIONS   PROMPTLY    CORRECTED 

In  addition  to  the  resultant  tables 
which  form  the  basis  for  conclusions 
along  lines  of  general  policy,  the  ex- 
amination of  individual  reports  makes 
possible  the  immediate  correction  of 
particular  conditions  which  are  shown 
to  require  attention.  These  matters 
are  taken  up  directly  with  the  various 
District  Engineers  for  appropriate 
action. 

As  the  reports  accumulate  they  are 
regularly  recorded  and  filed  by 
county,  highway  route,  and  section; 
and  in  this  manner  any  unusual  con- 
centrations are  easily  detected.  Spe- 
cial studies  are  made  of  the  reports 
for  these  points;  and  if  from  such 
study  no  definite  cause  can  be  found, 
a  comprehensive  .survey  of  actual  con- 
ditions is  made  in  the  field. 

PERMANENT  STUDY  PROVIDED 

This  general  procedure  during  the 
past  year  has  resulted  in  the  correc- 
tion of  mam*  individual  conditions 
of  both  major  and  minor  importance, 
and  the  various  analyses  made  have 
been  of  notable  value  in  clarif.ying 
many  questions  wliich  concern  the 
design,  construction,  and  operation 
and  maintenance  of  the  highways  in 
the  State. 

The  assignment  is  a  permanent  one, 
for  the  study  must  be  continuous.  It 
is  indispensable  that  there  be  at  all 
times  definite,  dependable  data,  not 
alone  on  accidents  in  general  but  that 
this  data  may  accurately  reflect  the 
conditions  on  the  highways  of  Cali- 
fornia. 

The  tabulation  of  accidents  and 
their  causes  on  rural  State  highways 
for  the  year  1936  will  appear  with 
complete  detail  in  the  A]iril  issue  of 
this  magazine. 


"It's  true,  isn't  it.  that  the  hand  that 
roclis  the  cradle  rules  the  world?" 

"I  don't  find  it  so." 

"G'wan !  You  know  your  wife  is  the 
boss." 

"Yes,  hut  being  boss  she  makes  me  rock 
the    cradle." 


California  Highways  and  Public  Works 


(March   19}7) 


[Twenty-five] 


New  Edge  Cutting  Device 
For  Plant-Mix  Oil  Surface 


By  J.  C.  ADAMS, 

Resident  Engineer 


Ax    eco 
devK 
1-  mix 


economical  and  time  saving 
i-ice  for  edge  cutting  of  plant- 
mix  oil  snrfaces  of  highwaj-s 
was  recently  developed  in  District  V 
of  the  Division  of  Highways. 

The  new  device  was  tried  out  suc- 
cessfully on  an  8-mile  road  construc- 
tion project  between  Soledad  and 
Gonzales  in  San  Luis  Obispo  county. 
This  job  consisted  of  0.21  feet  by  20 
feet  plant-mixed  surfacing  placed 
over  the  existing-  Portland  cement  con- 
crete pavement  or  over  0.46  feet 
crusher  run  base,  Avith  8  feet  by  0.33 
feet  road-mixed  borders. 

Since  no  header  boards  are  used  on 
plant-mixed  surfacing,  an  irregular 
border  line  often  occurs  at  the  pave- 
ment edge.  To  overcome  this  diffi- 
culty the  edge-cutting  device  now  in 
use  was  developed  by  the  writer  and 


Mail»««l«tlfSt,..ti>-.J,t.^ 


Disc  attachment  cuts  cor 


ipacted   earth   shoLiiders   befor 
road. 


sd   SLirface   on 


earth  shoulders  prior  to  spreading  the 
plant-mixed  surfacing.  The  earth 
shoulders  were  previously  watered  and 


Close-up  view  of  disc  used  for  cutting  dirt  headers.     It  is  fastened  to  auto  axle  and  hub. 

the  contractor,  A.  J.  Kaisch  Company. 

The  device  consists  of  an  ordinary 
automobile  axle  and  hub  equipped 
with  roller  bearings,  to  which  is 
fa.stened  a  24-inch  diameter  farm  disc 
bolted  to  the  hub,  for  use  as  a  cutting 
edge.  A  shank  of  the  original  axle, 
20  inches  long,  suppoi'ts  the  disc  and 
is  bolted  to  the  moldboard  of  the 
power  grader  by  two  |-inch  U-bolts. 
The  overall  length  from  the  tip  of  the 
luib  to  the  end  of  the  shank  is  30 
inches.  About  15  minutes  time  is  re- 
quired to  attach  and  remove  the  as- 
sembly from  the  moldboard. 

The  first  use  of  the  disc  attachment 
was  in  cutting  a  true  edge  along  the 


mixed  by  a  spring-tooth  harrow,  after 
which  they  were  rolled  with  a  12-ton 
roller.  The  shoulders  were  then  cut 
while  still  green,  and  after  drying  out 
afforded  a  good  lateral  support  and  a 
well  defined  edge  for  the  proposed 
paving. 

The  operator  of  the  grader  was 
aided  in  maintaining  a  true  line  dur- 
ing the  cutting  operation  by  stretch- 
ing a  chalk  line  between  points  placed 
at  400-foot  intervals. 

After  the  plant-mix  surface  was 
completed  and  before  road-mixing  the 
shoulders,  the  center  line  was  re-run 
and  points  set  at  400-foot  intervals  on 
tangents  and  50-foot  on  curves.  The 
oiled  surface  edge  was  then  cut  to 
form  a  true  border  for  the  oil-mix 
shoulders. 


This  Is  front  view  of  disc  cutting  attachment  showing   U-bolt  fastenings  to  moldboard. 


[Twenty-six] 


(March  19)7)  California  Highways  and  Public  Works 


Storm  Damage  to 
Highway  System 
Totals  $1,000,000 


Route  80 — tlirough  San  Marcos  Pass, 
witli  7000  eiTbic  yards,  were  closed  to 
traffic  temjiorarily. 

Major  damage  in  District  VI,  in- 
eluding  Tulare  and  Kern,  may  be 
summarized  as  follows : 

ROUTE  10.  between  Lemon  Cove 
and  Sequoia  National  Park,  and  east 
of  Visalia — a  total  distance  of  some 
25-miles — was  affected  by  overflow 
water.  The  run-off  was  so  rapid  that 
existing  drainage  strnctures  conld  not 
carry  the  flow.  Sections  of  shoulders 
and  roadway  were  washed  out,  and 
pavement  undermined  or  damaged. 

KAWEAH  RIVER  RAMPAGES 

ROUTE  129,  between  "Woodlake 
and  the  .iunction  of  Route  10 — ap- 
proaches to  two  bridges  were  washed 
out  by  flood  waters  in  the  Kaweah 
River.  One  structure  collapsed  and 
the  approaches  were  washed  out.  The 
second  bridge  was  moved  do«Tistream 
and  lodged  against  two  trees.  The 
condition  here  was  typical  of  condi- 
tions to  he  expected  at  locations  where 
floods  occur  onl.v  once  in  several  years. 
The  accumulation  of  brush  and  debris 
brought  down  from  the  overflowed 
area  above  the  highwa.v  chokes  the 
waterway,  with  resulting  overflow  and 
damage. 

ROUTE  131,  Cottonwood  Creek 
overflowed  in  the  vicinity  of  Wood- 
lake,  damaging  the  bridge,  as  well  as 
washing  oiit  shoulders  and  undermin- 
ing the  concrete  pavement.  East  of 
Woodlake.  water  overflowed  the  pave- 
ment to  a  depth  of  four  feet. 

ROTTTE  135,  west  of  Earlimart. 
flooded  and  was  closed  to  traffic. 

KERN   COUNTY  DAMAGE 

ROTATE  4,  north  of  Famosa.  on  the 
Valley  route — overflow  water  dam- 
aged shoulders. 

ROUTE  142,  closed  to  traffic  tem- 
poraril.v  when  bridge  across  Pozo 
Creek  was  washed  away.  Traffic  is 
being  cared  for  over  a  temporary  fill 
until  a  new  bridge  can  be  constructed. 

Between  Bakersfield  and  Glennville, 
on  this  same  route,  there  was  con- 
siderable damage  due  to  flooding  at 
locations  where  existing  drainage 
strnctures    were    inadequate.      The 


Slippery  Roads 
Are  Made  Safe 
For  Motorists 

(Editorial  from  Tulare 
Times) 

Motorists  traveling  over  the 
valley  highway  will  notice  that 
a  ' '  rough  surface ' '  is  now  being 
applied  to  many  sections  of 
pavement  which  previously 
were  quite  "slippery"  in  wet 
weather. 

This  is  a  particularly  helpful 
improvement  to  safe  driving 
and  one  on  which  the  State 
Highway  Department  is  deserv- 
ing of  especial  commendation. 

Our  highway  officials  are  do- 
ing everything  in  their  power 
to  make  the  roads  safe  for 
motorists.  And  if  all  drivers 
would  respond  with  the  same 
amount  of  thoughtful  consider- 
ation for  their  own  lives  and 
limbs,  the  frightful  traffic  toll 
would  soon  reach  the  vanishing 
point. 


bridge  at  Glennville  was  damaged  and 
made  unsafe  for  traffic.  Likewise, 
the  road  from  Glennville  east  to  about 
two  miles  from  the  Kern  River  Can- 
yon route  was  closed  to  traffic. 

ROUTE  57,  between  the  entrance 
of  the  Kern  River  Canyon  and  Bod- 
fish — the  river  flooded  the  highway 
to  a  depth  of  five  feet  at  several 
places,  with  resulting  loss  of  embank- 
ment and  roadway.  The  estimated 
cost  of  replacement  of  fills,  roadway, 
etc..  is  $25,000. 

ROUTE  58,  just  west  of  Bakers- 
field — the  bridge  across  Kern  River 
Overflow  Channel  collapsed  and  con- 
siderable damage  was  done  to  road 
shoulders. 

ROUTE  139,  south  from  the  junc- 
tion with  Route  58 — overflow  from 
the  Kern  River  washed  out  ap- 
proaches to  two  bridges. 


"Give    me    a     sentence     with     the    word 
'vermin'." 

"Before  I  go  fishing'.  I  go  vermin." 


Dentist — Pardon  me  a  moment,  sir,  I  mu^t 
have  a  drill. 

Patient — Can't  I  even  have  a  tooth  fixed 
withont  a  rehearsal? 


**Cat*s  WhisUer*' 
On  Bay  Span  Is 
Boon  to  Drivers 

WHEN  motorists  passing 
tlirough  the  toll  gates  of  the 
San  Francisco-Oakland  Bay 
Bridge  receive  an  electric  shock  as 
the.v  pa.v  their  fare,  it  is  not  a  practi- 
cal joke  pla.yed  on  them  by  a  whimsi- 
cal toll  collector.  It  is,  as  a  matter 
of  fact,  a  serious  problem,  which  Chief 
Engineer  C.  H.  Purcell  and  his  staff 
believe  they  have  finally  solved  after 
much  experimentation. 

Automobiles,  especiall.v  those  trav- 
eling at  a  good  rate  of  speed,  gather 
an  electric  static  which  communicates 
itself  through  the  body  of  the  motorist 
when  his  fingertips  touch  those  of  the 
toll  collector.  The  method  adopted 
to  eliminate  this  static  at  the  toll  gates 
of  the  San  Francisco-Oakland  Bay 
Bridge  is  based  on  the  same  principle 
u.sed  by  gasoline  trucks.  Tliese  vehi- 
cles carrj'  a  chain  which  drags  upon 
the  road,  thus  grounding  this  static. 

STATIC  IS  GROUNDED 

In  the  case  of  the  San  Francisco- 
Oakland  Bay  Bridge  No.  18  piano 
steel  wire  is  used,  approximately 
l/20th  of  an  inch  in  diameter  and  14 
inches  high  above  the  pavement.  This 
Tvire  has  a  coil  spring  bolted  in  a  slot 
4  inches  long  and  about  1  inch  deep 
and  2  inches  wide  set  in  the  paving 
some  few  feet  in  front  of  the  toll  gate. 
This  spring  wire,  known  also  as  the 
"cat's  whisker,"  terminates  in  a  coil 
which  is  bolted  to  the  concrete  and 
grounded  by  an  electric  conductor. 

The  "cat's  whisker"  taps  the  front 
axle  of  the  automobile  as  it  ap- 
proaches the  toll  collector  and  thus 
grounds  the  static  so  that  the  motorist 
and  the  collector  may  safely  exchange 
fares. 

Because  of  the  delicacy  of  these 
wires,  it  is  necessary  to  replace  them 
every  few  days  and  a  daily  inspection 
is  made. 

All-steel  bodied  ears,  having  a  large 
amount  of  rubber  insulation,  are  the 
greatest  offenders. 

Some  consideration  was  given  to  the 
so-called  "squirt"  idea  to  eliminate 
static,  as  used  now  in  the  New  York 
Triborough  Bridge.  While  this  has 
its  merits,  according  to  Chief  Engi- 
neer Purcell,  it  nevertheless  has  re- 
ceived considerable  complaint. 


California  Highways  and  Public  Works  (March  1937} 


I  Twenty-seven] 


Highway  Bids  and 
Contract  Awards 
Made  in  February 

AI.AMKliA.  C'OXTliA  CUSTA,  SANTA 
CLARA  COUNTIES — Fui-uish  and  apply 
Diesel  oil  to  roadside  vegetation  about  111.5 
roadside  miles.  District  IV,  various  routes. 
Lee  J.  Immel.  Berkeley,  $3,741 ;  Garcia  Con- 
struction Co..  Irvinston,  $4,095 ;  Hayward 
Building:  Mtl.  Co.,  Hayward,  $4.575 ;  Tieslau 
Bros.,  Inc.,  Berkeley.  $4,320.  Contract 
awarded  to  Pacific  Truck  Service,  Inc.,  San 
Jose,  $3,330.00. 

CALAVERAS.  STANISLAUS.  TT'OL- 
UMNE,  AND  AMADOR  COUNTIES— 
Applying  Diesel  oil  to  roadside  vesetation 
over  a  distance  of  about  17G  roadside  miles, 
in  District  X,  various  routes.  Garcia  Con- 
struction Co.,  In'ington,  $3,937 ;  Lee  J. 
Immel,  Berkeley,  $4,050.  Contract  awarded 
to  Sheldon  Oil  Co.,  Suisun,  $3,112.50. 

MERCED,  MARIPOSA,  STANISLAUS, 
SAN  .lOAQUIN,  CALAVERAS,  AMADOR, 
TUOLUMNE  CUNTIES — Applying  Diesel 
oil  to  roadside  vegetation  over  a  distance  of 
about  263  roadside  miles  District  X,  various 
routes.  Sheldon  Oil  Co.,  Suisun,  $5,246; 
Tieslau  Bros.,  Inc.,  Berkeley,  $6,390;  Hay- 
ward  Bldg.  Mat.  Co.,  Hayward.  $7,101 ;  Lee 
J.  Immel,  Berkeley,  $6,136.  Contract 
awarded  to  Pacific  Truck  Service,  Inc.,  San 
.lose.  $5,129.80. 

RIVERSIDE  COUNTY — Reconstruction 
of  timber  bridge  across  Santa  Ana  River 
near  Prado  District  VIII,  Route  77.  Section 
E.  George  Herz  &  Co.,  San  Bernardino, 
$11,900;  Dimmitt  &  Taylor,  Los  Angeles, 
$9,872;  Harry  Friedman,  Los  Angeles,  $11,- 
818 ;  Gibbous"&  Reed  Co..  Burbank,  $11,826. 
Conti-act  awarded  to  Sou.  California  Roads 
Co.,  Los  Angeles,  $7,932.89. 

SAN  BENITO.  MONTEREY.  SAN 
LUIS  OBISPO,  AND  SANTA  BARBARA 
COUNTIES.— Apply  Diesel  oil  to  roadside 
vegetation  District  V,  Routes  2,  22,  119,  10, 
137,  58,  56,  147,  57,  80,  149,  56,  various 
sections.  Pacific  Truck  Service,  Inc.,  San 
Jose,  $7,827;  Bradley  Truck  Co.,  Santa 
Maria,  $8,158;  Tieslau  Bros.,  Inc.,  Berk- 
eley, $8,410;  L.  A.  Brisco,  Arroyo  Grande, 
$8,473;  A.  J.  Clausen,  Berkeley,  $8,568; 
Western  Motors  Transfer,  Inc.,  Santa  Bar- 
bara, $10,363.  Contract  awarded  to  Bert 
Hale.  Pismo  Beach,  $6,583.50. 

SONOMA.  MARIN  AND  NAPA  COUN- 
TIES— Furnish  and  apply  Diesel  oil  to  road- 
side vegetation  about  U.S. 5  roadside  miles 
District  IV,  various  routes.  Basalt  Bock 
Co..  Inc.,  Napa,  .$0,825;  E.  A.  Ford.  San 
Anselmo,  $6.450 ;  Lee  J.  Immel,  Berkeley, 
$6,925;  Hayward  Building  Mtl.  Co.,  Hay- 
ward, .$8,250 ;  Tieslau  Bros.,  Inc.,  Berkeley, 
$7,300.  Contract  awarded  to  Chas.  Kup- 
liinger,  Lakcport,  $5,975.00. 


The  White  Line 

Throughout  the    length   of  our   great 
state 

For  your  safety  and  mine, 
Down  the  center  of  each  highway 

Is  a  broad  white  line. 

Through  heavy  storm  or  densest  fog 
We  drive  without  a  care, 

As  we  watch  the  center  of  the  road. 
Seeing   the   white   line  there. 

How  many  wrecks  have  been 
averted 
By  drivers  everywhere. 
As    they    drove   through    crowded 
traffic 
And  the  white  line  was  there. 

Sincerest  thanks  to   road   officials 

For  every  post  and  sign, 
But  the  thing  that  makes   us  safest 

Is  the  broad  white   line. 

— ANGIE    DOWNES, 

Santa    Rosa,  California. 


Highways  Made 
Beautiful 

The  State  Highway  Department 
deserves  commendation  for  the 
manner  in  which  it  has  been  plant- 
ing shrubbery  along  the  barren  cut- 
banks  and  grades  of  the  new  Nojoqui 
cutoff,  as  well  as  for  retaining  sev- 
eral pieces  of  property  over  which 
the  old  pavement  made  elbow  bends, 
and  converting-  these  into  park 
spaces.  In  a  few  years,  the  Nojoqui 
drive  is  going  to  be  charming  as  a 
result  of  this  planting-  work,  if  the 
shrubs  and  trees  are  kept  properly 
watered  during  dry  periods. 

— Santa  Maria  Times 


"Can    you    imagine    anyone    going    to    bed 
with  his  shoes  on?" 
"Who  does  that?" 
"My  horse." 


Patient  (nervously) — And  will  the  oper;,- 
tion  be  dangerous,  doctur? 

Doc — Nonsense!  Ynu  couldn't  liny  a  dan- 
gerous operation  for  $40. 


Plan  Panama  Highways 

As  a  result  of  the  recent  ratilicatinn  of  the 
new  treaty  by  the  Congress  of  Panama  gov- 
erning the  relations  of  that  country  with  the 
United  States,  the  Central  American  Re- 
public is  ready  to  proceed  with  the  work 
of  completing  a  16-mile  stretch  of  the  Trans- 
Isthmiam  Highway,  according  to  Leopoldo 
Aro«emona,  Secretary  of  the  Department  of 
Public  Woi-ks  and  Hygiene  of  Panama. 

Mr.  Ai'osemona  so  announced  at  the 
Thirty-fourth  Annual  Convention  of  the 
American  Road  Builders'  Association  held 
at  New  Orleans.  The  new  Panamian  high- 
way will  be  built  through  a  mountainous 
country  where  the  cost  of  excavation  and 
tilling  is  high. 

He  also  said  that  another  highway  project 
which  his  government  intends  to  launch  at 
an  early  date  is  a  100-mile  stretch  between 
David  and  the  Costa  Rican  border.  This 
road  will  form  a  link  in  the  Pan  American 
Highway. 


Bay  Bridge  Crew 
Gave  Service  to 
2249  Machines 

A  TOTAL  of  2249  vehicles  have 
been  serviced  by  the  ]\Iaiiite- 
iinnee  Crew  of  the  San  Fran- 
cisco-Oakland Bay  Bridge  smce  tlie 
structure  M'as  opened  on  November  ll', 
1936,  to  March  1,  1937,  according  to 
a  rejjort  received  by  State  Director  of 
Public  Works  Earl  Lee  Kellv  from 
Chief  Engineer  C.  H.  Purcell.' 

Of  the  2249  vehicles  serviced  in 
the  past  three  and  a  half  months,  1294 
included  vehicles  .supplied  with  gaso- 
line ;  694  were  vehicles  towed  because 
of  engine  trouble,  accidents,  etc. ;  250 
tires  were  changed ;  and  9  fires  were 
put  out. 

February   figures  were: 

Vehicles   supplied   with    gasoline 305 

Vehicles     towed      because     of     engine 

trouble    or   accidents 158 

Tires  changed 79 

Fires    1 

Total  vehicles  serviced  for  February _543 

Average  number  of  vehicles  serv- 
iced per  day  for  the  month  of  Feb- 
ruary was  19.4.  Average  number  for 
three  and  a  half  months,  20.6. 

The  total  of  543  vehicles  serviced 
for  the  month  of  February  compares 
with  553  serviced  for  January. 

Since  the  bridge  was  opened,  there 
liave  been  43  accidents  on  the  struc- 
ture and  its  approaches.  Twenty- 
seven  of  these  accidents  involved  per- 
sonal injury,  with  the  total  number  of 
persons  in.iured,  50.  There  were  four 
accidents  resulting  in  fatalities. 

February  figures  are: 

On  On 
bridge     approaches 

Total    accidents    4  8 

Involving     personal     in- 
jury       3  2 

Persons  Injured 9  3 

Fatal  accidents 2  0 

In  respect  to  last  niontli's  fatal 
accidents  on  the  bridge,  the  drivers  of 
the  ears,  Lewis  George  and  L.  M. 
Doyle,  were  charged  with  negligent 
homicide. 

"More  and  more  motorists  crossing 
the  bridge  are  learning  the  value  of 
the  maiutenance-call  bo.xes  which  are 
placed  at  intervals  alono;  the  entire 
structure,"  Mr.  Kelly  said.  "The 
Bridge  Maintenance  Service  is  for  the 
convenience  of  motorists  and  we  are 
anxious  that  they  av;iil  themselves  of 
it  whenever  they  are  in  difficulties 
on  tlic  structure." 


[Twenty-eight] 


(March  1937)  California  Hightvays  and  Public  Works 


STATE  OF  CALIFORNIA 


Department  of  Public  Works 

Headquarters:   Public  Works  Building,  Eleventh  and  P  Sts.,  Sacramento 


FRANK  F.  MERRIAM Governor 

JUSTUS  F.  CRAEMBR Assistant  Director 


EARL   LEE   KELLY Directo 

EDWARD  J.  NEROX Deputy  Director 


CALIFORNIA  HIGHWAY  COMMISSION 


PHILIP   A.    STANTON,   Anaheim 

H.  R.  JUDAH,  Santa  Cruz 

PAUL    G.    JASPER,    Fortuna 

WILLIAM  T.  HART,  Carlsbad 

JULIEN   D.   ROrSSEL,    Secretary 


DIVISION  OF  HIGHWAYS 


C.  H.  PURCELL,  State  Highway  Engineer,  Sacramento 
G.  T.  McCOY,  Assistant  State  Highway   Engineer 
J.   G.    STANDLEY,   Principal   Assistant   Engineer 

R.    H.    WILSON,    Office    Engineer 

T.  E.  STANTON,  Materials  and  Research  Engineer 

FRED  .7.  GRUMM,  Engineer  of  Surveys  and  Plans 

C.   S.   POPE,   Construction  Engineer 

T.   H.   DENNIS,   Maintenance   Engineer 

F.  W.  PANHORST,  Bridge  Engineer 

V.  CAMPBELL,  Engineer  of  City  and  Cooperative  Projects 

R.  H.  STALNAKER,  Equipment  Engineer 

E.   R.   HIGGINS,   ComptroUer 

DISTRICT    ENGINEERS 

J.   W.   VICKREY,   District   I.   Eureka 

P,    W.    HASELWOOD,    District    II,   Redding 

CHARLES   H.   WHITMORE,   District  III,   MarysvUle 

.TNO.   H.   SKEGGS,   District   IV,   San   Francisco 

L.  H.  GIBSON,  District  V,  San  Luis  Obispo 

R.  M.  GILLIS,  District  VI,  Fresno 

S.  V.  CORTELYOU,  District  VII,  Los  Angeles 

E.  Q.   SULLIVAN,  District  VIII,  San  Bernardino 

S.  W.  LOWDEN   (Acting),  District  IX,  Bishop 

R.  E.  PIERCE,  District  X,  Stockton 

E.  E.  WALLACE,  District  XI,  San  Diego 

SAN    FRANCISCO-OAKLAND    BAY   BRIDGE 
r.  i:.  AXDUEW,  Bridge  En^'iiieer 


DIVISION  OF  WATER  RESOURCES 


EDWARD  HYATT,  State  Engineer,  Chief  of  Division 

J.   J.   HALEY,   Jr..  Administrative  Assistant 

HAROLD  CONKLING,  Deputy  in  Charge  Water  Rights 

A,  D.  EDMONSTON,  Deputy  in  Charge  Water 
Resources  Investigation 

R.  L,  JONES,  Deputy  in  Charge  Flood  Control  and  Reclamation 

GEORGE  AV.  HAWLEY,  Deputy  in  Charge  Dams 

SPENCER    BURROUGHS,    Attorney 

EVERETT  N.  BRYAN,  Hydraulic  Engineer  Water  Rights 

GORDON  ZANDER,  Adjudication,  Water  Distribution 


DIVISION  OF  ARCHITECTURE 


GEORGE  B.  McDOUGALL.  State  Architect,  Chief  of  Division 

P.  T.  POAGE,  Assistant  Chief 

W.  K.  DANIELS,  Administrative  Assistant 

HEADQUARTERS 
H.    W.   DeHAVEN,    Supervising   Architectural   Draftsman 

C.    H.    KROMER,    Principal    Structural    Engineer 
CARLETON  PIERSON,  Supervising  Specification  Writer 
J.  W.  DUTTON,  Principal  Engineer.  General  Construction 

W.  H.  ROCKINGHAM,  Principal  Mechanical  and  Electrical 

Engineer 


DIVISION  OF  CONTRACTS  AND  RIGHTS  OF  WAY 


C.  C.  CARLETON,  Chief 

CLARENCE  W.  MORRIS,  Attorney,  San  Francisco 

FRANK  B.  DURKEE,  General  Right  of  Way  Agent 

C.  R.  MONTGOMERY.  General  Right  of  Way  Agent 

ROBERT  E.   REED,  General  Right  of  Way  Agent 


DIVISION  OF  PORTS 


Port  of  Eureka — William  Clark,  Sr.,  Surveyor 


41321      3-P.7      14,7(10 


GEORGE  H,  MOORE. ST, 


PM:    If  addressee  has  moved 
notify  sender  on 

Form  3547 

Division  of   Highways 

P.  O.  Box  1499 
Sacramento,  California 


Seattle, 


Wash . 


SEC.  562  P.  L 

&  R. 

U.  S.  POSTAGE        1 

PAID 

Sacramento, 

Cal. 

Permit  No. 

152 

MAP 

SHOWING 

HWAY  SYSTEM 


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^V%ylx 

;^i,AWilnul  Creek 

■■///    "~V=ri*^!"^^'"''" 

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LOSANGELES  AND  VICINITY 


Vieuj  of  ^aiiey^^^^^f  ihe  ^igh  Sierras 
north  of  Bishop  on  US-WS  fSMe  Jiouie  23) 


Journal  of  the  Depi-tmEnt  of  Public  Works 
APRIL- 11937 


seattie  Public  li'"i?y 


CALIFORNIA  HIGHWAYS  AND  PUBLIC  WORKS 

Official  Journal  of  tfie  Division  of   Highways  of  the  Department  of  Public  Works,  State  of  California 

EARL  LEE  KELLY,  Director  C.  H.  PURCELL,  State  Higfiway  Engineer  JOHN  W.  HOWE,  Editor 

Published  for  information  of  the  members  of  the  department  and  the  citizens  of  California 

Editors  of  newspapers  and  others  are  privileged  to  use  matter  contained  herein.     Cuts  will  be  gladly  loaned  upon  request. 
Address  communications  to  California  Highways  and  Public  Works,  P.  O.  Box  1499,  Sacramento,  California. 

Vol.15  APRIL,  1937  No.  4 


Table  of  Contents 


Paqe 

Survey  Shows  Rural  Road  Accidents  Keep  Pace  With   Traffic   Growth 1 

By  T.  H.  Dennis,  Maintenance  Engineer 

New  Los  Gatos-Santa  Cruz  Highway  Saves  Five  Miles 2 

By  Jno.  H.  Skeggs,  District  Engineer 

Pictures  of  Los  Gatos-Santa  Cruz  Highway  Project 3 

Building  Divided  Highway  Link  on  Los  Angeles-Pomona  Airline  Lateral 4 

By  R.  J.  Hatfield,  Resident  Engineer 

Pictures  Showing  Construction  of  Los  Angeles-Pomona  Airline  Lateral 5 

Snow  Removal  This  Season  Will  Cost  State  $500,000 6 

By  W.  A.  Smith,  Assistant  Maintenance  Engineer 

Pictures  of  Snow  Removal  Equipment  in  Operation 7 

Tabulation  of  Accidents  on  Rural  Roads 9 

U.  S.  and  State  Routes  Are  Designated  by  Numbered  Markers 12 

By  F.  M.  Carter,  Assistant  Maintenance  Engineer 

Facsimile  Reproduction  of  "Guide"  Group  Signs 13 

Pigueroa  Street  Viaduct  in  Los  Angeles  Crosses  Two  Railroads,  River  and  Highway  14 

By  Paul  R.  Watson,  Resident  Egineer 

Panorama  View  Showing  Construction  of  Figueroa  Street  Viaduct 14,  15 

Honors  Conferred  on  C.  H.  Purcell,  Builder  of  Bay  Bridge 16 

Improvements  on  East-of-Sierra  Highway 18 

By  C.  Cleman,  District  Maintenance  Engineer 

Scenes  on  Picturesque  Highways  in  Mono  County 19 

Ladies  Get  Free  Auto  Service  on  Transbay  Bridge 21 

Picture  of  Cat's  Whisker  Device  Used  on  Bay  Bridge 21 

Out  of  the  Mail  Bag 23 

California  Sends  Delegates  to  Mexican  Road  Congress 24 

By  Edward  J.  Neron,  Deputy  Director'  of  Public  Works 

Pictures  of  Delegates  to  Mexican  Road  Congress  and  Scenes  En  Route  from  Nogales 

to  Mazatlan 25 

Monthly  Report  of  Division  of  Water  Resources 26 

Highway  Bids  and  Awards  for  March 27 

Highway  Commissioner  Phil  Stanton  Collects  Own  Obituaries 28 


Annual  Survey  Shows  Rural 
Road  Accidents  Keep  Pace 
With  Normal  Traffic  Growth 


By  T.  H.  DENNIS,  Maintenance  Engineer 


WHILE  total  traffic  on  rural 
roads  of  California's  State 
Highway  Sj'stem  increased 
approximately  12  per  cent  during  the 
last  six  months  of  1936,  the  number 
of  accidents  increased  38  per  cent. 

This  is  revealed  by  the  second  six 
months'  survey  of  accidents  for  last 
year  just  completed. 

In  reviewing  the  records  for  the 
entire  twelve  months'  period  for  the 
year  1936  it  is  found  that  7665  acci- 
dents involving  motor  vehicles  were 
reported  as  having  occurred  on  the 
rural  portion  of  the  State  highway 
system.  This  compares  with  a  total 
for  1935  of  6824,  showing  an  increase 
of  12  per  cent,  which  corresponds 
very  closely  with  the  increase  in  total 
traffic  during  the  same  period. 

However,  the  total  accidents  re- 
ported for  the  first  six  months '  period 
numbered  only  3209,  considerably  less 
than  50  per  cent  of  the  year's  total. 

The  increase  in  the  number  of  acci- 
dents may  be  accounted  for  to  some 
extent  by  the  fact  that  the  vacation 
period  for  nearly  everyone  comes  dur- 
ing the  second  half  of  the  year  and 
there  is  a  correspondingly  large 
amount  of  travel  in  unfamiliar  sur- 
roundings. However,  one  is  forced  to 
the  conclusion  that  those  who  drive, 
and  that  means  nearly  all  of  us,  fail 
to  realize  or  simply  refuse  to  recog- 
nize that  driving  a  motor  vehicle  can 
never  be  an  automatic  process  and  that 
unless  care  and  judgment  are  exer- 
cised at  all  times  the  inevitable  result 
is  accident. 

TWO  TTPES  OF  ACCmENTS 

Although  the  accident  rate  for  the 
full  year  is  higher  than  was  observed 
when  summarizing  the  first  six 
months'  period,  the  general  patterns 
as  to  location,  type,  and  contributing 
causes  remain  much  the  same. 


In  general  the  accidents  reported 
have  been  considered  in  two  main 
groups:  those  where  only  a  single 
motor  vehicle  was  involved  and  those 
involving  two  or  more  motor  vehicles. 
This  is  for  the  reason  that  in  single- 
ear  accidents  the  question  of  traffic  is 
largely  eliminated.  Accidents  in  each 
group,  and  the  combination  of  the 
two,  have  been  analyzed  as  to  type, 
location  with  respect  to  lane  widths  of 
roadway,  and  the  repoi'ted  contrib- 
uting causes. 

A  separation  of  single-car  acci- 
dents into  the  natural  divisions  of 
"Collision,"  "Noncollision,"  and 
"Pedestrian"  results  in  respective 
percentages  of  36  per  cent,  44  per 
cent,  and  20  per  cent.  These  figures 
for  the  full  year  show  very  little 
change  from  corresponding  percent- 
ages of  35  per  cent,  46  per  cent  and 
19  per  cent  found  in  the  analysis  of 
the  first  six  months'  period.  Taking 
more  specific  categories,  "Drove  off 
road"  and  "Turned  over"  account 
for  40  per  cent  of  all  single-ear  acci- 
dents, the  same  percentage  found  for 
the  first  six  months'  period.  "Col- 
lision with  pole  or  tree"  11  per  cent, 
"with  bridge  or  culvert"  6  per  cent 
compare  with  previous  percentages  of 
10  per  cent  and  5  per  cent. 

TWO-CAR    MISHAPS 

Where  more  than  one  motor  vehicle 
is  involved  the  "Course  being  pur- 
sued" provides  probably  the  most 
satisfactory  group  basis  for  review. 

Vehicles  "Approaching  each  other 
on  the  same  road"  accounted  for  42 
per  cent  of  all  two-or-more-ear  acci- 
dents; "Overtaking  on  the  same 
road"  29  per  cent;  "Paths  inter- 
secting while  traveling  the  same 
road"  (including  left  or  U  turn, 
right  turn,  coming  out  of  parking 
space)  16  per  cent;  "Paths  intersect- 


ing but  while  vehicles  were  traveling 
different  roads"  12  per  cent.  This 
group  covers  the  commonly  designated 
intersection  accident  and  includes  in- 
tersections with  private  roads. 

These  accident  types  have  been 
grouped  to  show  various  relationships 
when  the  different  lane  widths  of 
roadway  are  also  taken  into  consid- 
eration. 

HEAD-ON    COLLISIONS 

"Approaching"  accidents  as  noted 
above  are  by  far  the  most  numerous 
of  all  types  and  naturally  the  most 
serious,  being  made  up  of  direct  head- 
on  collisions  and  side-swipe  head-on 
collisions.  This  type  constituted  ap- 
proximately 46  per  cent  of  the  two- 
lane  accidents,  33  per  cent  of  the 
three-lane,  and  21  per  cent  of  the  four- 
lane.  These  percentages  show  some 
slight  change  from  the  first  six 
months'  figures,  which  were  44  per 
cent,  38  per  cent,  and  20  per  cent. 
They  would  seem  to  indicate  that  as 
the  number  of  lanes  is  increased  the 
approaching  type  of  accident  de- 
creases. 

"Overtaking"  accidents,  made  up 
of  direct  and  modified  forms  of  rear- 
end  collisions,  are  the  second  most 
numerous  of  the  four  main  groups, 
being  respectively  27  per  cent  of  all 
two-lane  accidents,  34  per  cent  of  the 
three-lane,  and  39  per  cent  of  the 
four-lane.  The  first  six  months' 
period  showed  respective  percentages 
of  29  per  cent,  3.3  per  cent,  and  36 
per  cent. 

Here  we  find  a  reverse  tendency 
from  that  noted  with  respect  to  the 
"approaching"  type,  in  that  rear-end 
collisions  are  of  much  less  frequent 
occurrence  than  head-on  collisions 
on  two-lane  roads,  while  they  are  of 
slightly  greater  frequency  on  three- 

( Continued  on  page  8) 


New  Los  Gatos-Santa  Cruz 
Highway  Saves  Five  Miles 


By  JNO.  H.  SKEGGS,  District  Ensineer 


ANOTHER  link  in  the  improve- 
ment of  the  Los  Gatos-Santa 
Crnz  Hitj'hway,  Route  5,  one  of 
tlie  heaviest  traveled  recreational  and 
business  highways  of  the  State,  was 
recently  completed  with  the  opening 
to  travel  of  the  Scott's  Valley  recon- 
struction at  the  Santa  Cniz  end, 
affecting  a  saving  of  5  miles. 

This  highway  connects  the  Santa 
Clara  Valley  with  Santa  Crnz  bay 
districts,  climbing  over  the  Santa 
Cruz  mountain  spur  of  the  Coast 
Range,  and  is  the  main  access  road 
from  the  San  Francisco  bay  cities  to 
the  vacation  resorts  in  the  mountains 
and  the  seashore  playground  of  the 
Santa  Cruz  area. 

Since  the  early  days  of  the  auto- 
mobile, this  road  has  been  popular 
with  Bay  District  motorists,  and  was 
among  the  fii'st  of  the  mountain  roads 
to  be  selected  for  improvement  after 
the  creation  of  the  California  High- 
way Commission. 

FIVE  MILES    SHORTER 

Early  construction  followed  a  new 
alignment  through  virgin  country  for 
the  greater  portion  of  its  distance, 
and  was  considered  a  bold  location 
for  its  day.  A  glance  at  a  iiap  show- 
ing the  old  State  highway  and  the 
new  and  projiosed  relocation,  with  an 
indicated  saving  of  5  miles  in  dis- 
tance, will  serve  to  show  what  great 
■changes  have  occurred  in  location 
.tandards. 

Before  1920  the  travel  had  become 
so  heavy  that  the  graveled  surface  was 
totally  inade(|uate  to  carry  the  traf- 
fic. About  that  time  the  major  por- 
tion of  a  25-mile  stretch  was  sur- 
faced with  a  15-foot  concrete  surface, 
widened  on  the  curves;  and,  since 
most  of  the  road  was  on  curves,  there 
was  very  little  that  escaped  this 
widening. 

Within  a  few  years  this  improve- 
ment also  became  inadequate,  and  on 
Sundays  and  holidays  it  was  often 
im])ossible  to  get  out  of  line  in  the 
entire  25-mile  trip. 


[Two] 


Some  relief  was  afforded  by  the 
improvement  of  the  Skyline  Boule- 
vard and  other  parallel  roads  con- 
structed by  the  State  and  the 
counties,  but  this  route,  being  the 
most  direct,  continued  to  draw  the 
bulk  of  the  travel. 

TRAFFIC  RELIEF  IMPERATIVE 

Further  relief  was  thus  imperative, 
and  studies  were  undertaken  a  num- 
ber of  years  ago  to  determine  the  best 
routing,  which  resulted  in  a  reecmi- 
mendation  for  a  radical  change  of 
location  and  reconstruction  on  a  new 
line. 

The  first  contract  under  this  pro- 
gram was  let  in  1932  and  provided  a 
four-lane  highway  through  the  heavy 
mountain  sections  where  curvature  is 
naturally  limited,  and  a  three-lane 
construction  through  the  valleys  and 
flats  where  easier  curvature  alignment 
could  be  secured.  Contracts  for 
further  improvement  have  been  con- 
tinuously under  way  since  1932. 

The  high  light  of  the  recently  com- 
pleted project  in  Santa  Cruz  County, 
between  Scott's  Valley  and  one  mile 
north  of  Santa  Cruz,  is  the  straighten- 
ing" of  the  old  highway  through  the 
well-improved  and  subdivided  Scott's 
Valley. 

CURVATURE  STATISTICS 

The  following  statistics  of  cur- 
vature and  length  afford  a  graphic 
picture  between  the  old  and  the  new : 

Leiinth 

Total        Mini-         of 

No.  of  f'urr-         iiiiim        Line 

Curves  iilure       Kmiins     Miles 

Vv<  sent     --  :U         l.-.SG°  .38'  100         4.23 

i'r,.iH.siMi  _  12        a.")i°  :'.(■,'       750       a.!)3 

I  liriV.-ciic..  _  L'-J  12.S,^)H)2'  _._  0.30 

This  is  a  country  of  heavy  winter 
rainfall,  with  a  light,  sandy  easily 
eroded  top  soil.  The  weather  and  the 
soil  conditions  foster  plant  growth, 
and  formerly  many  fine  stands  of  red- 
wood were  found  throughout  the  val- 
ley.     The    steeper    gulches    are    still 

(Continued  on  page  17) 


(April  1937)  California  Highways  and  Public  Works 


Views  of  improvement  of  Scott's  Valley  link  of  the  Los  Gatos-Santa  Cruz  Highway  during  and  after  construction.  Upper  left: 
Scene  showing  grade  construction  work.  Upper  right:  Section  of  completed  highway  at  same  point  showing  width  of  pavement. 
Center:  Looking  north  toward  Camp  Evers  on  newly  finished  highway.  Lower  left:  Drain  being  laid  under  subgrade.  At  right; 
Excavation    in    rock   formation   for    Installation    of   side    drainage. 


California  Hightvays  and  Public  Works  (April  1937) 


[Three] 


Building  Divided  Highway  Link 
on  L  A.-Pomona  Airline  Lateral 


By  R.  J.  HATFIELD,  Resident  Ensineer 


WIDENING  of  the  last  section 
of  the  realigned  Los  Angeles- 
Pomona  Lateral  which  "will 
provide  a  27-mile  direct  line  highway 
forty  feet  wide  with  only  two  electric 
"Stop  and  Go"  signals  and  only  two 
boulevard  "Stop"  signs  for  its  entire 
length  will  be  com]ileted  next  month. 
Originally  a  pioneer  mail  route,  this 
super-highway,  then  a  county  road, 
was  taken  into  the  State  highway 
system  by  the  Legislature  in  1931. 
Improvement  operations  were  started 
in  19.32  and  this  month  saw  the  laying 


Los  Angeles  Civic  Center  to  Pomona. 
In  the  50 's  Richard  Garvey  Sr., 
government  letter  carrier,  packed  the 
mail  between  Los  Angeles  and  an 
army  post  on  the  Colorado  River.  It 
is  related  that  Mr.  Garvey,  laying  out 
the  course  he  would  pursue,  followed 
the  flight  of  crows  eastward  and  west- 
ward and  thus  laid  out  a  route  that 
ran  straight  from  Los  Angeles  to 
Pomona.  Thi-ough  Monterey  Park 
and  easterly,  a  portion  of  the  present 
highway  is  known  as  Garvey  Avenue, 
preserving  by   name   the   memory   of 


county  improvement  on  Garvey  Av- 
enue through  Monterey  Park  and  El 
Monte,  and  Holt  Avenue  west  of  Po 
mona,  the  newly  adopted  route  tra- 
versed land  intensely  devoted  to 
agricultural  piu-suits,  walnut  orchards 
and  orange  groves. 

The  necessarv  land,  for  highwav 
right  of  way,  valued  at  $2,000,000, 
was  almost  entirely  secured  by  dona- 
tion. The  far-seeing  property  owners 
who  wholeheartedly  cooperated  in  the 
improvement,  are  today  realizing 
benefits  in  the  form  of  dividends  from 


Sketch  shows  46-foot  pavement  with  raised  bituminous  strip  4  feet  wide  in  center  creating  a  21-foot  lane  for  traffic  in  each  direc- 
n  on  easterly  6.3  miles  of  the  new  Los  Angeles-Pomona  Lateral.  The  strip  is  4  feet  wide  in  the  center  and  feathered  at  edge  to 
:et  pavement. 


of  the  last  stretch  of  widened  concrete 
pavement  on  this  unusual  airline 
thoroughfare. 

Starting  at  a  point  three-quarters 
of  a  mile  east  of  the  Los  Angeles  City 
Hall,  the  highway  runs  through  the 
southwest  corner  of  Alhambra  to  the 
city  of  Monterey  Park  and  thence  to 
El  Monte  and  through  walnut  or- 
chards and  orange  groves  and  the 
rolling  Kellogg  hills  to  Pomona. 

The  completed  highway  will  have  a 
40-foot  concrete  pavement  with  wide 
oiled  shoulders  and  no  grade  inter- 
sections with  major  streets  from  the 


[Four] 


the  pioneer  who  first  mapped  it. 

In  1931  the  California  State  Legis- 
lature, aided  by  a  large  straight-edge 
and  an  accurate  map,  found  Mr.  Gar- 
vey's  "navigation"  good  and  adopted 
the  forgotten  mail  route  as  a  State 
highway,  thus  providing  for  an  air- 
line link  in  Southern  California's 
most  popular  eastern  and  southwest- 
ern tourist  and  freight  route  which 
has  definitely  contributed  to  the  pres- 
ent unprecedented  development  of  the 
cities  and  communities  to  the  east  of 
the  metropolitan  center. 

With    the    exception    of    existing 


enhanced  valuation  of  real  estate,  the 
annual  aggregate  of  which  far  exceeds 
the  estimated  total  right  of  waj'  pur- 
chase value  of  1931-32. 

In  1932  construction  operations 
were  commenced  on  a  portion  of  the 
new  alignment.  Contracts  for  grad- 
ing, paving,  bridges,  grade  separa- 
tions, and  landscaping  were  awarded 
and  completed  in  rapid  succession. 

BIG    TRAFFIC    INCREASE 

In  April,  1935,  the  last  "Road 
Closed"  barricades  were  removed  and 
Southern   California's  27-mile  direct 

(Continued  on  pape  20) 


(April  19)7)  California  Highways  and  "Public  Works 


W:':-^^ '^'^^' 


Views  of  realigned    Los  Angeles-Pomona   Lateral,   unusual   airl  ne    highway, 
)   "Stop  and   Go"  signals   and    only  two   boulevard   "Stop"   signs  for    its   entiri 


J,  .vhich  provides  a  27-mile  stretch  of  road  with  only 
i.vyu  .^..UH  oMu  x:.u  »,y..a.=.  ai.u  v-..,^  ..wu  uuu.=»<,.u  -w,^  =.«•■=  ■"■  •--  -..Jre  length.  Upper:  Completed  section  of  40-foot  pave- 
ment, widened  from  three  to  four  lanes,  west  of  Pomona.  Center:  Shows  line  of  trucks  dumping  material  used  in  laying  additional 
5-foot  strip  of  pavement  at  left  of  roadway.  Lower:  Concrete  mixer  and  mechanical  finishers  operating  on  Garvey  Boulevard 
near  Kellogg  Hills  one  of  links  in  new  highway  which  will  be  completed  in  May.  This  project  entailed  the  construction  of  a 
10-foot  widening   strip  and   8-foot   plant   mixed   shoulders  for  a   di  tance  of   18.7  miles. 


California  Highways  and  Public  Works  (April  1937) 


[Five! 


Snow  Removal  This  Season 
Will  Cost  State  $500,000 


W.  A.  SMITH,  Assistant  Maintenance  Engineer 


THE  cost  of  snow  removal  from 
State  highways  during  the 
1936-37  winter  season  will  be 
I^ractically  a  half-million  dollars  on 
5000  miles  of  road  by  the  time  all 
routes  are  open  to  tratBe. 

This  is  $150,000  more  than  required 
during  any  previous  year. 

There  have  been  seasons  when  more 
snow  fell  at  the  liigher  elevations,  and 
single  storms  of  longer  duration  have 
been  weathered.  The  increase  in  cost 
is  due  to  a  comparatively  heavy  fall 
in  valley  and  foothill  sections;  the 
short  time  between  storms,  and  drift- 
ing which  blocked  the  roads  behind 
the  plows. 

On  two  routes — the  sections  of  U.  S. 
99  between  Castaic  and  Grapevine  in 
Los  Angeles  and  Kern  counties,  and 
between  Dunsmuir  and  Yreka  in  Sis- 
kiyou County — traffic  was  tied  up  or 
endangered  where  little  trouble  had 
been  experienced  previously. 

ICE  HAZARD  ON  RIDGE  ROUTE 

On  the  Ridge  Route  section,  four 
storms  occurred,  with  snowfall  of 
from  two  inches  to  twelve  inches  in 
depth.  Normally,  this  small  quantity 
of  snow  is  easily  handled  with  the 
equipment  available.  The  traffic  is  so 
heavy  on  this  route  that  the  snow  was 
packed  to  ice  almost  as  it  fell  and 
before  the  plows  could  clear  the  pave- 
ment. Few  of  the  vehicles  using  this 
road  were  equipped  with  chains  and, 
consequently,  could  not  negotiate  the 
slippery  grades.  The  situation  thus 
became  hazardous  at  once.  It  was 
necessary  for  the  traffic  officers  to 
close  the  road  at  various  times  to  all 
traffic  not  equipped  with  chains  until 
the  ice  could  be  scarified  and  bladed 
from  the  surface. 

The  section  between  Dunsmuir  and 
Yreka  is  an  area  of  reasonably  heavy 
snowfall,  and  suitable  rotary  equip- 
ment is  provided.  The  storms  of  late 
January  and-  early  February  reached 
l)lizzard  proportions,  and  the  road  was 
closed  to  traffic,  except  for  one  or  two 
short    periods,    from    January    31    to 


February  6  in  spite  of  the  efforts  of 
snow  removal  crews. 

VALUE    OP    SNOW    REMOVAL 

Snow  removal  work  serves  three 
distinct  types  of  traflBc:  (1)  through 
traflSc,  which  includes  trucks,  buses 
and  passenger  cars  engaged  on  the 
highways  as  a  matter  of  business; 
(2)  traffic  which  serves  the  more  iso- 
lated communities  and  is  more  or 
less  intermittent;  and  (3)  the  recre- 
ational traffic.  The  benefits  to  the 
people  of  the  State  can  not  be  meas- 
ured strictly  on  the  basis  of  cost  as 
compared  to  volume  of  traffic  thus 
developed. 

In  the  case  of  concerns  engaged  in 
hauling  materials  and  supplies  for 
example,  there  is  a  direct  loss  due  to 
delays  to  their  equipment  whenever 
a  regularly  traveled  road  is  closed  by 
snow.  There  may  also  be  a  loss  due 
to  damage  to  the  commodity — such  as 
milk,  fresh  vegetables,  etc.  There  is 
the  further  loss  to  the  merchant  and 
the  consumer  who  are  relying  on  de- 
livery of  such  supplies. 

SNOW   SPORTS    CONSIDERED 

In  the  case  of  the  small  community, 
the  ready  means  of  transportation  has 
established  a  dependence  on  the  larger 
centers  of  distribution.  Stocks  of 
necessities  must  be  replenished  every 
few  days  and,  while  the  number  of 
vehicles  which  use  a  given  road  maj' 
be  limited,  the  importance  to  the  com- 
munity served  and  the  suffering  which 
may  follow  on  failure  to  keep  open 
the  line  of  communication  may  be 
very  real. 

The  development  of  snow  sports 
areas  is  a  decided  asset  to  the  State. 
Such  development  relies  on  the 
ability  of  the  highway  organization 
to  maintain  an  open  road  and,  once 
resorts  have  been  established  as  a 
result  of  snow  removal  operations, 
there  is  a  definite  responsibility  to 
continue  the  service. 


The  considerations  mentioned  call 
for  nice  judgment  and  a  certain 
amount  of  fortitude  when  proposals 
for  extension  of  the  service  are  pre- 
sented. It  is  necessary  to  consider 
the  following  conditions :  Will  the 
grade,  alignment  and  surface  permit 
operation  of  the  equipment  required? 
Does  the  existing  traffic  demand  and 
the  probable  development,  within  a 
reasonable  period,  justify  the  ex- 
pense? Are  funds  available  without 
seriously  curtailing  more  necessary 
work  ? 

UNCERTAINTIES    INVOLVED 

Even  with  the  established  program, 
the  uncertainties  of  weather  and 
traffic  need  can  not  be  foreseen.  It 
is  essential,  of  course,  to  limit  the 
organization  and  equipment.  Each 
winter  there  is  an  equal  chance  that 
a  minimum  of  equipment  will  take 
care  of  the  situation.  Actually,  that 
was  the  case  for  three  vears  prior  to 
1934. 

On  the  other  hand,  during  the  past 
winter  additional  equipment  requir- 
ing an  investment  of  $250,000  could 
have  been  used  to  advantage  for  short 
periods  of  time.  As  several  months 
are  required  to  secure  delivery,  and 
since  more  equipment  means  more 
shop  and  living  facilities,  little  can 
be  done  once  the  winter  season  has 
started. 

The  spirit  of  the  men  assigned  to 
the  mountain  areas  is  admirable. 
The  work  is  hard  on  men  and  equip- 
ment. During  storm  periods,  opera- 
tions are  necessarily  continuous. 
Many  times  it  is  not  possible  to  pro- 
vide a  relief  operator  at  the  end  of 
a  regular  shift.  In  such  cases  the 
men  carry  on  until  they  can  be  re- 
lieved. Each  member  of  the  crew 
feels  a  personal  responsibility  for 
the  success  of  the  work. 

The  various  Districts  have  fur- 
nished detailed  information  as  to 
storm    i)eriods,    records    of    snowfall, 

(Continued  on  page  22) 


[Six] 


(April  1937)  California  Highways  and  Public  Works 


At  top — Snow  removal  operations  in  deep  drifts  of  forest  area  on  Placerville-Lake  Tahoe  link  of  U.  S.  50  at  Echo  Summit  with 
auger  blower  equipment.  Center,  left— A  fifteen-foot  drift  on  the  Slippery  Ford  grade  broken  through  for  stalled  traffic.  Center, 
right — Close-up  of  auger  blower  rotary  and  crew,  showing  improved  type  equipment  with  three  rows  of  augers.  At  bottom — Wjdening 
operations  in  the  deep  snow   necessitate  repeated   backing   up  and    bucking  the  banks  at  short  intervals  of  progress. 


California  Highways  and  Public  Works  (April  i9i7) 


[Seven] 


Speed  and  Traffic  Density  Major  Factors  In  Multi-lane  Road  Accidents 


(LYintinued  from  page  1  > 


Group 


lane,  and  of  very  much  greater  fre- 
quency on  four-lane.  It  seems 
natural  to  eonchule  that  speed  differ- 
ential combined  with  greater  average 
density  of  traffic  must  in  large  meas- 
ure give  rise  to  this  situation. 

CAUSES    OF    ACCIDENTS 

The  standards  of  alignment,  grade, 
and  surface  average  much  higher  on 
multiple-lane  roads;  and  this  fact, 
combined  with  the  increa.sed  sense  of 
freedom  of  movement  that  a  wide  road 
gives,  undoubtedly  tends  to  higher 
speed.  If  through 
speed  excessive  for  the 
conditions  that  exist, 
a  driver  maneuvers 
himself  into  a  posi- 
tion where  his  only 
choice  is  between  an 
attempt  to  escape  an 
oncoming  car  or  one 
traveling  in  the  same 
direction,  he  natural- 
ly chooses  the  one 
likely  to  cause  the 
lesser  impact. 

Accidents  resulting 
when  the  paths  of  ve- 
hicles intersect  while 
both  are  traveling  the 
same  road,  such  as  left 
turn,  IT-turn,  right 
turn,  and  coming  out 
from  parking  space, 
rank  third  in  total 
number  among  the 
four  general  groups. 
Of  all  accidents  re- 
ported for  two-lane 
roads  they  account  for 
14  per  cent,  com])ared 
with  19  per  cent  for 
both  the  three-lane 
and  four-lane.  Here 
again,  average  density 
of  traffic  iindoubtedy  is  of  major  intlu- 
ence.  When  the  number  of  lanes  is  in- 
creased, it  is  naturally  more  difficult  to 
move  across  these  lanes  of  travel  as  is 
necessary  in  making  a  left  turn.  Left 
or  U-turn  accidents  make  up  90  per 
cent  of  the  total  in  this  general  group. 
It  may  be  found  advisable  on  the  more 
heavily  traveled  multiple-lane  roads  to 
entirely  prohiliit  left  or  U-turns  ex- 
cept at  specifically  indicated  i)oints. 

The  fourth  and  last  of  the  main 
groups  comprises  those  accidents  that 
oeenr  when  the  paths  of  veliicles  that 


[Eight] 


are  traveling  different  roads  intersect : 
the  ones  that  happen  where  two  roads 
meet  or  cross  each  other  at  grade. 
This  type  of  accident  accounts  for  11 
per  cent  of  all  reported  accidents  on 
both  the  two-lane  and  three-lane 
roads,  and  for  17  per  cent  on  four- 
lane  roads.  These  percentages  are  al- 
most identical  with  those  recorded  for 
the  first  six  months'  period.  They 
constitute  somewhat  less  than  12  per 
cent  of  all  accidents  involving  two  or 
more  ears.  This  comparatively  small 
percentage  is  due  to  the  fact  that  this 


Causes  Contributing  to  Single  Car 

and  Two-or-More  Car  Accidents 


(January  1,  1936-Deoember  31,  193C) 


Single  Gar 

Two  or 

More  Car.' 

S  £.      2-2 

X 

■a  -^■ 

^1 

Condition  of  Vehicle.  . .  371  12.94 

Condition  of  Driver___  713  24.87 

Speed 638  22.25 

Violation   of   Right   of 

Way 282  9.84 

Roadway 247  8.62 

Pedestrian 4G6  16.95 

Miscel.  or  Undeter- 
mined   130  4.53 


441 

1560 

912 

3684 

427 

23 


6.20 
21.94 
12.83 

51.80 
6.00 
0.32 


812 
2273 
1550 

3966 
674 
509 


65       0.91       195 


Total 2867  100.00     7112  100.00     9979     100.00 


NoTR :  Total  cause.s  reported  art>  iu  ex 
to  the  fact  that  nianv  aroirlpnts 


K  of  tlic 
suit  fro 


total  uumber  of  accidi'iit 
n  a  rouibiiiation  of  cause 


study  covers  only  rural  State  high- 
ways, where  the  number  of  intersec 
tions  per  mile  is  very  much  less  than 
through  incorporated  territory. 

Extreme  cases  where  the  traffic  is 
exceptionally  heavy  on  both  intersect- 
ing highways,  ma.v  justify  actual 
grade  separation  ;  but  the  infrequency 
of  such  conditions,  along  with  the 
very  liigli  initial  cost  of  the  struc- 
tures, will  always  limit  its  application. 
The  average  speed  on  rural  highways 
is  relatively  high,  and  for  this  rea.son 
it    is    part ic'iilarly    important   to   ])ro- 


vide  the  maximum  of  clear  unob- 
structed .sight  di.stance  at  all  inter- 
sections. 

COMBINATION  OF  CAUSES 

Many  accidents  are  the  result  of  a 
combination  of  causes  and  it  is  not 
always  possible  or  necessarily  desir- 
able to  have  the  reporting  officer  in- 
dicate only  one  situation  or  action  as 
being  the  cause  of  a  particular 
accident. 

Of  the  7665  total  accidents  reported 
for  the  year,  2374,  or  31  per  cent, 
were  those  where  only 
a  single  motor  vehicle 
was  involved.  Corre- 
sponding with  these 
2374  .single-car  acci- 
dents, 2867  items  of 
cause  were  reported 
as  having  contributed 
to  their  occurrence. 
In  order  of  import- 
ance among  the  spe- 
cific causes  listed, 
"Speed  excessive  for 
conditions"  is  first 
with  22  per  cent,  hav- 
ing been  noted  in  638 
instances.  "Driver 
intoxicated  or  had 
been  drinking"  was 
reported  399  times  or 
14  per  cent  of  all 
cau.ses  given.  Pedes- 
trians were  involved 
in  486  cases  or  17  per 
cent.  A  comparison 
on  the  same  ba.sis  of 
percentage  of  all  con- 
tributing causes  re- 
ported for  the  first  six 
months '  period  shows : 
"Speed"  21  per  cent. 

^1       "Driver     intoxicated 

or  had  beeu  drinking ' ' 
14  per  cent,  and"  Pedestrian  involved" 
17  per  cent.  Minor  causes  for  the 
full-.vear  period  were:  "Driver 
asleep,"  167  cases  or  6  per  cent; 
"Faulty  tires.  "157  eases  or  5  per  cent ; 
"Wet  pavement,"  114  cases  or  4  per 
cent.  The  percentages  in  these  cate 
gories  for  the  first  six  months'  period 
were  respectively  3  per  cent,  5  per 
cent,  and  3  per  cent.  There  was  a  very 
sharp  increa.se  noted  in  the  number  of 
cases  where  drivers  were  reported  as 
having  been  asleep. 

Naturally,  where  two  or  nuu-e  vehi- 


8.14 
22.78 
15.53 

39.74 
6.76 
5.10 

195 


(Ajtrii  i9}7)  California  Highways  and  Public  Works 


Accidents  Involving  Two  or  More  Vehicles  Showing  Course  Pursued 

Type  of  Accident 
Course    Being   Pursued 

Number  of   Lanes 

Two                              Three 
No.              Percent    No.              Percent 

Four                            Miscl. 
No.              Percent   No.              Percent 

Total 
No.              Per  cent 

1049                 27.15     1    298                34.33 
1795                46.46     !   287                33.06 

548                 14.18         170                 IQSQ 

179                39.34          90                57  aa 

Approaching 

Paths  Intersecting 

95                20.88 

87                 19.12 

79                 17.36 
15                   3.30 

36                34.62      ,2213                4l!83 

Paths  Intersecting 

431                 11.15 
41                   1.06 

98                 11.29 
15                   1.73 

11                 10.58 
4                  3.84 

619                 11.70 
75                   1.41 

Undetermined 

Total 

3864              100 
73.03 

868              100 
16.41 

455              100 
8.60 

104              100 
1.96 

5291               100 
100 

eles  are  involved  in  an  accident  the 
contributing  cause.s  are  more  numer- 
oiLs  and  complex.  For  the  5291  sep- 
arate accidents  of  this  type,  7112 
causes  were  reported  as  contributing 
factors.  Although  a  very  great  va- 
riety of  causes  go  to  make  up  this 
total,  a  comparatively  few  specific 
types  account  for  the  bulk  of  all 
causes  reported. 

"Driver  intoxicated  or  had  been 
drinking"  appears  1133  times  or  16 
per  cent;  "improper  passing"  1074 
times  or  15  per  cent ; ' '  Speed  excessive 
for  conditions"  912  times  or  13  per 
cent :  ' '  On  wrong  side  of  road,  as  dis- 
tinct from  improper  passing"  506 
times  or  7  per  cent;  "Improper  turn" 
480  times  or  7  per  cent;  "Following 
too  closely"  489  times  or  7  per  cent; 
and  "Improper  signal"  321  times  or 
5  per  cent.  These  seven  items  repre- 
sent 70  per  cent  of  all  caiLses  reported, 
the  remaining  30  per  cent  being  split 
up  into  a  multitude  of  various  items, 
no  single  one  of  which  accounted  for 
any  important  percentage  of  the  total. 

Again  comiiaring  the  record  for  the 
first  six  months'  period  we  find  that 
the  pattern  remains  much  the  same 
throughout  the  year.  Computed  on 
the  same  basis  of  percentage  of  total 
causes  reported,  the  first  six  months' 
period  record  was  :  ' '  Driver  intoxi- 
cated or  had  been  drinking"  15  per 
cent;  "Improper  passing"  17  per 
cent;  "Speed  excessive  for  condi- 
tions" 11  per  cent;  "On  wrong  side 
of  road  as  distinct  from  improper 
passing"  7  per  cent;  "Improper 
turn"  7  per  cent;  "Following  too 
closely"  8  per  cent;  and  "Imj^roper 
signal"  9  per  cent. 

The  elimination  of  the  cau.ses  found 
ill   these   main    groups,   which    go   to 


make  up  such  a  large  majority  of  all 
causes  reported,  would  seem  to  lie 
principally  in  regulatory,  or  a  com- 
bination of  educational  and  regula- 
tory, measures. 

For  the  full  year  the  accidents  in 
which  pedestrians  were  involved 
amounted  to  6.64  per  cent  of  all  acci- 
dents reported.  This  compares  with 
a  percentage  of  6.39  for  the  first  six 
months'  period.  Such  accidents  rare- 
Ij^  involve  more  than  a  single  motor 
vehicle. 

ACCIDENT    FREQUENCY 

Evidence  of  drinking  on  the  part 
of  the  pedestrian  was  reported  in  24 
per  cent  of  the  eases,  showing  little 
change  from  the  25  per  cent  recorded 
for  the  first  six  months'  period.  Since 
there  are  comparatively  few  inter.sec- 
tions  on  rural  highwa.ys,  pedestrian 
accidents  occurring  at  such  points 
were  only  7  per  cent  of  the  total. 
The  vast  majority  (74  per  cent)  in- 
volved persons  walking  on  or  along 
the  highway  or  attempting  to  cross 
at  places  other  tlian  at  intersections. 
Eight  instances  were  reported  where 
"children  playing  in  road"  were  in- 
volved, but  the  A'ictims  of  pedestrian 
accidents  are  almost  invariably  adults 
who  should  be  aware  of  the  dangers 
but  who  forget  or  fail  to  realize  the 
extreme  caution  necessary  on  their 
part,  particularly  on  rural  highwa.ys 
where  pedestrian  traffic  is  rare  and 
presents  an  unexpected  situation  to 
the  motorist. 

Vehicle-miles-per-accident  is  t  h  e 
true  measure  of  the  hazard  of  motor 
veliicle  operation.  As  noted  above, 
during  the  year  1936,  7665  motor 
vehicle  accidents  were  reported  as 
having  occurred  on  the  rural  portion 


of  the  State  highway  system.  The 
estimated  total  vehicle  miles  of  travel 
during  this  same  period  on  the  rural 
State  highways  were  approximatelv 
7,211,000,000.  This  estimate  is  base'd 
on  the  regular  summer  traffic  count 
taken  at  more  than  1300  points  over 
the  entire  system,  and  supplemented 
for  the  determination  of  seasonal 
changes  by  some  40  carefully  selected 
points  throughout  the  State  at  which 
counts  are  taken  each  month  during 
the  year. 

From  these  figures  it  is  seen  that 
the  ratio  of  accidents  to  vehicle  miles 
traveled  is  1  to  941,000.  The  corre- 
sponding ratio  for  the  first  six  months' 
period  was  1,061,000,  indicating,  as 
was  previously  stated,  that  the  acci- 
dent rate  has  been  more  serious  dur- 
ing the  latter  half  of  the  year.  This 
change  has  not  been  confined  to  any 
type  of  accident,  cause,  or  location. 
There  have  been  slight  variations 
back  and  forth  but  comparative  per- 
centages have  remained  much  the 
same. 

Of  the  rural  State  highways,  99 
per  cent  are  either  two-lane,  three- 
lane,  or  four-lane;  in  fact,  over  94 
per  cent  are  two-lane  roads. 

ACCroENT    COMPARISONS 

An  endeavor  has  been  made  to  indi- 
cate certain  relationships  between  ac- 
cident frequency  and  roadways  of 
the  different  lane  widtlis  on  the  basis 
of  "Accidents  per  mile  of  highway," 
"Vehicle  miles  per  accident,"  and 
"Density  of  traffic"  or  "Proportion- 
ate utilization  of  road  capacity." 
While  the  number  of  veliicle-miles- 
per-aceident  is  a  definite  measure  of 
the  actual  hazard  of  motor  vehicle 
travel,    no    accurate    comparison    of 


California  Highways  and  Public  Works  (Apnt  1937) 


[Nine] 


functional  value  as  among  various 
types  of  roads  can  be  made  without 
taking  into  consideration  to  what  pro- 
portion of  their  rated  capacities  such 
roads  are  actually  operated. 

It  is  immediately  apparent  that 
when  taken  as  a  group  the  two-lane 
roads  will  show  the  lowest  rate  of  ac- 
cidents per  mile  of  road,  due  to  the 
many  thousands  of  miles  where  there 
is  comparatively  little  trafSc.  Like- 
wise, three-lane  roads  show  less  con- 
centration of  accidents  than  the  four- 
lane.  The  rates  of  accident  concen- 
tration per  mile  are  respectively: 
0.484,  2.625,  and  4.215. 

Compared  on  the  basis  of  vehicle- 
miles-per-aceident,  the  two-lane  roads 
also  show  a  better  record  but  on  this 
basis  of  actual  hazard  the  advantage 
is  slight,  even  though  the  same  situa- 
tion still  remains :  that  of  having  a 
relatively  low  average  number  of  ve- 
hicles per  day  over  these  two-lane 
roads. 

STATISTICAL    COMPARISON 

The  number  of  vehicle-miles-per-ac- 
cident  were  991,000  for  two-lane, 
roads.  851,000  for  three-lane,  and  717, 
000  for  four-lane,  while  the  corre- 
sponding numbers  of  vehicles  for  an 
average  24-hour  day  were  1236  for 
two-lane;  6533  for  three-lane;  and 
8771  for  four-lane.  These  extreme 
differences  between  average  daily  traf- 
fic on  two-,  three-,  and  four-lane  roads 
can  be  accounted  for  only  to  a  limited 
extent  by  the  traffic  capacities  of  the 
various  lane  widths. 

The  two-lane  road  has  been  esti- 
mated to  have  a  capacity,  under 
average  conditions,  of  1000  vehicles 
per  hour;  while  the  three-lane  road, 
with  only  one-half  more  lanes,  has  been 
treated  as  having  twice  the  capacity 
of  the  two-lane,  or  2000  vehicles  per 
hour;  and  the  four-lane  road,  with 
twice  the  number  of  lanes  found  on 
the  two-lane  road,  has  been  rated  at 
3.2  times  the  capacity,  or  3200  vehicles 
per  hour. 

Even  on  these  capacity  bases  it  is 
found  that  the  two-lane  roads  as  a 
group  utilize  only  5.46  per  cent  of 
their  1000  vehicles-per-hour  capacity, 
while  the  three-lane  roads  use  12.72  per 
cent  of  their  2000  vehicles  capacity, 
and  the  four-lane  roads  10.75  per  cent 
of  a  3200  vehicles-per-hour  rated 
capacity.  The  comparatively  small 
difference  between  two-lane  and  three- 
lane  roads  in  the  vehicle-miles-per- 
accident  rate  becomes  even  less 
important  when   it  is  disclosed  that 


traffic  on  two-lane  roads  would  have  to 
be  increased  to  two  and  one-third 
times  its  present  volume  to  reach  a 
point  where  they  would  be  utilizing 
the  same  relative  percentage  of  capac- 
ity as  that  now  found  on  three-lane 
roads.  The  ratio  of  capacity  use  be- 
tween two-lane  and  four-lane  roads  is 
approximately  1  to  2. 

THEEE-LANE   ACCIDENTS 

In  view  of  the  rather  widely  dis- 
cussed question  of  traffic  accidents  on 
three-lane  roads,  it  is  interesting  to 
further  analyze  this  situation  so  far 
as  it  concerns  the  records  on  the  rural 
State  highways  in  California  for  the 
past  year.  When  accidents  involving 
a  single  motor  vehicle  are  considered 
separately,  the  question  of  traffic  is  of 
minor  importance.  In  this  type  of 
accidents  we  find  the  vehicle-miles- 
per-accident  rate  for  three-lane  roads 
is  much  better  than  for  two-lane,  be- 
ing 3,827,000  miles  per  accident  for 
the  three-lane  as  against  2,968,000 
miles  per  accident  for  the  two-lane. 
This  is  probably  due  to  the  fact  that 
the  three-lane  highway  is  wider  and 
of  higher  average  standard  in  surface, 
grade,  and  alignment. 

Accidents  where  two  or  more  ve- 
hicles are  involved,  taken  as  a  group, 
show  a  better  vehicle-miles-per-acci- 
dent  record  for  the  two-lane  than 
for  the  three-lane,  the  rates  being 
respectively  1,719,000  and  1,411,000. 
If  no  further  inspection  were  made 
the  conclusion  might  be  made  that  the 
three-lane  design  was  inherently  less 
safe  than  a  two-lane  and  tended  to 
encourage  accidents.  If  the  provision 
of  a  third  lane  could  adversely  affect 
traffic  safety,  it  would  appear  that 
such  influence  would  be  confined  to 
accidents  between  approaching  ve- 
hicles— in  other  words,  to  some  type 
of  head-on  collision.  It  has  already 
been  pointed  out  that  the  ratio  of 
"Approaching"  accidents  to  the  total 
of  all  accidents  on  three-lane  roads 
is  less  than  the  similar  ratio  on  two- 
lane  roads. 

THREE   LANES   HAVE    ADVANTAGE 

If  we  compare  further  the  actual 
number  of  "Approaching"  accidents 
on  three-lane  roads  and  on  two-lane 
roads  with  the  total  vehicle  miles 
generated  on  the  two  road  types,  we 
find  that  there  was  one  "Approach- 
ing" accident  on  three-lane  roads  for 
every  3,280,000  vehicle  miles,  while 
the  corresponding  rate  on  the  two- 
lane    was    one    for    every    3,198,000 


vehicle  miles:  practically  the  same 
rate  but  with  whatever  slight  ad- 
vantage there  is  being  in  favor  of 
the  three  lanes.  And  this  advan- 
tage accrues  to  the  three-lane  road 
group  in  spite  of  the  fact  that  no 
allowance  has  been  made  for  the  very 
great  disadvantage  it  must  overcome 
in  carrying  nearly  five  times  as  much 
actual  average  daily  traffic,  or  two 
and  one-third  times  as  much  if  com- 
pared on  basis  of  capacity. 

' '  Overtaking ' '  or  rear-end  accidents 
and  "Paths  intersecting  while  travel- 
ing the  same  road"  (mostly  made  up 
of  left-turn  accidents)  occur  some- 
what more  frequently  on  the  three- 
lane  than  on  the  two-lane  roads. 
Road  intersection  accidents  account 
for  practically  the  same  percentage 
on  both  types  of  roads. 

It  can  scarcely  be  argued  that  the 
fact  that  a  third  lane  has  been  pro- 
vided could  be  the  cause  for  an  in- 
crease in  the  number  of  either  "rear- 
end"  or  "left-turn"  accidents.  On 
the  contrary,  it  is  quite  likely  that 
this  added  width  has  made  it  pos- 
sible for  numerous  drivers  to  avoid 
impending  rear-end  and  left-turn  ac- 
cidents. 

INCREASED   LANES    SOUND 

The  full  year's  record  of  accidents 
continues  to  add  weight  to  conclu- 
sions to  be  drawn  from  the  record 
shown  in  the  first  six  months'  period : 
that  from  the  standpoint  of  safety 
the  present  method  of  meeting 
traffic  development  by  adding:  an 
additional  lane  to  the  existing  two- 
lane  pavements  is  basically  sound. 

On  four-lane  roads  "Approaching" 
accidents  were  shown  to  be  21  per 
cent  of  the  total  on  this  type  of  road. 
In  actual  numbers  there  were  95  such 
accidents  reported,  or  one  for  every 
4,740,000  vehicle  miles.  This  is  a 
much  better  rate  than  for  either  the 
two-lane  or  the  three-lane,  but  is  much 
less  than  could  reasonably  be  expected 
when  two  lanes  have  been  provided 
for  traffic  in  each  direction.  It  indi- 
cates flagrant  disregard  of  right  of 
way  on  the  part  of  a  large  percentage 
of  the  traffic. 

"Overtaking"  or  rear-end  accidents 
are  more  frequent  on  four-lane  than 
on  either  two-  or  three-lane  roads. 
This  is  true  both  in  percentage  and  on 
actual  vehicle-miles-per-accident  basis. 
In  comparison  with  three-lane  roads, 
this  does  not  even  have  the  support 
of  a  larger  ratio  of  capacity  utiliza- 
tion,   for    the    three-lane    roads    are 


I  Ten] 


(April  19)7 )  California  Highways  and  Public  Works  \ 


Accidents  by  Lane  Widths  Showing  Road  and  Vehicle  Mileage 


ACCIDENTS  INVOLVING  A  SINGLE  VEHICLE 


Number  of 
Lanes 

Road 
Mileage 

Per 

cent 

Total 
Accidents 

Accidents 
per  Mi. 

Thousand 

Vehicle 

Miles 

Per 
cent 

Thous. 
V.  M.per 
Acci- 
dent 

Avg.  No. 

Vehicles 

per24-hr. 

Day 

Rated 
Capacity 

Veh. 
per  Day 

Per  cent 
of 

Capacity 
Util- 
ized 

2 

11,969.0 

94.36 

1936 

0.162 

5,740,577 

79.61 

2968 

1310 

24,000 

5.46 

3 

421.3 

3.32 

246 

0.584 

941,391 

13.05 

3827 

6105 

48,000 

12.72 

4 

149.0 

1.17 

152 

1.020 

450,376 

6.25 

2963 

8259 

76,800 

10.75 

Miscl.  Widths-__. 

145.6 

1.15 

13 

0.089 

78,759 

1.09 

6058 

1478 



Location  of  Acci- 

dent not  known 

— - 

27 

-  — 

— - 

— - 

— - 

— - 

Total 

12,684.9 

100 

2374 

0.187 

7,211,030 

100 

3038 

1553 

.— 

ACCIDENTS 

NVOLVING 

TWO  OR  MORE  VEHICLES 

2 

11,969.0 

94.36 

3856 

0.322 

5,740,577 

79.61 

1489 

1310 

24,000 

5.46 

3 

421.3 

3.32 

860 

2.041 

941,391 

13.05 

1095 

6105 

48,000 

12.72 

4 

149.0 

1.17 

476 

3.195 

450,376 

6.25 

946 

8259 

76,800 

10.75 

Miscl.   Widths  ... 

145.6 

1.15 

29 

0.199 

78,759 

1.09 

2716 

1478 



Location  of  Acci- 

dent not  known 

---- 

70 

—  - 

— - 

— - 

-— 

— - 

Total 

12,684.9 

100 

5291 

0.417 

7,211,030 

100 

1363 

1553 

— - 

ALL   ACCIDENTS 

2 

11,969.0 

94.36 

5792 

0.484 

5,740,577 

79.61 

991 

1310 

24,000 

5.46 

3 

421.3 

3.32 

1106 

2.625 

941,391 

13.05 

851 

6105 

48,000 

12.72 

4 

149.0 

1.17 

628 

4.215 

450,376 

6.25 

717 

8259 

76,800 

10.75 

Miscl.  Widths  — 

145.6 

1.15 

42 

0.288 

78,759 

1.09 

1875 

1478 



Location  of  Acci- 

dent not  known 

— - 

97 

—  - 

-— 

— - 

— - 

— - 

Total 

12,684.9 

100 

7665 

0.604 

7,211,030 

100 

941 

1553 

— - 

operated  on  an  average  at  12.72  per 
cent  of  their  capacity,  compared  with 
10.75  per  cent  for  the  four-lane. 

CROSSING    HAZARDS 

Accidents  occurring  when  the  paths 
of  vehicles  intersect  while  traveling 
the  same  road,  made  up  chiefly  of  left- 
turn  movements,  are  of  only  slightly 
greater  frequency  on  the  four-lane 
than  on  the  three-lane  roads;  but  in 
those  that  result  from  conflict  of 
right  of  way  at  road  intersections 
the  percentage  for  the  four-lane  roads 
is  quite  definitely  higher.  This  is  the 
natural  result  of  the  hazard  of  cross- 
ing several  lanes  of  traffic  and  also 
because  the  four-lane  roads  are  found 
in  the  more  densely  populated  areas, 
where  road  intersections  occur  at  com- 
paratively short  intervals. 

Theoretically,  if  the  four-lane  road 
were  divided  into  two  one-way  roads 
of  two  lanes  each,  the  approaching 
accidents  should  disappear  altogether. 
Practically  this  would  not  be  100  per 
cent  true,  for  there  would  always  be 
the  occasional  driver  who  would  run 
by  his  destination  or  intersecting  road 


and  insist  on  turning  around  and 
making  his  way  back  against  ap- 
proaching traffic.  But  even  if  the 
21  per  cent  of  approaching  accidents 
were  entirely  eliminated,  the  vehicle- 
miles-per-accident  rate  would  still  be 
unsatisfactory  when  considered  in  the 
light  of  the  excellence  of  facilities 
which  are  provided  for  safe  travel, 
with  two  lanes  of  roadway  in  each 
direction  and  the  high  standards  of 
surface,  grade,  and  alignment  which 
are  foimd  on  the  four-lane  highways. 

SPECIAL    STUDIES   MADE 

The  total  mileage  is  comparatively 
small  and  is  made  up  of  many  short 
stretches  in  widely  scattered  areas. 
Under  such  circumstances  general 
statements  are  very  likely  to  be  mis- 
leading unless  hedged  about  by  quali- 
fications, and  for  this  reason  special 
studies  are  being  made  of  particular 
sections  of  these  highways. 

In  order  to  present  a  more  concrete 
view  of  the  general  accident  situation, 
the  various  small  administrative  units 
of  the  rural  State  highways — sections 
that  average  approximately  ten  miles 


each — were  classified  both  for  concen- 
tration of  accidents,  or  ' '  accidents  per 
mile,"  and  for  hazard  of  accident,  or 
"vehicle-miles-per  accident."  Those 
with  the  poorest  records  in  both 
groups  were  combined,  with  the  result 
showing  that  over  46  per  cent  of  the 
accidents  were  reported  on  less  than 
7  per  cent  of  the  road  mileage.  Still 
further  concentration  shows  17  per 
cent  of  total  accidents  on  approxi- 
mately 2  per  cent  of  the  mileage.  It 
is  particiilarly  noteworthy  that  the 
highway  sections  in  these  groups  in 
nearly  every  instance  represent  the 
highest  standards  of  construction  and 
maintenance. 

Disconcerting  as  many  of  these 
records  may  be,  it  is  only  by  the  exact 
establishment  of  the  pertinent  facts 
for  intelligent  study  that  it  becomes 
possible  to  outline  a  course  of  action 
with  any  reasonable  hope  of  solving 
this  vital  problem  of  safety  on  our 
highways.  Additional  detailed  tabu- 
lations on  which  this  article  is  based 
may  be  obtained  by  writing  to  the 
editor  of  California  Highways  and 
Public  Works,  Sacramento. 


California  Highways  and  Public  Works  (April  1937) 


[  Eleven  1 


How  U.  S.  and  State  Routes  Are 
Designated  by  Numbered  Markers 


By   F.   M.   CARTER,   Assistant  Maintenance   Engineer 


AMONG  the  highway  signs  used 
by  the  California  Division  of 
Highways  for  the  protection 
and  convenience  of  motorists  on  State 
roads  are  those  which  come  under  the 
classification  of  ' '  Guide  Group. ' '  This 
group  covers  Route  Markers.  Desti- 
nation, Location  and  Information 
signs  and  in  this,  the  fourth  of  a 
series  of  articles  on  highway  signs, 
discussion  will  be  confined  to  Route 
Markers. 

Guide  signs  are  used  to  furnish  the 
traveler  with  directional  and  loca- 
tional  information. 

U.  S.  Highways  and  main  State 
through  highways  are  indicated  by 
numbered  route  markers.  The  same 
general  system  of  marking  is  used  for 
both  the  U.  S.  and  the  State  highway 
numbered  .systems.  The  outline  of 
the  official  shield  of  the  United  States 
is  used  in  all  states  for  numbering 
V.  S.  highways. 

DIRECT   ROUTES    FOLLOWED 

These  U.  S.  Highway  numbers  are 
selected  by  the  Executive  Committee 
of  the  Am(>rican  Association  of  State 
Highway  Officials,  through  the  au- 
thority vested  in  them  by  the  govern- 
ment. The  procedure  followed  by  this 
Committee  is  to  adopt  the  most  direct 
routes  through  the  various  states 
wliere   State  highways  are   available. 

It  is  imperative  that  a  IT.  S.  num- 
bered highway  shall  at  all  times  be  in 
the  best  possible  condition,  and  because 
of  this  the  route  follows  State  high- 
ways which  assure  the  best  of  main- 
tenance for  traveling. 

The  present  policy  of  the  Commit- 
tee is  to  eliminate  all  duplicate 
routings,  to  reduce  the  number  of 
alternate  routings,  and  to  hold  such 
highways  to  the  least  possible  number 
consistent  with  proper  guidance. 

METHOD    OF    SELECTION 

The  procedure,  when  a  new  num- 
bered highway  is  proposed  by  inter- 
ested committees  and  public  bodies, 
is  for  the  As.sociation  of  State  High- 


[  Twelve] 


way  Officials  to  refer  to  each  State 
that  portion  of  the  proposed  route 
traversing  the  state. 

When  the  routing  has  been  ap- 
proved as  to  each  State  and  by  the 
necessary  governmental  units  the  mat- 
ter is  then  decided  by  the  executive 
committee  of  the  A.  S.  0.  S.  H.  If 
such  decision  is  favorable,  the  number 
is  designated  and  the  executive  secre- 
tary issues  the  description  of  the  ap- 
proved route  and  the  signs  are  placed 
by  the  various  States  traversed  by 
that  route.  A  gridwork  of  numbered 
U.  S.  highways  has  resulted  from  this 
procedure  until  practically  all  avail- 
able routes  are  .so  designated  and 
numbered. 

NEW    ROUTES    NOT    WANTED 

The  tendency  now  is  to  discourage 
any  additions  to  this  U.  S.  numbered 
highway  system. 

In  selecting  numbers  for  these  V.  S. 
routes  the  general  policy  was  to  start 
from  the  northern  part  of  the  United 
States  with  the  smallest  even  number 
for  the  east  and  west  routes  and  from 
the  eastern  (Atlantic  Coast)  part 
with  the  .smallest  odd  number  for  the 
north  and  south  routes.  The  numbers 
then  increase  consecutively  from 
north  to  south  and  from  east  to  west. 

In  the  U.  S.  numbered  highways, 
while  the  numbers  may  conform  to 
the  above  method  at  the  origin  of  the 
route  in  the  east,  they  may  be  out  of 
sequence  when  reaching  California. 
For  the  most  part,  however,  the  sys- 
tem conforms  to  the  above  outlined 
method. 

In  California,  for  instance,  consid- 
ering the  east-west  routes  and  start- 
ing at  the  most  northerly,  we  find 
the  U.  S.  niunbered  highways  are  as 
follows : 

40-50-66-60-70-80 

Starting  at  the  eastern  liordcr  of 
the  state,  we  find  on  the  north-south 
routes : 

91-395-97-99-101 

In  addition  to  the  number  .'iD.")  we 


find  399-299  and  199  for  the  odd 
numbered  routes,  and  466  for  the  even 
numbered  routes. 

These  higher  numbers  are  selected 
to  designate  routes  of  a  much  shorter 
length  starting  from  one  of  the  regu- 
lar highways,  taking  the  last  two 
numbers  from  the  highway  of  origin, 
and  adding  another  number,  which 
shows  the  approximate  location  of  the 
highM'ay  in  the  state  or  states. 

SYSTEM    IN    THIS   STATE 

Using  the  original  system  for  num- 
bering U.  S.  highways,  the  State  of 
California,  through  the  Division  of 
Highways,  has  numbered  the  through 
State  highways.  The  even  numbers 
are  on  the  east-west  routes,  and  the 
odd  numbers  designate  the  north- 
south  routes.  The  numbers  are  alter- 
nated between  the  north  and  the 
south  so  that  each  section  may  have 
low  numbers. 

The  State  highway  route  numbers 
for  signing  should  not  be  confused 
with  the  legal  highway  numbers  desig- 
nated by  legislative  action  and  used 
for  departmental  and  legal  purposes. 

A  numbered  sign  route  sometimes 
covers  many  different  numbered  high- 
ways in  traversing  from  one  part  of 
the  state  to  the  other.  It  is  necessary 
in  obtaining  through  information  for 
the  traveler  to  carry  the  sign  numbers 
as  far  as  possible.  Practically  all  of 
these  important  State  highway  num- 
bered routes  are  now  signed  and  the 
various  information  maps  show  these 
routes  by  number.  With  this  infor- 
mation, the  traveler  can  plan  his 
journey  before  leaving  his  origin  and, 
through  the  easy  way  of  following 
numbered  shields,  arrive  at  his  desti- 
nation with  the  least  possible  con- 
fusion and  delay. 

The  marker  or  shield  used  for  the 
State  numbered  route  system  is  in 
the  shape  of  an  acorn,  with  the  Cali- 
fornia Bear  at  tlie  top  ami  the  words, 
"State  Highway"  across  the  bottom 
of  the  shield. 

(Continued  on  page  17) 


(April  i9}7)  California  Highways  and  Public  Works 


**Guide^*  Group  of  California  Road  Sign  System 


Placed    in   advance 
of  an    intersection 
where  two  U.  S. 
or  State  highways 
meet  or  are 
coincident. 


New  Identification 
Directional    Sign 
to   be   placed   in 
advance  of  important 
intersections  of 
numbered   highways. 
This  directs  traffic 
straight  ahead  or 
to  right. 


TEMPORARY 


DETOUR 


BUSINESS  RTE 


On  same   post  with 
U.  S.  or  State  shield. 
Indicates   routing 
temporary. 


Placed  above   U.  S. 
or  State  shield  to 
mark   a   detour   on 
closed    route. 


Indicates   business 
route  through  city 
for  motorists 
desiring   to    use   it. 


Standard   marker 
used  to  define  U.  S. 
highways.     Placed  at 
frequent  intervals  in 
rural  areas  and  cities 
to  guide  traffic  over 
U.  S.  routes. 


This  prominent  sign 
is  placed  approxi- 
mately 300  feet  in 
advance  of  an  inter- 
section where  four 
U.  S.  or  State 
numbered   routes 
meet  or  are 
coincident. 


This   new  sign   is  the 
same  as  above  except 
that  traffic   is 
directed  either  to 
the   right  or  the   left. 


Standard  shield  used 
to   mark  State  sign 
routes.     Placed  at 
frequent  intervals 
in  cities  and  rural 
areas  along  a  State 
sign    route. 


Placed  approximately 
300  feet   in  advance 
of  intersection  with 
a    U.   S.   or   State 
numbered    highw/ay. 


Placed  approximately 
300  feet   in   advance 
of   the    end    of   either 
a  U.  S.  or  State 
numbered   highway. 


ALTERNATE 


ffi 


Placed  above  U.  S. 
shields  to  designate 
an   alternate   route. 


Indicates    designated 
route    may    be 
followed   by   going 
straight    ahead 
or  turning  to 
the   right. 


Right   or    left   arrow 
used  with   U.  S.  or 
State   shields  to 
indicate  a  turn  or 
proper  direction 
of  the  route. 

Indicates  designated 
route    may    be 
followed  by  going 
ahead  or  turning  to 
the    left. 

Used  with  U.  S. 
shields  or  State 
markers  to  indicate 
that   traffic    may 
turn  either  right  or 
left  to  follow  marked 
highway. 


Used   with    U.  S.  or 
State   shields   to 
direct   traffic   straight 
ahead. 


JUNCTION 


Standard    marke 

to   define    U.  S. 

highways. 

Is  reflectorized. 


Placed   in  advance  of 
an    intersection 
where  three  U.  S. 
or  State  numbered 
highways   meet   or 
are  coincident. 


Same  as  standard 
shield  on  State  sign 
routes  but  is 
reflectorized. 


California  Highways  and  Public  Works  (April  1937) 


I  Thirteen  1 


Figueroa  Street  Viaduct  Project  in  Los  Anj 


Center  span  is  200  feet  long,  one  of  the  largest  plate  girder  spans  in  the  country.    The  other  steel  spans  are  104  a: 


By  PAUL  R.  WATSON,  Resident  Engineer 


FOR  many  years  the  city  of  Los 
Angeles  has  felt  the  need  of  an 
additional  through  traffic  high- 
way to  the  north  to  relieve  congestion 
on  North  Broadway.  Figueroa  Street, 
one  of  the  main  north  and  south 
arterials  in  the  city,  was  the  logical 
street  to  be  extended.  A  barrier 
formed  by  the  Elysian  Park  hills 
and  the  Los  Angeles  River  made  this 
undertaking  very  expensive.  How- 
ever, the  project  has  been  carried  for- 
ward one  step  at  a  time  as  funds  be- 
came available. 

The  first  step  was  taken  in  1928 
when  plans  were  ordered  for  the  first 
tunnel  under  Elysian  Park.  The  final 
or  fourth  tunnel  under  the  Elysian 
hills    was    recently    completed.     The 

[Fourteen] 


final  barrier  is  the  Los  Angeles  River 
and  the  Southern  Pacific  tracks 
over  which  the  Figueroa  Street  Via- 
duct is  now  being  constructed. 

VIADUCT   COST   $625,000 

This  viaduct  is  nearing  completion. 
The  viaduct  project  is  the  largest  one 
in  the  southern  part  of  the  State  to  be 
financed  from  funds  set  aside  by  the 
Federal  Government  for  grade  cross- 
ing elimination.  It  is  being  con- 
structed under  the  supervision  of  the 
Bridge  Department,  of  the  State 
Division  of  Highways.  Plans  for  the 
structure  were  prepared  jointly  by  the 
bridge  engineers  of  the  city  of  Los 
Angeles  and  the  State.  The  work 
when  completed  will  cost  $625,000. 


View  of  section  of  the  Figueroa  Street  Viadu< 


(March  i9}7)  California  Highways  and  Public  Works 


jes  Crosses  2  Railroads/  River  and  Highway 


iet  respectively.    Reinforced  concrete  spans  are  supported  by  girders  4  feet  thick  at  center  and  7  feet  at  haunches. 


f  the  reinforced  concrete 


The  structure  is  a  northerly  ex- 
tension of  Pigueroa  Street  on  a  direct 
line  with  the  four  tunnels  under 
Elysian  Park  hills.  It  crosses  the 
tracks  of  the  Southern  Pacific  Rail- 
road which  occupy  both  banks  of  the 
Los  Angeles  River.  It  also  crosses  the 
Los  Angeles  River,  San  Fernando 
Road,  and  the  street  car  tracks  of  the 
Los  Angeles  Railway  Company  on 
said  road. 

The  project  includes  the  construc- 
tion of  the  viaduct  proper;  the  con- 
struction of  850  feet  of  roadway 
embjinkment  and  pavement  to  make 
connection  with  Figueroa  Street  at 
Avenue  22,  north  of  the  river;  the 
building  of  a  retaining  wall  along  the 
embankment  on  the  westerly  side  of 
the  approach ;  the  construction  of  700 
lineal  feet  of  slope  paving  along  the 
westerly  bank  of  the  Arroyo  Seco, 
and  the  construction  of  a  southerlv 


connection  to  the  tunnel  road  under 
Elysian  Park. 

PUBLIC   UTILITIES   RELOCATED 

In  connection  with  the  construction 
of  the  viaduct  pier  footings,  it  was 
necessary  to  relocate  a  large  sewer 
pipe  which  parallels  the  structure, 
relocate  various  public  utilities  on  San 
Fernando  Road,  and  to  temporarily 
relocate  various  tracks  of  the  South- 
ern Pacific  Railroad  which  interfered 
with  the  foundation  work- 

The  northerly  approach  to  the  via- 
duct is  74  feet  wide  between  curbs, 
with  5-foot  sidewalks  on  both  sides. 
The  width  of  the  structure  is  44  feet 
between  curbs,  plus  sidewalks. 

The  viaduct  consists  of  five  con- 
tinuous reinforced  concrete  girder 
spans,  and  three  continuous  steel  plate 
girder  spans,  all  resting  on  concrete 

(Continued   on   page   27) 


California  Highways  and  Public  Works  (March  19}? 


[Fifteen] 


Honors  Conferred  on  C.  H.  Purcell 
the  Man  Who  Built  Bay  Bridge 


IN  RECOGNITION  of  his  work  as 
Chief  Engineer  of  the  San  Fran- 
eiseo-Oakland  Bay  Bridge,  State 
Highway  Engineer  C.  H.  Purcell  was 
given  an  honorary  degree  of  Doctor  of 
Laws  by  the  University  of  California 
at  tlie  Charter  Day  exercises  held  in 
Berkeley  on  Marcli  23. 

Mr.  Purcell  was  presented  by  Pro- 
fes.sor  Charles  Derleth,  Jr.,  chairman 
of  the  Department  of  Civil  Engineer- 
ing at  the  university.  In  conferring 
the  degree.  President  Robert  Gordon 
Spronl  characterized  Mr.  Purcell  as  a 

resourceful  public  servant ;  organ- 
izer and  leader  of  men;  builder  of 
great  bridges  and  highways;  an  engi- 
neer who  has  bound  together  with 
bands  of  steel  the  citizenry  of  a  great 
commonwealth  which  expanse  of  water 
had  previou.sly  divided." 

HONORED  BY  ALMA  MATER 

Mr.  Purcell  previously  had  been 
honored  by  his  alma  mater,  the  Uni- 
versity of  Nebraska,  which  on  June  10. 
193.').  conferred  ui)on  him  the  honor- 
ary degree  of  Doctor  of  Engineering, 
tile  highest  honor  bestowed  by  univer- 
sities upon  men  pre-eminent  in  the 
field  of  engineering. 

Further  tribute  was  paid  to  Mr. 
Pui-cell  on  Wednesday  evening,  April 
7,  when  more  than  one  hundred 
friends  tendered  him  a  dinner  at  the 
Palace  Hotel  in  San  Francisco.  Gov- 
ernor Frank  F.  Merriam.  Dean  Harry 
P.  Grady  and  Harrison  S.  Robinson 
were  the  principal  speakers.  Seated 
at  the  speakers'  table  were  Director  of 
Public  Works  Earl  Lee  Kelly,  Alfred 
J.  Clear\-,  Chief  Administrative  0£6- 
cer  of  San  Francisco,  representing 
Mayor  Angelo  J.  Rossi,  who  was  ill ; 
and  City  Attorney  John  J.  0 'Toole. 

The  committee  in  charge  of  the  din- 
ner was  composed  of  W.  N.  Burk- 
hardt,  George  T.  Cameron,  Leland  W. 
Cutler,  Sidney  M.  Eiirnian,  Joseph  R. 
Knowland,  Clarence  Lindner.  Daniel 
J.  Murphy  and  Harrison  S.  Robinson. 

Born  in  North  Bend,  Nebraska, 
January  27,  1883,  Mr.  Purcell  at- 
tended Stanford  University  for  one 
year  in  1902.  The  death  of  his  father 
called  him   to   Chicago  where  he  re- 


mained for  twelve  months  and  then 
entered  the  University  of  Nebraska, 
graduating  as  a  civil  engineer  in  1906. 

BUILT  OREGON  BRnJGES 

Mr.   Purcell  built  his  first   bridge 
across     Bitter     Creek     in     Wyoming 


True  Builder 
Is  Honored 

In  every  great  construction 
project  there  always  is  to  be 
found  one  man  on  whom  the 
final  authority  falls,  who  bears 
the  ultimate  responsibility  for 
the  undertaking'. 

In  the  building  of  the  San 
Francisco-Oakland  Bay  Bridge 
— the  greatest  bridge  ever  con- 
structed— that  one  man  was 
Charles  H.  Purcell,  who  stepped 
from  the  routine  and  moderate- 
ly compensated  desk  of  high- 
way engineer  to  carry  on 
modestly,  successfully,  the 
great  job  of  spanning  the  bay. 

Recently  the  University  of 
California  honored  itself  by 
granting  a  degree  to  Mr.  Pur- 
cell, making  him  one  of  the 
university's  alumni. 

More  recently  the  recognition 
of  a  public  banquet  in  honor 
of  tlie  bridge  builder  was  given 
here.  Citizens  high  in  public 
and  civil  life  paid  their  tribute 
to  the  man  who  by  his  achieve- 
ment may  well  be  considered 
first  in  his  profession. 

Only  engineers  can  realize 
the  task  which  Mr.  Purcell  met 
and  conquered ;  but  all  who  leap 
over  the  bay  on  the  strong,  per- 
fect causeway  instinctively  feel 
grateful  to  the  builder,  and  it 
is  appropriate  that  he  is  receiv- 
ing recognition  for  his  job  well 
done. — San  Francisco  Examiner. 


where  he  was  a  resident  engineer  for 
the  Union  Pacific.  He  later  had  engi- 
neering experience  in  Nevada,  South 
America  and  Oregon.  He  was  the  first 
bridge  engineer  for  the  Oregon  State 
Highwa,y  Department,  Assistant  State 
Highway  Engineer  of  Oregon  and 
bridge  engineer  of  the  Columbia  River 
Highway. 

After  several  years  as  a  bridge  en- 
gineer with  the  U.  S.  Bureau  of  Pub- 
lic Roads,  Mr.  Purcell  was  appointed 
State  Highwav  Engineer  of  California 
in   1928. 

In  October,  1929,  the  Hoover- 
Young  San  Francisco-Oakland  Bay 
Bridge  Commission  was  created  and 
Mr.  Purcell  became  a  member  of  it 
and  its  secretary.  He  was  author- 
ized to  make  an  investigation,  traffic 
survey  and  prepare  a  preliminary 
plan  and  design,  including  financing, 
for  a  bridge  across  San  Francisco 
Bay. 

]\lr.  Purcell 's  completed  report  was 
adopted  by  the  commission  and  in 
January,  1931,  he  was  named  chief 
engineer  for  the  Bay  Bridge,  con- 
tinuing to  administer  the  duties  of 
his  office  as  State  Highway  Engineer. 

All  Californians  are  familiar  with 
the  financial  delays  and  difficulties 
encountered  by  Mr.  Purcell,  the 
State  Administration  and  the  Depart- 
ment of  Public  Works  in  obtaining 
through  Congress  and  the  Reconstruc- 
tion Finance  Corporation  the  funds 
necessary  for  the  building  of  the 
bridge.  However,  these  finids  were 
obtained,  largely  through  IMr.  Pur- 
cell's  efforts  in  Washington,  and  the 
Stanford  freshman  who  had  worked 
as  a  messenger  boy  in  the  Chicago 
Grain  Pit  began  the  stupendotis  task 
of  bridging  San  Francisco  Bay. 


Payments  of  special  fees  and  taxes 
by  motor  ear  owners  in  the  United 
States  last  year  reached  $1,400,000.- 
000.  the  greatest  total  ever  reached  for 
a  single  year,  according  to  a  prelimi- 
nary report  received  by  the  California 
State  Automobile  Association. 


I  Sixteen  J 


(April  i9}7)  California  Hightvays  and  Public  Works 


How  U.  S.  and  State  Routes  Are 
Designated  by  Numbered  Markers 


(Continued  from  page  12) 


In  conjunction  with  these  shields 
the  left,  right,  and  double  pointed  ar- 
rows and  the  junction  signs  complete 
the  information  and  guidance  for  the 
motorist. 

The  positioning  of  these  shields  and 
markers  is  uniform  for  both  the  U.  S. 
and  State  numbered  highways  and 
unlike  the  warning  group  of  signs 
these  guide  signs  should  be  frequently 
and  judiciously  placed  with  the  policy 
of  having  what  may  seem  too  many 
rather  than  too  few  shields. 

AID   TO    STRANGERS 

It  must  be  remembered  that  the 
signing  of  these  numbered  routes  is 
for  the  stranger  to  tlie  locality  and 
not  for  the  local  citizens  who  laiow 
all  the  short  cuts  and  best  routes.  To 
obtain  the  proper  impression  such  as 
is  received  by  the  stranger  it  is  only 
necessary  for  the  local  citizen  to  travel 
in  unfamiliar  sections  of  our  State  or 
in  other  States.  He  will  then  appre- 
ciate these  numbered  routes  with  fre- 
quent shields  and  markers. 

The  shields  are  placed  at  all  major 
intersections  in  urban  areas,  at  every 
other  block  in  residential  areas  and, 
in  the  open  country,  at  intersections, 
if  there  be  any,  otherwise  at  intervals 
(if  three  miles. 

The  shields  and  markers  must  be 
placed  so  as  to  be  readily  seen  by  the 
motorist.  On  routes  through  rural 
districts  they  should  be  placed  not  less 
than  8  nor  more  than  10  feet  from  the 
edge  of  pavement  on  the  riglit  hand 
side,  and  3  feet  6  inches  above  the 
pavement.  If  two  or  more  shields 
or  markers  are  used  on  the  same  post, 
the  lowest  shield  or  marker  shoulcl  not 
be  lower  than  2  feet  above  the  pave- 
ment. 

USE    or    ARROWS 

Turn  arrows  are  placed  in  advance 
of  and  at  the  near  corner  of  all  turns 
of  the  route  and  double  pointed  ar- 
rows in  connection  with  the  numbered 
shield  facing  traffic  entering  the 
numbered  route  at  important  inter- 
sections advise  the  motorist  that  he 
has  arrived  at  the  point  of  entering 
the  route. 

When  coincident  routes  ap{)roach 
an  inter.seetion  where  one  route  turns 


and  the  other  proceeds  the  usual 
advance  turn  arrow  is  placed  and  at 
the  near  corner  of  the  intersection  the 
turn  arrow,  with  shield  for  the  tiarn- 
ing  route  and  the  vertical  arrow  with 
shield  for  the  continuing  route  give 
the  necessary  guidance.  When  one 
numbered  route  crosses  or  joins  an- 
other route,  junction  signs  are  placed 
facing  the  approaching  traffic,  giv- 
ing number  of  route  intercepting  or 
joining  the  route  being  traveled. 

TEMPORARY    SIGNS 

When  two  numbered  routes  run  on 
the  same  highway,  the  two  numbered 
shields  are  placed  on  the  same  post. 
In  some  cases  numbered  routes  are 
carried  temporarily  over  other  than 
the  designated  route  because  of  un- 
constructed  portions  of  the  regular 
highway.  Plates  with  the  word 
"Temporary,"  are  placed  over  the 
numbered  shield  on  such  temporary 
routes. 

Wlien  the  same  numbered  route 
separates  to  come  together  again  at 
a  point  farther  on,  an  alternate  plate 
is  placed  over  the  shield.  These  al- 
ternate routes  were  originally  marked 
E  and  W,  or  N  and  S.  But  a  recent 
ruling  of  the  A.S.O.S.H.  executive 
committee  changed  this  designation, 
making  one  the  main  numbered  route, 
and  the  other  the  alternate  route. 

The  most  direct,  easiest,  and  quick- 
est traveled  highway  is  designated  as 
the  main  numbered  route,  and  the 
other  highway  as  the  alternate. 

Sometimes  in  metropolitan  areas, 
when  the  numbered  higliway  does  not 
pass  through  the  central  business 
area,  a  numbered  route  with  the  plate 
"Business  Route,"  placed  over  the 
shield  on  the  same  po.st,  is  carried 
from  the  main  route  through  the  cen- 
tral busine.ss  district  and  back  to  the 
main  numbered  route. 

When  it  becomes  necessary  to  de- 
tour a  numbered  highway,  shields 
with  the  plate  "Detour"  should  be 
placed  along  such  detours  at  much 
more  frequent  intervals  than  on  the 
regular  route. 


New  Los  Gatos- 
Santa  Cruz  Highway 
Saves  Five  Miles 

(Continued  from  page  2) 

clothed  with  redwood  ;  and,  because  of 
the  plant  growth,  the  soil,  instead  of 
eroding  as  usual,  accumulates  on  the 
slopes,  forming  a  deep,  damp  mantle 
of  loam  on  the  ])orous  granite  base. 
While  this  makes  a  wonderful  seed 
bed,  it  is  an  extremely  treacherous 
foundation  for  a  heavy  fill. 

Borings  and  trenches  disclosed  that 
there  was  an  underground  sheet  of 
water  moving  on  top  of  the  gi-anite, 
and  it  was  decided  to  attack  this  prob- 
lem in  a  thoroughgoing  manner. 
Therefore,  on  most  of  the  larger  fills, 
practically  the  entire  earth  blanket 
was  stripped  to  bedrock  and  an 
imported  rock  blanket  wa-s  substituted 
as  a  fill  base,  to  provide  free  drain- 
age and  prevent  .saturation  of  the  fill. 
Also,  heavy  rock  toe  walls  were  con- 
structed at  the  lower  sides  of  fills  to 
prevent,  as  far  as  possible,  the  entire 
fill  from  taking  a  toboggan  ride  down 
the  steep  canyon  slopes.  Deep  trenches 
were  dug  into  the  rock  across  the  fill 
base  and  above  the  upper  slopes  of 
the  fills  to  concentrate  and  cut  off  as 
much  water  as  possible. 

A  minor  problem  was  to  provide 
driveway  approaches  to  the  numerous 
suburban  homes  along  the  route,  some 
of  them  high  above  the  grade  of  the 
roadbed  and  others  far  below  it. 

The  length  of  this  project  was  3.93 
miles,  and  the  cost  was  $252,692. 


"Say,  porter,  did  you  find  a  bic  roll  of 
money  under  my  pillow?" 

"Yessuh.  I  did,  suli,  and  I  thanks  you, 
sub,   very   much,   suh." 


Highway  Crew  Catch 
Two  Gasoline  Thieves 

During  the  last  two  months,  con- 
siderable quantities  of  motor  fuel 
have  been  drained  from  tanks  of 
tractors  and  other  equipment  in  use 
by  Highway  Superintendent  B.  M. 
Gallagher  on  the  Maricopa  and 
Casitas  Pass  roads.  The  thievery 
was  alwaj's  committed  at  night. 

Early  in  the  morning  of  March  24, 
three  of  Superintendent  Gallagher's 
crew  caught  two  men  in  the  act  of 
draining  gas  from  a  Division  of  High- 
ways tractor.  The  pair  was  taken  to 
Ventura  jail  where  they  confessed  to 
six  different  counts  of  gasoline  theft 
and  in  the  afternoon  received  their 
sentences. 


California  Highways  and  Public  Works  (Apni  i9}7) 


[Seventeen  I 


Surfacing  Improvements  on 
East  of  Sierra  Highway 


By  C.  CLEMAN,  District  Maintenance  Engineer 


TOURISTS  and  sportsmen  mo- 
toring into  picturesque  Mono 
County  this  summer  will  find 
greatly  improved  roads  for  pleasure 
trips  through  the  Mono  Lake  and 
Walker  Canyon  areas  which  afford 
delightful  scenic  views  and  abound  in 
fish  and  game. 

Better  economic  conditions  through- 
out the  country  have  resulted  in  an 
increase  of  recreational  traffic  with  a 
consequent  influx  of  fishermen,  hun- 
tei-s,  tourists  and  vacationists  into  the 
many  attractive  summer  resort  and 
camping  sections  in  the  Sierra  Nevada 
Mountains. 

Highway  improvement  by  stage  con- 
struction has  been  going  on  for  several 
years  in  th/e  eastern  Sierra  range 
country  north  of  Bishop.  The  Di- 
vision of  Highways  has  completed  sev- 
eral reprocessing  projects  on  roads 
in  Inyo  and  Mono  counties  with  the 
result  that  motor  travel  in  those 
regions  this  summer  will  be  greatly 
facilitated. 

U.    S.    395    IMPROVED 

The  allocation  of  additional  better- 
ment funds  in  1936  permitted  the  im- 
proving of  various  sections  of  bitu- 
minous treated  surfaces  which  re- 
quired immediate  attention  in  order 
to  improve  the  riding  quality  and 
forestall  reconstruction  on  certain 
stretches  where  money  would  not  be 
available  for  reconstruction  in  the 
near  future. 

A  number  of  sections  of  U.  S. 
Highway  No.  395  in  Mono  and  Inyo 
have  been  improved.  Between  Con- 
way Summit  and  Mono  Inn,  6.7  miles 
of  low  type  dust  oiled  surfacing  was 
reprocessed,  additional  oil  applied  to 
the  material  and  later  sealed.  The 
same  method  of  improvement  was 
used  on  portions  of  the  Walker  River 
Canyon  road  between  Bridgeport  and 
Coleville. 

A  class  "A"  seal  coat  was  applied, 
not  only  to  the  reprocessed  sections 
of  U.  S.  Highway  No.  395  in  Mono 
County,    but   also    to    those    sections 


which  showed  surface  leakage  or  ravel. 
Permeability  tests  were  made  at  defi- 
nite intervals  and  the  locations  re- 
corded where  the  surfacing  showed 
leakage,  signs  of  ravel,  pavement 
cracks,  etc.  The  seal  coat  was  applied 
by  the  A.  S.  Vinnell  Company,  under 
contract  with  A.  P.  McCarton  as 
Resident  Engineer,  for  a  total  net  dis- 
tance of  46.7  miles  between  Convict 
Creek  and  Antelope  Valley  in  Mono 
County.  Approximately  0.15  gallons 
per  square  yard  Type  MC-3  liquid 
asphalt  and  an  average  of  11  pounds 
of  screenings  were  applied. 

BEAUTIFUL    SCENERY 

The  oil  cake  on  the  section  between 
Conway  Summit  and  Mono  Inn  was 
widened  from  16  to  18  feet.  The 
view  along  a  section  from  Conway 
grade  is  undoubtedly  one  of  the  most 
spectacular  in  this  part  of  the  coun- 
try. The  changing  colors  reflected 
from  the  waters  of  the  lake  are  an 
inspiring  sight  even  to  the  local  resi- 
dents who  have  had  an  opportunity 
to  look  at  it  many,  many  times.  Be- 
yond the  lake  the  famous  snow  capped 
Mono  craters  can  be  clearly  seen. 

The  westerly  portion  of  State  Route 
40,  between  Leevining  and  Benton, 
traverses  the  south  lake  shore  and 
then  disappears  in  the  wooden  section 
near  Mono  Mills.  The  floor  of  the 
valley  in  the  foreground  comprises 
the  Conway  Ranch,  after  which  this 
section  of  road  has  been  named.  The 
Sierra  Nevada  Mountains  rise  high 
in  the  background  to  complete  this 
inspiring  view.  Traveling  southerly 
approximately  7  miles  from  this  point, 
tlie  highway  skirts  the  westerly  edge 
of  Mono  Lake. 

KOAD    REPROCESSED 

The  highway  along  the  water's  edge 
of  Mono  Lake  was  constructed  by  the 
Isbell  Construction  Company  in  1934, 
under  Contract  69VCI,  M.  W.  Ellis, 
Resident  Engineer.  This  is  a  stand- 
ard 24-foot  graded  roadbed,  surfaced 
the  full  width  with  selected  material, 


having  a  compacted  thickness  of  0.25 
of  a  foot,  of  which  the  central  20  feet 
was  bituminous  treated  by  the  road 
mix  method.  An  application  of  f 
gallon  per  square  yard  of  light  fuel 
oil  was  spread  upon  the  subgrade 
as  a  tack  coat.  The  bituminous 
binder  considered  as  asphaltic  road  oil 
cutback  with  18%  kerosene  solvent 
and  applied  at  an  average  rate  of 
2.1  gallons  per  square  yard.  The 
mixing  units  consisted  of  two  10-foot 
blades,  towed  by  60-h.p.  tractors. 

These  units  made  repeated  turn- 
ings of  the  material  until  a  complete 
mixture  of  oil  and  aggregate  of  uni- 
form texture  and  free  from  com- 
pressed masses  had  been  obtained. 
The  mixed  material  was  spread  in 
thin  layers  with  a  pneumatic  tired 
power  grader.  Continuous  blading 
and  rolling  were  necessary  to  acquire 
the  smooth  and  even  surface  obtained. 

RAVELING   PREVENTED 

A  rubble  masonry  retaining  wall 
has  been  constructed  at  the  base  of 
raveling  cut  slopes  to  prevent  loose 
rock  and  slough  deposits  encroaching 
upon  the  traveled  way.  These  walls 
have  greatly  decreased  the  cost  of 
maintenance  by  reducing  daily  pa- 
trolling by  a  Maintenance  Foreman 
or  maintenance  crew.  The  average 
actual  cost  of  this  type  wall  is  ap- 
proximately $3  per  lineal  foot.  In- 
stead of  the  material  depositing  upon 
the  roadbed,  it  is  retained  behind  the 
wall,  which  is  removed  periodically  as 
required. 

Another  scenic  section  of  highway 
parallels  the  West  Walker  River,  in 
what  is  commonly  known  as  the  West 
Walker  River  Canyon,  an  attractive 
spot  for  fishermen  and  tourists,  was 
graded  to  a  24-foot  standard  section  in 
1931.  An  inspection  of  this  section 
during  1936  disclosed  that  slight  leak- 
age occurred  and  some  shoulder  ravel. 
Approximately  2i  miles  of  this  section 
was  reprocessed  last  fall  and  a  Class 
"A"  seal  coat  applied. 


[Eighteen] 


(April  i9i7)  California  Highways  and  Public  Works 


Three  views  of  newly  reprocessed  highways  leading  to  recreational  areas  in  Mono  County.  Upper:  New  alignment  along  shore 
of  Mono  Lake.  Center:  View  from  Conway  Grade  looking  over  Mono  Lake  with  Mono  craters  in  background.  Lower:  Looking 
into  Long  Valley  from  Sherwin  Grade,  north  of  Bishop,  with  snow-covered    Sierra    in    background. 


California  Highways  and  Public  Works  (April  1937) 


I  Nineteen! 


Building  Divided  Highway  Link 
on  L.  A.-Pomona  Airline  Lateral 


(Continued  from  page  4) 


line  highway  was  available  with  a  sav- 
ing of  three  miles  over  any  previous 
existing  route. 

Within  a  few  months  this  super- 
safety  boulevard  had  become  a 
crowded  four-lane  highway  from  Los 
Angeles  to  Monterey  Park  and  a 
hazardous  overloaded  three-lane  road 
between  IMonterey  Park  and  P(miona. 

Without  benefit  of  publifity  the 
Los  Angeles-Pomona  Lateral  became 
almost  immediately  the  southland's 
most  cosmopolitan  artery.  Heavy  out- 
of-state  tourist  travel,  pleasui-e  seek- 
ing motorists  bound  for  tlie  all-year 
resorts  in  the  San  Bernardino  moun- 
tains, an  ever  increasing  tide  of  com- 
muters together  with  slow  moving, 
hea^'ily  laden  motor  transports  from 
the  .southwestern  United  States  and 
produce  from  the  Imperial  Valley, 
combined  to  create  a  traffic  volume  of 
14,435  vehicles   during  the   July   14, 

1935,  trafSc  count  taken  on  the  30- 
foot  pavement  between  El  Monte  and 
Monterey  Park. 

Traffic  census  figures  for  July  12, 

1936,  taken  at  the  same  location 
showed  an  increase  to  18,271  vehicles. 

WroENING    NECESSARY 

During  the  current  winter  season 
heavy  travel  to  the  very  popular 
desert  resorts  and  increased  out-of- 
state  winter  tourists  raised  the  total 
Saturday  and  Sunday  volume  of 
traffic,  on  the  30-foot  pavement  to 
above  40,000  vehicles.  Not  only  was 
the  highway  overcrowded  but  the 
variety  of  speeds  employed  by  the 
different  types  of  vehicles  made  it 
doubly  hazardous. 

On  July  10,  1936,  or  fifteen  months 
after  the  opening  of  the  highway  be- 
tween Los  Angeles  and  Pomona,  the 
State  Highway  Commission  allocated 
the  sum  of  $342,000  for  the  purpo.se 
of  widening  the  existing  30-foot  Port- 
land cement  concrete  pavement  to  40 
feet  between  Monterey  Park  and 
Pomona,  a  distance  of  18.7  miles  and 
the  placing  of  plant-mixed  surfacing 
on  the  shoulders  from  the  westerly 
end  of  the  project  to  the  west  slope 
of  the  Kellogg  hills. 

Plans  were  rushed  to  completion 
and  in  September,  1936,  a  contract 
was  awarded  to  the  successful  bid- 


der, Griffith  Company  of  Los  An- 
geles. The  contract  was  amended  in 
November  of  that  year  and  a  supple- 
mental allotment  of  funds  in  the 
amount  of  $55,000  was  made  for  the 
purpose  of  providing  a  separated 
roadway  for  six  miles  through  the 
Kellogg  Hills  to  Pomona. 

The  contract  as  amended  now  con- 
sists of  the  placing  of  two  5-foot  wide 
strips  of  Portland  cement  concrete 
with  8-foot  wide  plant-mix  shoulders 
on  both  sides  of  the  existing  pavement 
on  Gai-vey  Avenue  from  Monterey 
Park  to  Valley  Boulevard. 

From  Vallej'  Boulevard  to  the  east 
end  of  the  contract  at  Pomona,  the 
existing  pavement  Avill  be  widened  to 
40  feet  by  constructing  a  single  10- 
foot  wide  strip  of  Portland  cement 
concrete,  while  the  adjacent  graded 
shoulder  is  to  be  surfaced)  with  an 
8-foot  width  of  plant-mix  to  the  west 
slope  of  Kellogg  hills.  On  the  east- 
erly 6.3  miles  of  the  contract  through 
the  Kellogg  hills  to  the  City  of  Po- 
mona, the  pavement  will  be  completed 
to  46-foot  width. 

WORK    NEARS    COMPLETION 

The  contractor,  though  hampered 
considerably  by  rains  and  cold 
weather,  has  made  excellent  progress. 
All  concrete  pavement  was  placed  by 
April  1st,  and  the  work  will  be  com- 
pleted by  May  15. 

The  purpose  of  the  46-foot  pave- 
ment is  to  provide  width  in  order  to 
separate  opposing  lines  of  traffic  by 
placing  a  4-foot  wide  raised  bitu- 
minous strip  in  the  center  of  the 
pavement,  creating  a  21-foot  lane  for 
traffic  in  each  direction  separated  by 
the  4-foot  raised  strip  feathered  at 
the  edge  to  meet  the  pavement. 

This  improvement  will  separate  the 
roadwa.ys  and  prevent  traffic  from 
crossing  over  to  the  oppo.sing  lane,  but 
it  will  not  present  any  serious  ob- 
stacle that  might  cause  damage  to  a 
vehicle  in  case  it  encounters  the  divid- 
ing strip. 

The  dividing  of  the  westerly  end  of 
the  Los  Angeles-Pomona  Lateral  is  in 
keeping  with  the  State's  desire  to 
build  safe  highways. 


Motorists  Give 
Aid  to  Highway 

Planning  Survey 

THE  Division  of  Highways  of 
the  State  Department  of  Public 
Works,  with  the  cooperation  of 
the  Bureau  of  Public  Roads,  has  re- 
cently mailed  to  a  large  sample  of 
the  State's  motor  vehicle  registration 
a  questionnaire  post  card  asking  for 
data  on  residence  of  owner,  make  and 
year  of  vehicle,  travel  during  a  12- 
months'  period,  average  gasoline  con- 
sumption, and  fees  paid. 

The  study  is  a  phase  of  the  State- 
wide Highway  Planning  Survey, 
whieli  has  been  in  progress  for  several 
months,  and  the  several  correlated 
features  of  which  have  been  designed 
to  yield  information  which  should 
prove  of  gi-eat  value  to  highway 
officials  attempting  to  plan  in  the 
interest  of  the  motoring  public  a  pro- 
gram of  highway  operations  for  a 
eomsiderable  future  period. 

Questions  relating  to  Motor  Vehicle 
registration  and  license  fees  are  in- 
cluded to  facilitate  arriving  at  actual 
comparisons  between  contributions  for 
highway  purposes  received  from  ur- 
ban residents  and  those  received  from 
rural  residents.  As  explained  on  the 
card,  there  is  no  way  of  identif.ying 
an  indi^^dual  vehicle  owner  with  the 
information  received,  no  po.stage  is 
required  in  returning  the  question- 
naire portion,  and  the  returns  are  for 
the  Planning  Survey's  exclusive  use. 

MANY  MOTORISTS  RESPOND 

The  mailing  of  the  cards  from 
Sacramento  started  on  March  19th 
and  thousands  of  well  executed  re- 
sponses have  already  been  received. 
Planning  Survey  officials  are  hopeful 
of  a  particularly  high  percentage  of 
i-eturned  cards.  Vehicle  owners  who 
receive  cards  have  been  asked  to  use 
particular  care  in  an.swering  Question 
One,  which  has  for  its  objective  the 
accurate  fixing  of  the  vehicle  owner- 
ship by  county  and  by  rural  areas 
and  particular  urban  places  in  the 
various  population  groups.  This  has 
been  given  as  the  most  important 
part  of  the  questionnaire. 

Responders  are  asked  to  make  some 
attempt  at  answering  questions  that 
cover  miles  traveled  and  average 
gasoline  consumption. 


[T-wenty] 


(April  1937)  California  Hightvays  and  Public  Works 


Ladies  Get  Free 
Auto  Service  on 
Trans-Bay  Span 

LADIES  are  ])roferred  patrons  of 
the  San  Praiiciseo-Oakland  Bay 
*  Bridge.  Chivalrie  treatment  of 
the  fair  sex  is  part  of  the  code  of  the 
bridge  maintenance  crew.  Should  a 
woman  motorist  liave  tire  trouble  on 
her  trip  across  the  span,  the  mainte- 
nance men  will  service  her  car  free  of 
charge.  But  the  male  must  pay.  If 
he  wants  a  tire  changed,  the  fee  is  50 
cents. 

This  and  other  interesting  stories 
of  State  operation  of  the  Bay  Bridge 
were  related  by  Director  of  Public 
Works  Earl  Lee  Kelly  in  a  radio 
interview  over  station  KPO  in  San 
Francisco  on  the  evening  of  April  7. 

With  an  average  of  24,000  cars 
using  the  bridge  daily,  Mr.  Kelly  said, 
there  were  only  seven  accidents  on  the 
span  during  March,  bringing  the  total 
of  accidents  on  the  bridge  and  its 
approaches  to  50  for  the  four  and  a 
half  months  since  it  was  opened. 

GAS  IS  FURNISHED 

If  a  motorist  runs  out  of  gas,  Mr. 
Kelly  said,  the  maintenance  crew  will 
provide  him  with  three  gallons  of  fuel 
at  30  cents  a  gallon,  which,  he  added, 
is  cheap  enough  when  it  is  considered 
that  such  emergency  gas  is  hauled  an 
average  of  two  miles  to  the  car  ser- 
viced. 

"  In  March,"  Mr.  Kelly  said,  "the 
average  number  of  vehicles  serviced 
per  day  was  22.  That  means  that  one 
out  of  every  1120  cars  was  serviced  in 
one  way  or  another.  Six  hundred  and 
eighty-one  cars  were  attended  by  the 
maintenance  crew  last  month,  bring- 
ing the  total  serviced  since  the  open- 
ing of  the  bridge  last  November  to 
2,930.  Some  378  drivers  ran  out  of 
gas  during  March.  That's  about  13  a 
day.  Eighty-seven  tires  were  changed 
and  215  vehicles  were  towed  off  the 
structures.  Only  one  fire  was  re- 
ported last  month,  making  a  total  of 
ten  since  the  bridge  opened. ' ' 

NO  PEDESTRIANS  ALLOWED 

Director  Kelly  said  that  there  has 
been  only  one  instance  where  counter- 
feit money  was  passed  to  a  toll  collec- 
tor and  this  was  in  the  case  of  an 
innocent  person   who  handed    a   eol- 


ToM  Sergeant  J.  Y.  Borden  inspects  one  of  "cat's  w/hiskers"  used  to  reduce  electric  static 
in  automobiles  passing  through  toll  gates  of  the  San  Francisco-Oakland  Bay  Bridge. 


lector  a  counterfeit  one  dollar  bill  on 
the  Oakland  side.  When  he  reached 
the  San  Francisco  end  of  the  span  a 
Highwa.y  Patrol  officer  was  waiting 
for  him  and  escorted  him  back  to  the 
administration  building  where  he 
explained  he  himself  had  been  duped 
and  did  not  realize  he  had  passed  bad 
mone3'. 

"Regarding  the  matter  of  pedes- 
trians, ' '  Mr.  Kelly  said, ' '  I  would  like 
to  point  out  that  the  addition  of 
pedestrian  facilities  to  the  bridge 
would  have  cost  approximatelj' 
$2,750,000  more;  and  that  the  num- 
ber of  pedestrians  interested  enough 
to  cross  the  llf  miles  of  bridge  and 
approaches  would  have  been  too  few 
to  have  paid  for  these  added  facilities. 

"The  speed  limit  is  that  of  all  of 
our  highways,  forty-five  miles  an 
hour.  There  is  some  impression  that 
motorists  must  go  at  this  rate  or  suffer 
a  penalty  and  there  is  still  another 
impression  that  forty-five  miles  is  the 
minimum.   Both  these  impressions  are 


\\Tong.  First,  the  bridge  offere  a 
magnificent  vantage  point  for  scenic 
interest,  and  there  are  motorists  who 
want  to  drive  leisurely  and  enjo.y  the 
beauties  of  their  trip.  It  is  permitted 
these  motorists  to  drive  slowly,  but 
they  must  use  the  outside  lane  along 
the  bridge  rail." 

One  of  the  features  of  the  Bay 
Bridge  which  goes  unnoticed  by  many 
motorists  is  the  so-called  "cat's  whis- 
ker" device  designed  to  eliminate 
electric  shock  occasioned  when  a 
driver  passes  coin  to  a  toll  collector. 
The  "cat's  whisker,"  placed  on  the 
pavement  in  front  of  each  toll  collec- 
tion booth,  consists  of  a  small  steel 
plate  upon  which  is  mounted  ver- 
tically a  thin  piece  of  flat  flexible 
steel.  Each  car  crossing  the  bridge 
contacts  this  device  which  grounds  the 
static  charge  generated  bj-  a  moving 
car  and  thus  prevents  an  electric 
charge  which  otherwise  would  be  felt 
by  driver  and  collector  when  coin  is 
exchanged  between  them. 


California  Hightvays  and  Public  Works  (April  1937) 


[T'wenty-one] 


Snow  Removal  This  Season  Will  Cost  State  $500,000 


(Continued  from  page  6) 


dates  when  various  roads  were  closed, 
etc.  This  information  is  useful  in 
connection  with  administration,  but  it 
is  not  possible  to  condense  it  within 
the  limits  of  this  article. 

Considerable  snow  fell  on  the  coast 
counties.  Work  was  required  to  reach 
Mt.  Ilamilton  in  Santa  Clara  County 
and  to  clear  the  road  over  Mt.  St. 
Helena  in  Napa  County.  There  was 
a  total  fall  of  eighty-four  inches  on 
Ridgewood  Summit  and  sixty-two 
inches  on  Rattlesnake  Summit— both 
in  Mendocino  County.  Over  Oregon 
Mountain,  on  the  Redwood  Highway 
in  Del  Norte  County,  there  was  a 
total  fall  of  215  inches  from  Decem- 
ber 24  to  March  22. 

As  mentioned  above,  the  Pacific 
Highway  was  closed  for  several  days. 
The  roads  between  Weed  and  Kla- 
math Falls,  Mt.  Shasta  and  McCloud, 
and  Yreka  and  Etna  were  likewise 
closed. 

HARD   V70RK   IN   SISKIYOU 

Conditions  in  the  Siskiyou  area 
were  the  most  severe  that  have  been 
experienced  since  snow  removal  work 
was  started  in  that  territory.  Sec- 
tions between  Susan\'ille  and  Doyle, 
Alturas  and  Cedarville,  Susanville 
and  Alturas,  and  Alturas  and  New 
Pine  Creek — in  Modoc  and  Lassen 
counties — were  closed  for  periods 
varying  from  two  to  twelve  hours. 
Temperatures  as  low  as  36°  F.  below 
zero  and  heavy  winds  occurred  in 
this  area. 

In  the  Sacramento  Valley,  7  inches 
of  snow  fell  at  Woodland,  23  inches 
at  the  Lake  County  line,  14  inches  at 
Willows,  and  11  inches  at  Chico.  On 
the  Downieville  lateral,  326  inches  fell 
at  Camptonville.  Yuba  Pass  Summit 
was  closed  December  29,  reopened 
January  9,  and  again  closed  January 
16.  This  Pass  has  been  opened  during 
the  past  week.  At  Steep  Hollow, 
east  of  Nevada  City,  434  inches  of 
snowfall  was  recorded,  with  an  excep- 
tionally heavy  fall  for  the  entire 
Nevada  City  and  Grass  Valley  area. 

At  Norden,  on  Donner  Summit,  403 
inches  fall  has  been  recorded  to  March 
25,  with  a  probable  40  inches  normal 
additional  fall  to  the  end  of  the  sea- 
son. On  this  route,  for  the  period  from 
January  28  to  February  24,  the  road 
was  closed  to  all  traffic  for  an  aggre- 
gate total  of  58  hours,   25  minutes. 


During  the  same  period  heavy  truck 
traffic  was  shut  off  for  284  hours,  55 
minutes. 

BLIZZARD    CONDITIONS 

It  is  to  be  understood  that  the  snow 
removal  equipment  operated  at  aU 
times.  Traffic  was  held  up  because 
of  poor  visibility  and  resulting 
hazard. 

Above  Pine  Grove  on  Route  34,  to 
Camp  Connell  on  the  Big  Trees  road, 
and  to  Stoddard  Springs  above  So- 
nora,  only  normal  work  was  necessary. 

East  of  the  Sierras,  between  Mar- 
kleeville  and  the  State  line,  the  fall 
was  fairly  heavy,  and  blizzard  con- 
ditions made  the  work  of  the  crew 
difficult.  Likewise,  on  U.  S.  Route 
395  from  the  State  line  to  Bishop,  a 
fall  of  318  inches  at  Crestview  and 
temperatures  ranging  as  low  as  -38°, 
accompanied  by  heavy  winds,  made  it 
necessary  to  tie  up  the  equipment  at 
times  and  allow  the  road  to  close. 
As  soon  as  conditions  permitted,  the 
route  was  opened  intermittently  dur- 
ing the  stormy  period  and  has  been 
in  generally  good  condition. 

TRAFFIC    CONTROL   PROBLEM 

In  the  San  Bernardino  territory, 
the  heavy  traffic  to  Lake  Arrowhead, 
Pineerest,  Big  Bear  and  the  Los  An- 
geles Playground  presents  a  problem 
of  control  as  well  as  of  snow  removal 
to  provide  parking  space  and  prevent 
tie-ups  which  might  prove  serious. 
Under  the  conditions,  the  available 
equipment  was  hard-pressed. 

A  section  of  Route  43  was  closed 
for  some  time.  Service  to  Big  Bear 
was  by  way*  of  Victor\'ille  and  the 
Cushenbury  Grade.  The  road  to 
Camp  Angelus  was  likewise  closed  for 
a  time.  The  situation  at  both  loca- 
tions was  complicated  by  earth  and 
rock  slides. 

In  the  Los  Angeles  area,  the  delay 
on  the  Ridge  Route  has  been  de- 
scribed. The  Angeles  Crest  Highway, 
San  Gabriel  Canyon  and  Maricopa 
roads  were  closed  for  short  periods 
only.  In  the  San  Diego  territory, 
no  particular  difficulty  was  encoun- 
tered during  the  winter,  although 
more  area  was  covered  and  the  ex- 
pense was  greater  than  normal. 

West  of  the  Sierras  in  the  San 
Joaquin  Valley,  the  road  to  Tehaehapi 
and    to    the    Women's    Prison,    the 


Walker  Canyon,  portions  of  Route  142 
leading  to  Greenhorn  Mountain,  Cof- 
fee Camp  to  Quaking  Aspen  Meadows, 
Squaw  Valley  to  Kings  River  through 
General  Grant  Park,  Badger  to  Pine- 
hurst,  Tollhouse  to  Big  Creek,  Coarse 
Gold  to  Yosemite,  and  the  El  Portal 
route — all  required  more  than  the 
usual  amount  of  woi-k. 

In  connection  with  the  removal 
work,  some  2000  miles  of  road  was 
sanded  as  icy  conditions  required. 
Every  effort  was  made  to  safeguard 
traffic  during  the  season  by  placing 
warning  signs,  insisting  on  use  of 
chains,  handling  traffic  under  one-way 
control,  and  closing  the  road  entirely 
as  weather  and  road  hazards  made 
necessary. 

The  next  phase  to  be  undertaken  is 
the  opening  of  the  routes  where  traffic 
conditions  have  not  justified  a  year- 
round  service.  Several  of  the  moun- 
tain routes  are  not  sufficiently  im- 
proved to  make  it  possible  to  operate 
the  heavy  equipment  required.  Usual- 
ly these  roads  are  primarily  recrea- 
tional in  character,  and  traffic  would 
be  intermittent  at  best,  as  there 
are  no  established  communities  along 
the  line  which  do  not  have  an  outlet. 

HASTE   NOT   ADVISABLE 

It  has  been  the  experience  of  the 
highway  organization,  however,  that 
practically  nothing  is  gained  by  start- 
ing opening  work  too  early  in  the  sea- 
son. When  the  weather  warms  up,  the 
snow  at  the  lower  levels  melts  rapidly, 
and  conditions  at  the  higher  elevations 
improve  in  corresponding  degree.  By 
delaying  until  the  proper  time,  it  has 
been  found  that  the  summits  can  be 
cleared  by  praeticaliy  the  same  date, 
and  at  a  considerable  saving  in  ex- 
pense over  that  which  is  necessary  if 
opening  is  forced  while  the  snow  pack 
is  frozen. 

A  list  of  the  mountain  routes  to  be 
opened,  showing  elevations  and  dates 
when  it  is  expected  the  work  will  be 
accomplished,  is  as  follows: 

Rte.     Summit     Elevation     Program  dates 

21    Bucks  Ranch      5700  May  1  to  15 

47  Butte  Meadows    __  April  15 

83   Lassen  Park  __  April  15 

11    Echo  Summit     7365  Apr.  20  to  May  10 

38   Emerald  Bay      6500  May  15  to  20 

34  Carson  Pass        8650  May  25  to  June  5 

24   Ebbetts  Pass      8800  June  5  to  15 

13  Sonora  Pass       9624  June  16  to  22 

40  Tioga  Pass  9941  June  10  to  July  1 


[Twenty-twol 


(April  i9}7)  California  Highways  and  Public  Works 


Relief  for  Snowbound 

Chamber  of  Commerce, 
Nevada  City,  California, 
February    6,    1937. 

Director  Earl   Lee  Kelly, 
Public  Works  Building, 
Sacramento,  California. 

Dear   Mr.   Kelly: 

Upon  receipt  of  a  letter  from  a  business 
house  in  Washington,  California,  twenty 
or  twenty-five  miles  from  Nevada  City, 
this  afternoon,  conveying  the  message 
that  people  in  that  little  city  were  prac- 
tically, hopelessly  snowed  in  and  with 
food  supplies  exhausted,  claiming  that  the 
four  or  five  miles  of  county  road  from 
Washington  to  the  Junction  House  on  the 
Tahoe-Ukiah  Highway  could  be  negoti- 
ated, but  from  that  point  for  four  or  five 
miles,  Nevada  City  way,  it  was  im- 
passable excepting  with  the  use  of  skis. 
To  the  end  of  getting  immediate  relief  for 
those  in  Washington,  we  contacted  Sen- 
ator Jerry  Seawell  at  Roseville  and  was 
assured  that  he  would  immediately  con- 
tact  the   proper   State    Department. 

Before  12  o'clock  today  we  heard  from 
Mr.  Stanley,  in  your  office,  and  after  ac- 
quainting him  with  the  situation  he 
showed  positive  interest  and  assured  us 
that  we  would  hear  from  him  a  little 
later.  Within  a  reasonable  time,  Mr. 
Stanley  phoned  back  to  say  that  this 
afternoon,  or  this  evening,  there  would  be 
sent  to  this  district  on  trailer,  a  75  Cat 
and  Bulldozer,  and  that  work  would  be 
begun  tomorrow  upon  that  stretch  of 
highway  which  today   is   impassable. 

We  are  giving  you  and  your  office  this 
letter  promptly  for  the  purpose  of  ex- 
pressing appreciation  by  both  the  citizens 
of  Nevada  City  and  the  little  town  of 
Washington. 

Yours  very  truly, 

CHAMBER  OF  COMMERCE, 

F.   E.  CONNEA, 

President. 


April    7,    1937. 
Mr.   C.   H.   Purcell, 
State   Highway   Engineer, 

Dear  Sir: 

Following  is  a  copy  of  a  letter  addressed 
to  Foreman  Rex  Farmer  from  Mrs.  Harry 
Fenn,  which  will  be  of  interest  to  you: 

"I  am  writing  you  in  regard  to  a  trip 
my  husband,  mother  and  I  took  to  Bakers- 
field. 

"On  our  return  we  had  trouble  with 
the    fuel    pump    which    failed    to    function 


correctly.  We  had  no  light  or  proper  tools 
with  which  my  husband  could  work.  It 
was  about  12  or  1  a.m.  and  we  were  afraid 
we  were  stalled  until  daylight.  About 
that  time,  one  of  your  men  from  the 
maintenance  crew  came  by  and  helped  us 
out  of  our  predicament.  He  gave  us  a 
lantern  to  help  heat  the  inside  of  the  car 
as  it  was  quite  cold  and  windy  that 
night.  He  fixed  the  fuel  pump  and  fol- 
lowed us  clear  up  the  last  grade  of  the 
Ridge  Route  to  see  that  it  was  fixed  prop- 
erly. We  had  no  more  trouble  getting 
home. 

"I  can't  tell  you  how  much  we  appreci- 
ated his  help  and  wanted  you  to  know 
how  much  we  were  helped." 

The  employee  referred  to  by  Mrs.  Fenn 
was  W.  H.  Smullin  on  night  patrol  duty 
on  the  Ridge  Route  during  the  winter 
storms. 

S.  V.  CORTELYOU, 
District  Engineer. 


the  great  engineering  undertakings  that  are 
improving  our  California  from  day  to  day. 
I  have  never  had  the  opportunity  to  read 
a  magazine  that  so  clearly  and  skillfully 
portrays  the  progress  of  these  many  and 
varied   projects. 


Advertising  the  State 

Mr.  .Tohn  W.  Hmvp. 

Editor  Official   .Journal  of  the 

Department   of   Public   Works. 

Dear  Mr.  Howe : 

Just  a  word  to  voice  my  appreciation  of 
the  splendid  magazine  gotten  out  hy  the 
Department  of  Public  Works. 

I  consider  it  the  best  piece  of  advertising 
in  the  State  today.  When  the  general  public 
are  more  acquainted  with  our  highways  and 
bridges  the  more  they  will  appreciate  the 
wonders  of  the  whole  State. 

The  lessons  taught  in  the  publication  on 
the  lines  of  motoring  safety  are  worth  more 
than  the  cost  of  getting  out  the  magazine. 

Kindly  keep  up  the  good  work,  as  you  are 
<l<)ing  a  lot  to  help  eliminate  motoring 
hazards. 

Very  truly  yours, 

J.  A.  KASCH. 
Cowell  Portland  Cement  Co. 


Clearly  Portrays  Progress 

Stanford  University,   Calif., 
February  27,  1937. 

California   Highways   and 
Public  Works, 
P.  O.  Box  1499. 
Sacramento,  California. 

Gentlemen  : 

I  have  enjoyed  reading  your  periodical, 
"Highways  and  Public  Works."  from  the 
standpoint  of  a  citizen  who  is  interested  in 


Sincerely, 


COLUMBUS  BALDO. 


Agricultural  Council  of  California, 
Sacramento,    Calif.,    April    6,    1937. 

Mr.  Earl   Lee  Keily, 
Director  of  Public  Works. 

Dear   Mr.   Kelly: 

This  letter  is  late,  but  it  is,  none  the 
less,  sincere. 

During  the  heavy  freeze  in  January  of 
this  year,  when  the  entire  citrus  crop  was 
in  danger  of  destruction  by  the  severe 
cold,  some  of  our  growers  in  Tulare 
County  ran  out  of  fuel,  and  the  only  way 
to  get  a  supply  of  the  solid  fuel  required 
for  their  particular  kind  of  orchard  heat- 
ers was  to  truck  it  over  the  Ridge  Route 
from  Los  Angeles.  This  fuel  had  to  be 
in  the  heaters  that  night,  and  it  was 
essential  that  good  speed  be  maintained 
in  getting  it  over  the  Ridge  Route,  which 
was  so  heavily  covered  with  snow  that 
they  were  operating  a  one-way  line. 

I  have  before  me  a  letter  from  P.  E. 
Simpson,  Assistant  General  Manager, 
Fruit  Growers  Supply  Company,  Los  An- 
geles. This,  as  you  probably  know,  is 
owned  and  operated  by  the  California 
Fruit  Growers  Exchange,  which  is  a  farm- 
ers cooperative  marketing  association 
handling  "Sunkist"  oranges,  lemons  and 
grapefruit.  In  his  letter,  written  March  1, 
after  they  were  able  to  clean  up  the  rush 
incident  to  the  freeze,  Mr.  Simpson  ex- 
presses the  genuine  appreciation  of  him- 
self and  his  organization  for  the  fine 
work  done  by  Mr.  Dennis  in  having  his 
men  on  the  Ridge  Route  see  that  the 
truckers  got  through  with  this  fuel  in 
time. 

We  want  you  to  know  of  this  situation 
and  to  assure  you  that  such  service  is 
greatly  appreciated  by  the  farmers  I 
represent,  as  it  evidenced  a  real  recog- 
nition of  the  opportunity  for  public  serv- 
ice in  an  organization  such  as  yours,  and 
when  Mr.  Dennis  and  his  men  put  them- 
selves out  very  decidedly  in  order  to 
render  this  valuable  assistance  in  a  most 
critical  situation,  we  feel  they  deserve  the 
very    highest   commendation. 

Cordially  yours, 

R.  H.  TAYLOR, 
Executive  Secretary. 


California  Highways  and  Public  Works  (April  i9i7) 


[Twenty-three] 


California  Sends  Delegates 
to  Mexican  Road  Congress 


By  EDWARD  J.  NERON,  Deputy  Director  |of  Public  Works 


WITHIN  a  year  Californians 
will  be  motoring  over  pic- 
turesque liighways  from  No- 
gales  to  Mexico  City  if  plans  laid  at 
the  International  Road  Congress  in 
Mazatlan  in  Mexico  last  February  are 
carried  out. 

At  a  convention  of  higliway  ofBcials 
of  the  Southern  Republic,  California, 
Oregon,  Arizona  and  British  Colum- 
bia held  in  Mazatlan  February  22-25, 
assurances  were  given  by  the  Mexican 
government  that  work  will  be  started 
at  once  on  the  Nogales-Mazatlan- 
Guadalajara  link  of  the  International 
Pacific  Highway  which  ultimately  will 
extend  from  Alaska  to  Buenos  Aires 
in  Argentine. 

A  report  outlining  the  construction 
of  the  new  road  from  the  Mexican 
west  coast  to  Mexico  City  submitted 
by  T.  H.  Dennis,  Maintenance  Engi- 
neer of  the  California  Division  of 
Highways  and  engineers  of  the  Auto- 
mobile Club  of  Southern  California 
and  the  California  State  Automobile 
Association  was  adopted  by  the  con- 
vention. 

MEXICO  ATTRACTS  CALIFORNIANS 

It  was  the  pleasure  of  myself  and 
Mr.  Dennis  to  represent  Governor 
Frank  F.  Merriam  and  Director  of 
Public  "Works  Earl  Lee  Kelly  at  the 
congress,  which  was  attended  by  the 
Governors  of  four  Mexican  states  and 
by  General  Federico  Montes,  Com- 
manding General  of  the  State  of 
Sinaloa,  and  Federal  Secretary  of 
Communication  Vincente  Cortez  Her- 
rera,  personal  representatives  of 
President  Cardenas  of  Mexico. 

Since  the  opening  last  year  of  the 
Laredo-Mexico  City  Highway  thou- 
sands of  American  motorists  have 
driven  from  the  Texas  border  city  to 
1h('  capitid  of  Mexico.  Hundreds  of 
Californians  have  traveled  1500  miles 
to  Laredo  in  order  to  make  the  760- 
mile  run  to  Mexico  City. 

With  the  completion  of  the  Nogales- 
Mazatlan-Guadalajara    road     there 


should  be  a  big  influx  of  motorists 
from  California  into  Mexico  and  this 
State  should  benefit  in  a  large  way 
from  JMexican  visitors. 

CONVENTION  ENTHUSIASTIC 

The  purpose  of  the  Mazatlan  con- 
vention was  to  devise  ways  and  means 
of  financing  the  building  of  the  pro- 
posed west  coast  highway,  some  1630 
miles  long,  between  Nogales  and 
Guadalajara.  The  route  will  pass 
through  the  states  of  Sonora,  Sinaloa, 
Nayarit  and  Jalisco  eventually  form- 
ing a  loop  road  with  the  present 
Laredo-Mexico  City  highway  in  addi- 
tion to  serving  local  needs.  Such  a 
liighway  undoubtedly  will  stimulate 
tourist  interest  in  our  historic  neigh- 
l)oring  republic. 

The  large  attendance  at  the  con- 
gress, the  enthusiasm  displayed  and 
the  business-like  handling  of  the  af- 
fairs of  the  convention  augur  well  for 
the  success  of  the  luidertaking. 

Numerous  communities  from  the 
four  Mexican  states  were  represented, 
the  delegates  being  selected  from 
many  business,  farming  and  political 
groups  and  travel  bureaus.  Entire 
harmony  prevailed  on  the  questions 
of  routing. 

MUST  CONQUER  BAD  LANDS 

The  main  problem  confronting  the 
Mexican  highway  officials  in  connec- 
tion with  the  new  road  is  in  getting 
across  the  barrancas  of  Nayarit  and 
Jalisco.  Here  is  a  short  stretch  of 
deep  gorges.  As  soon  as  a  highwaj' 
is  constructed  through  these  bad 
lands  it  will  be  possible  to  drive  from 
the  California  border  via  the  west 
coast  to  Mexico  City  in  drj'  weather. 
Motorists  will  be  able  to  visit  such 
points  of  interest  as  Culiacan,  Maza- 
tlan, Tepic,  the  Barrancas,  Guada- 
lajara, Chapala  and  Patzcuaro  lakes 
and  Morelia  enroute  to  the  Mexican 
capital. 

The  California  delegation  gave  as- 
surance   of    complete    cooperation    in 

(Continued  on  page  28) 


OALAMOS 


tlPCRICOS 


l^euUACAN 


mazatlan!*^.  ^j^COROIA  _ 


I  Twenty-four] 


(April  1937)  California  Hightvays  and  Public  Works 


Scenes  enroute  from  Nogales  to  Mazatlan.  Mexico,  and  prominent  figures  at  International  Road  Congress  held  there  last  Feb- 
ruary. At  top.  Speakers  Table,  left  to  right:  C.  Francisco  Parra.  Governor  of  Nayarit;  Paul  J.  Montet  Governor  of  Jalisco;  Edward 
J  Neron,  Deputy  Director  of  Public  Works,  California;  General  Federico  Monies.  Commanding  General,  State  of  Smaloa,  and  per- 
manent chairman  of  Congress;  Governor  Alfredo  Delgado.  Sinaloa;  Hon.  I.  Soto.  Director  of  Publicity.  Sonora;  Senor  M.  Blanco, 
President  West  Coast  Highway  Association  of  Mexico.  Top  center:  One  of  several  man-power  ferries  on  Nogales- Mazatlan  route. 
Left  center:  Stretch  of  fair  road.  Right:  Mexican  highway  sign  on  good,  graded  gravel  road  and  below  bad  section  ot  roaa 
through    dry   wash. 


California  Highways  and  Public  Works  (April  1937) 


[Twenty-five] 


DIVISION  OF 


WATER  RESOURCES 


OFFICIAL  REPORT 

FOR  THE  MONTH  OF 

March,  1937 

EDWARD  HYAn,  State  Ensinecr 


During:  the  last  week  of  February 
and  the  first  few  days  of  March,  this 
season's  second  progress  survey  of 
snowpack  conditions  throughout  the 
mountains  was  made  by  all  those  or- 
ganizations and  parties  participating 
in  the  field  work  of  the  California 
Cooperative  Snow  Surveys. 

The  results  of  the  snow  surveys 
revealed  that  the  snowpack  of  the 
Sierra,  in  all  watersheds  lying  south 
of  the  Stanislaus  River,  was  from 
5%  to  207o  better  than  at  the  same 
time  a  year  ago.  Over  the  area  lying 
between  the  Stanislaus  River  on  the 
south  and  the  Feather  River  on  the 
north,  the  snowpack  was  from  10% 
to  30%  behind  that  of  last  year, 
while  the  watershed  of  the  Upper 
Sacramento-McCloud-Pit  Rivers 
.showed  only  60%  as  much  snow  as  at 
this  time  last  year.  This  last  named 
watershed  is  the  only  one  that  showed 
any  considerable  shortage  when  the 
amount  of  snow  on  the  ground  is  com- 
pared with»  the  amount  normally 
pre.sent  at  the  end  of  the  snow  accu- 
mulation season — generally  assumed 
as  April  1st.  In  all  other  watersheds, 
the  snowpack  was  within  20%  of  the 
April  l.st  normal,  below  in  the  north 
and  above  in  the  south.  In  the  Upper 
Sacramento-McCloud-Pit  area,  how- 
ever, the  March  1st  snowpack  was 
only  40%  of  the  amount  normally 
found  there  at  the  first  of  April. 


IRRIGATION   DISTRICTS 


Two  irrigation  districts  in  Tulare  County 
were  formally  organized  during  the  month  to 
contract  for  purchase  of  water  from  the 
Friant-Kern  Canal  of  the  Central  Valley 
Project,  the  Lindmore  District,  embracing  an 
area  of  32,000  acres  lying  west  of  Lindsay 
and  Strathmore,  and  the  Exeter  Irrigation 
District  consisting  of  13,000  acres,  including 
the  town  of  Exeter  and  a  highly  developed 
strip  along  the  foothills. 

A  report  was  made  to  the  Board  of  Super- 
visors of  Kings  County  on  March  18th, 
approving  organization  plans  of  the  Kings 
Kiver  Delta  Irrigation  District  comprising 
3100  acres  on  the  northern  edge  of  Tulare 
Lake  bed  near  Stratford. 


District  Seeurities  Commission 

The  District  Securities  Commission  held 
its  regular  meeting  in  Sacramento  on  March 
4th  for  consideration  of  applications  presented 
by  districts  operating  under  its  supervision. 
Among  other  matters,  assessments  levied  by 
Byron,  Bethany  and  Oroville-Wyandotte  Ir- 
rigation Districts  for  the  year  1936-37  were 
given  approval.  A  refunding  bond  issue  in 
the  amount  of  $96,000  by  Jacinto  Irrigation 
District  was  considerd  and  approved  for 
certification  by  the  State  Controller.  A  con- 
tract providing  for  the  expenditure  of  $17,53.5 
for  purchase  of  water  meters  by  Paradise 
District  was  authorized  to  conserve  the  water 
supply. 


includes  all  of  the  Sacramento  Valley  except 
in  San  Joaquin  County,  are  cleared  through 
this  office. 


FLOOD  CONTROL  AND 
RECLAMATION 


i^ncranteiito  Flood  Control  Project 

During  this  period  a  series  of  rains  oc- 
curred which  made  necessary  the  oi)eration 
of  the  drainage  pumping  plants  in  the  Sutter 
By-pass.  A  small  amount  of  routine  main- 
tenance work  and  patrolling  was  done.  The 
dragline  has  continued  clearing  canals  tribu- 
tary to  Pumping  Plant  No.  2. 

The  storms  during  the  period  caused  two 
rises  in  the  Sacramento  River  and  its  tribu- 
taries, but  at  no  point  was  the  stage  high 
enough  to  cause  alarm.  On  the  new  levees 
along  the  Sacramento  River  above  Colusa 
and  on  the  Feather  River  south  of  Marys- 
ville.  a  small  amount  of  wash  occurred,  but 
the  levees  were  not  endangered  and  the  dam- 
age was  limited  to  the  earth  material 
washed  away.  The  U.  S.  War  Department 
installed  temporary  protection  at  the  Sartain 
and  Terrill  ranch  north  of  Colusa. 

Ixclief  Labor  Work 

During  this  period  approximately  120  men 
were  engaged  in  clearing  the  overflow  channel 
of  the  Feather  River  north  of  Marysville 
and  near  Nicolaus.  SRA  Transient  Camp 
No.  7  in  the  Sutter  Basin  furnished  approxi- 
mately 50  men  for  clearing  in  the  Tisdale 
By-pass,  but  considerable  time  was  lo.st  on 
account  of  rains. 

A  WPA  flood  control  emergencj'  project 
has  been  set  up.  for  which  $250,000  has  been 
allocated  for  use  throughout  the  State  "to 
l)rovide  for  necessai"y  emergency  work  when 
danger  to  life  or  grave  risk  to  property  is 
engendered  by  floo<l,  or  thaw  conditions." 
Under  this  project  relief  labor  may  be  trans- 
ferred promptly  from  other  projects  to  points 
where  danger  exists.  Transportation,  ma- 
terials and  other  costs  must  be  defrayed  by 
the  State  or  local  intersts.  The  activities 
under  this  project  in  District  No.  2,  which 


SUPERVISION    OF   DAMS 


.Application  for  approval  of  the  plans  and 
si)e(ifications  for  enlargment  of  the  Crater 
Lake  Dam  owned  by  W.  F.  Dressier  and 
F.  H.  Settelmeyer  of  Minden,  Nevada,  was 
approved  on  February  20,  1937.  This  dam 
is  an  earthfill  30  feet  in  height  with  a  storage 
capacity  of  320  acre-feet  and  is  estimated 
to  cost  $3,000. 

At  the  Caljalco  Dam  of  the  Metropolitan 
Water  District  cut-off  excavation  has  been 
practically  completed. 

The  fill  at  San  Gabriel  Dam  Number  1 
of  the  Los  Angeles  County  Flood  Control 
District  is  reported  to  be  approximately 
70%  complete. 

Work  on  the  enlargement  of  O'Shaugh- 
ne«sy  dam  of  the  City  and  County  of  San 
Francisco  has  been  resumed  following  a  tem- 
I>orary  lay-off  due  to  the  extremely  severe 
winter  season. 

Work  at  the  Empire  Weir  of  the  Tulare 
Lake  Canal  Company  has  been  deferred  be- 
cau.se  of  extreme  Hoods  in   the  Kings  River. 


WATER   RIGHTS 


Supervision  of  Appropriation  of  Water 

During  the  month  of  February,  10  appli- 
cations to  appropriate  water  were  received, 
11  were  denied  and  16  were  approved. 
Eight  permits  were  revoked  and  the  rights 
were  confirmed  under  5  permits  by  the  issu- 
ance of  license. 

Reports  have  been  prepared  covering  192 
field  inspections  made  during  the  1936  season 
and  the  preliminary  lists  for  investigation 
during  the  1937  season  are  prepared.  Two 
hundred  and  thirty-three  cases  are  tenta- 
tively listed,  some  of  which  doubtless  will 
be  eliminated. 


SACRAMENTO-SAN   JOAQUIN 
WATER   SUPERVISION 


Intermittent  storms  during  the  past  month 
have  resulted  in  a  large  sustained  stream  flow 
into  the  delta  with  the  result  that  the  water 
in  Suisun  Bay  is  fresh  as  far  as  BuUshead 
Point,  and  the  effect  of  the  high  stages  on 
March  22d  (80,000  c.f.s.  at  Sacramento  and 
11,000  c.f.s.  at  LatliTOp  resulting  from  the 
storm  over  the  week  end)  should  further 
freshen  up  San  Pablo  Bay. 


|Twenty-six] 


(April  19  i7 


)  California  Highways  and  Public  Works 


Figueroa  Viaduct 

Hears  Completion 

(Cuntinued  from  puge  l;j; 

jDiers  and  abutments  wliicli  are  skewed 
to  meet  the  existing  conditions.  The 
south  abutment  parallels  the  tracks 
of  the  Southern  Pacific  Railroad. 
Piers  on  each  side  of  the  Los  Angeles 
Eiver  parallel  its  course  at  the  site, 
and  the  tracks  of  the  Sonthern  Pacific 
on  the  north  bank.  The  north  abut- 
ment and  north  pier  parallel  San  Fer- 
nando Road. 

The  concrete  span  over  San  Fer- 
nando Road  and  the  Los  Angeles  Rail- 
way tracks  has  a  clearance  of  22  feet. 
The  roadway  at  San  Fernando  Road 
is  27  feet  above  the  street.  The  via- 
duct is  on  an  easy  two  and  one- 
quarter  ]ier  cent  ascending  grade  in 
a  southerly  direction  to  meet  existing 
highway  through  the  tunnels.  The 
roadway  is  approximately  51  feet 
above  the  Sonthern  Pacific  tracks 
near  the  mouth  of  the  tunnel.  The 
center  of  the  200  foot  span  over  the 
river  roadwa>'  is  approximately  72 
feet  above  the  stream  bed. 

Reinforced  concrete  spans  are  sup- 
ported by  four  girders  with  curved 
soffits  which  have  the  appearance  of 
flat  arches.  Girders  vary  from  about 
4  feet  in  thickness  at  the  center  of  the 
spans  to  7  feet  thickness  at  the 
haunches.  Over  the  Los  Angeles 
River  and  the  Southern  Pacific  tracks 
there  are  three  structural  steel  plate 
girder  spans  of  variable  length. 

20n-POOT  GIRDER   SPAN 

The  center  span  over  the  Los  An- 
geles River  is  200  feet  in  length  and 
is  one  of  the  longest  plate  girder  spans 
in  the  country.  The  other  two  steel 
sjiaiis  are  104  and  127  feet  in  length 
respectively.  The  steel  girders  like 
the  concrete  girders  also  have  curved 
soffits. 

Tlie  design  of  the  steel  girders  is 
somewhat  unusual.  The  ordinary 
plate  girder  has  a  single  web  plate, 
flange  angles,  and  cover  plates.  In 
the  construction  of  the  viaduct  girders 
donble  web  plates  were  used  with  a 
filler  plate  between. 

Clinton  Construction  Coinjiany  is 
general  contractor  on  the  project. 


Highway  Bids  and  Awards  of 
Contracts  for  the  Month  of  March 


"Tlip  Iioss  iiist  made  me  m.nn;ij;i'r  nf  his 
(limKlnuit  factory." 

"CoiiKi'iitiilaticiii.s.  Arc  ycm  in  cliiu-gc  of 
f'vcrytliiiiff?" 

'■Voali.  the  linle  ^yorks." 


GLEXN    COUNTY— Between    4    and    6 

miles  east  of  Butte  City,  4  reinforced  con- 
crete slab  bridges  on  concrete  pile  bents  to 
be  constructed  and  roadway  approaches  to  be 
graded  and  roadmix  surface  treatment  to  be 
applied.  District  III,  Route  45,  Section  C. 
Earl  W.  Heple,  San  Jose,  $56,681;  F.  O. 
Bohnett,  San  Jose,  $52,208;  Peter  J. 
McHugh,  San  Francisco,  $54,052  ;  Frederick- 
sou  &  Watson  Construction  Co.,  Fred- 
eriekson  Bros.,  Oakland,  .$.5.3,438;  Lord  & 
Bishop,  Sacramento,  $.55,241;  N.  M.  Ball 
Sons,  Berkeley,  .$57,438;  Frank  C.  Amoroso 
&  Sons.,  San  Franci^o,  $58,463;  John 
Rocca,  San  Rafael,  $5!),62»;  A.  Soda  &  Son, 
Oakland,  $67,741 ;  Contract  awarded  to 
Charles  Kuppinger,  Lakeport,  $48,289. 

LOS  ANGELES  COUNTY— Between 
Fenwick  St.  and  Terra  Bella  St.,  in  I^)S 
Angeles,  2.9  miles  to  be  graded  and  ijayed 
with  asphalt  concrete  and  Portland  cement 
concrete.  District  VII,  Route  9,  Section 
L.A.  jMatich  Bros..  El.sinore,  $159,788; 
George  J.  Bock  Co..  Los  Angeles,  $141,802; 
Claude  Fisher  Co.,  Ltd.,  Los  Angeles.  $140,- 
715;  Dimmitt  &  Taylor,  Los  Angeles, 
$157,4(58 ;  Gogo  &  Rados,  Los  Angele«, 
$152,036;  Griffith  Co.,  Los  Angeles,  $136,- 
294;  P.  J.  Akmadzick,  Los  Angeles, 
$140,249  ;  United  Concrete  Pipe  Corp.,  Los 
Angeles,  $130,734;  J.  E.  Haddock,  Ltd., 
Pa.sa(lena,  $127,794;  B.  G.  Carroll,  San 
Diego,  $129,271 ;  Oswald  Bros.,  Los  Angeles, 
$129,035 ;  Contract  awarded  to  C.  O.  Sparks 
&  Mundo  Engineering  Co.,  Los  Angeles, 
$121,320. 

LOS  ANGELES  COUNTY— Two  rein- 
forced concrete  girder  bridges  across  Big 
Tujunga  Wash,  1  across  north  branch,  con- 
sisting of  12  spans  each  54  feet,  to  be  wid- 
ened and  reconstructed,  and  the  other  across 
the  south  branch  consisting  of  three  5.5-foot 
spans  and  two  IS-foot  end  cantilevers  to  be 
constructed.  District  VII.  Route  9,  Section 
L.A.,  J.  F.  Knapp,  Oakland,  $145,815 ;  R.  R. 
Bishop,  Long  Beach,  $154,965;  Bent  Bros., 
Inc.,  Los  Angeles,  $176,360;  Oscar  Oberg, 
Los  Angeles.  $141,.342;  Andy  Sordal,  Long 
Beach,  $157,276;  T.  A.  Allen  Constractiou 
Co.,  Los  Angeles,  $141,489 ;  Gates  and  Hunt- 
ley, Los  Angeles,  $151,082;  Atlas  Construc- 
tion Co.  and  C.  F.  Robbins,  Pasadena,  $141.- 
416 ;  Charles  J.  Dorfman,  Los  Angeles, 
$139,665;  C.  O.  Sparks  and  Mundo  Engi- 
neering Co.,  Los  Angeles,  $133,682 ;  Griffith 
Co.,  Los  Angeles,  $158,329;  J.  E.  Haddock. 
Ltd.,  Pasadena,  $144,024;  Carlo  Bongio- 
vanni,  Los  Angeles,  $187,994.  Contract 
awarded  to  Bverts  &  Dunn,  Los  Angeles, 
$124,887. 

PLACER  COUNTY— Between  Rocklin 
and  Loomis,  about  2.9  miles  to  be  graded 
and  paved  with  Portland  cement  concrete. 
District  III,  Route  17,  Section  A.  Freder- 
ieksen  &  Westbrook,  Lower  Lake,  $129,461;; 
N.  M.  Ball  Sons  &  Larsen  Bros.,  Berkeley, 
$124,443;  A.  Teichei-t  &  Son,  Inc.,  Sacra- 
mento, $127,488;  Frederickson  &  AVatson 
Construction  Co.  and  Frederickson  Bros., 
Oakland,  $127,711;  Hanrahan  Co..  Sau 
Francisco,  $129,054.  Contract  awarded  to 
Basich  Bros.,  Torrance,  $122,902.30. 


SAN  DIEGO  COUNTY— Apply  diesel  oil 
to  roadside  vegetation.  District  XI,  various 
routes  and  sections.  Weed  Eradieators  Inc., 
Santa  Ana,  .$1,960;  Gilmore  Oil  Co., 
Los  Angeles,  $1,858;  Regal  Oil  Co.,  Long 
Beach,  $1,536.  Contract  awarded  to  Con- 
sumers Oil  Co.,  Los  Angeles,  $1,254.30. 

SAN  DIEGO  COUNTY— Between  Las 
Flores  Undeniass  and  1  mile  south  of  San 
Onofre,  8.0  mi.  to  be  graded,  paved  with 
Portland  cement  concrete,  and  plant-mixed 
surfacing  on  crusher  run  base  to  be  placed. 
District  XI,  Route  2,  Section  D.  United 
Concrete  Pipe  Corp.,  Los  Angeles,  .$489.284 ; 
Basich  Bros.,  Ton-ance,  $463,754;  W.  E. 
Hall  Co.,  Alhambra.  .$485,407;  Lewis  Con- 
struction Co.  &  Bodenhamer  Construction 
Co.,  Los  Angeles,  $461,640;  Gogo  &  Rados, 
Los  Augeles',  .$470,117 ;  Soutliera  California 
Roads  Co.,  Los  Angeles,  .<;511.S12;  V.  R. 
Dennis  Construction  Co.  S:iii  liic;;".  $468,- 
845;  Griffitli  Co.,  Ix>s  Auijri.-.  Sii;ii.l64; 
Oswald  Bros..  Los  Angeles,  .$l.s2.9.s.'i ;  (ieorge 
R.  Daley  Corp.,  Los  Angeles,  $504,874  ;  C.  O. 
Spark.s  and  Mundo  Engineering  Co.,  Los 
Angeles,  $493,248;  Sharp  &  Fellows  Con- 
tracting Company,  Los  Angeles,  .$4.54.309  ;  B. 
G.  Carroll  &  C.  B.  Grove,  San  Diego,  $509,- 
112 :  Jletropolitan  Construction,  Ix>s  Ange- 
les, $429,044  ;  J.  E.  Haddock  Co.,  Ltd.,  Pasa- 
dena, .$481,555.  Contract  awarde<l  to  David 
H.  Ryan,  San  Diego,  .$411,880.35. 

SAN  JOAQUIN  AND  STANISLAUS 
COUNTIES— Between  Vernalis  &  Gates 
Road,  4.6  miles  to  be  graded  and  roadmix 
surface  treatment  applied.  District  X, 
Route  110,  Sectiim  A.  Peter  J.  McHugh, 
San  Francisco,  $53,898;  Charles  L.  Harney, 
San  Francisco,  .$60,973;  George  French  Jr., 
Stockton,  $54,446;  Lee  J.  Immel.  Albany. 
$50,096;  Leo  F.  Piazza,  San  Jose,  .$49,.S93 ; 
Louis  Biosotti  &  Son,  Stockton,  $51,571; 
United  Concrete  Pipe  Corporation,  Los 
Angeles,  $57,052;  A.  Teichert  &  Son,  Inc., 
Sacramento,  $48,762 ;  Hanrahan  Company, 
Sacramento,  $58,904  ;  Fredriekson  &  Wat.son 
Construction  Co..  Fredriekson  Bros.,  Oak- 
land. $56,819;  Earl  W.  Heple,  San  Jose, 
$51,981;  Claude  C.  Wood,  Stockton,  $54,827; 
E.  A.  Forde,  San  Anselmo,  $57,387;  N.  M. 
Ball  Sons  &  Lai-sen  Bros.,  Berkeley, 
$.57,231 ;  J.  R.  Reeves,  Sacramento,  $65,458. 
Contract  awarded  to  Basich  Bros.,  Torrance, 
.$46,285.80. 

SAN  LUIS  OBISPO  COUNTY— Widen 
creek  across  Snula  Mar;;arita  Creek,  13  miles 
north  of  San  Luis  ( ibis|Mi,  District  V,  Route 
2,  Section  C,  F.  O.  Bohnett.  Sau  Jose, 
$8,000;  Theo.  M.  Maino,  San  Luis  ObisiK), 
$9.0<jO;  Robert  D.  Patterson,  Santa  Barbara, 
,$10,085.  Contract  awarded  to  Earl  W. 
Heple.  San  Jose.  $7,186.06. 


Wife — I  expect  all  my  daughters  to  make 
hrilliant   marriages. 

Ihisliand — \'ou  can't  expect  them  to  fol- 
low  yciu    in   everything,   my   dear. 


"I'm  quitting  my  .iob  as  Mr.  llrody's  sec- 
retary." 

"Well,  he'll  never  have  as  pretty  a  one  as 
you    again." 

■'You're   dai-n    right.      I'm    marrying    him." 


California  Highways  and  Public  Works   April  1937) 


I  T-wenty-seven  ] 


California  Sends  Delegates  to  Mexican  Road  Congress 


woi-kiiig  out  a  program  for  construc- 
tion of  the  highway  and  of  future 
assistance  in  helping  to  increase  motor 
travel  over  the  road. 

Among  the  California  delegates 
was  H.  "W.  Keller,  vice  president  of 
the  Automobile  Club  of  Southern 
California,  who  conceived  the  inter- 
national highway  about  six  years  ago 
and  who  last  year  made  a  trip  to 
Mexico  City  and  convinced  the  Mexi- 
can government  of  the  importance  of 
calling  the  ]\Iazatlan  road  congress. 

WILL  ISSUE  ROAD  BOXDS 

The  congress  generally  favored  the 
issuance  of  bonds  of  small  denomi- 
nations to  stimulate  a  wide  interest 
and  encourage  general  subscription 
bj'  the  small  investor.  The  bonds 
would  be  backed  by  the  Bank  of 
Mexico  and  eventually  retired  with 
the  tax  collected  in  the  four  states 
from  the  sale  of  gasoline.  The  pres- 
ent price  of  gasoline  in  our  money  is 
28  cents,  of  which  8  cents  is  tax.  This 
tax  is  now  collected  by  the  National 
government  which  fixes  the  tax  as  well 
as  the  price  of  gasoline  per  gallon. 

At  the  Mazatlan  meeting  the  states 
were  assured  that  the  government 
would  forego  this  tax  and  match  any 
amount  they  could  raise  from  this 
source. 

The  meeting  also  favored  the  plan 
offered  by  E.  E.  East.  Chief  Engineer 
of  the  Automobile  Club  of  Southern 
California,  of  organizing  and  equip- 
ing  a  competent  Maintenance  Depart- 
ment which  would  immediately  begin 
to  recondition  the  present  road. 

PLAN    IS    ADOPTED 

This  organization  would  grade  to 
a  turn  pike  section  all  milage  now  on 
a  suitable  location,  realigning  the 
balance  as  funds  permitted.  Sections 
now  impa.ssable  during  the  winter 
season  by  reason  of  poor  sub-soil 
would  be  stablized  with  sand  or 
gravel,  of  which  there  is  an  abun- 
dance within  economical  haul.  Koad 
standards  would  be  continually 
ad.insted  to  traffic  needs  on  a  pay  as 
you  go  basis. 

While  there  are  a  number  of  large 
rivers  between  Guayraas  and  Mazat- 
lan, these  are  now  either  being  ferried 
across  or  forded  and  a  continuance 
of  this  practice  would  work  no  great 
liardship   until  they  could   be  more 


(Continued  from  page  24) 

adequately  provided  for.  As  traffic 
justified,  the  surface  of  these  roads 
could  be  treated  with  oil,  particularly 
adjacent  population  and  industrial 
centers. 

The  total  mileage  involved  in  this 
"West  Coast  road  is  approximately 
1630  miles  of  which  250  miles  is 
already  completed. 


Stanton  Has  New 
Hobby.   Collecting 
His  Own  Obituaries 

"Some  one  else  may  write, 
you  will  never  read,  your  obit- 
uary." 

State  Highway  Commissioner 
Philip  A.  Stanton  of  Anaheim 
does  not  accept  this  old  saying: 
as  a  truism. 

Two  years  ago,  when  Com- 
missioner Stanton  was  at  the 
point  of  death  after  a  long  ill- 
ness and  his  physicians  held  out 
no  hope  for  his  recovery,  Cali- 
f  0  r  n  i  a  newspapers  prepared 
and  set  in  type  news  and 
editorial  obituaries  highly 
eulogistic  of  Mr.  Stanton  and 
his  extended  public  career. 
These  never  appeared  in  print. 
Commissioner  Stanton  made  a 
miraculous  recovery  and  re- 
sumed his  active  duties  as  a 
member  of  the  Highway  Com- 
mission, 

Mr.  Stanton  has  many 
friends  in  the  newspaper  game 
and  the  idea  of  collecting  the 
obituaries  they  had  written 
about  him  appealed  to  him. 
He  has  obtained  a  number  of 
them,  typical  of  which  is  one 
that  starts  off  in  this  vein: 

"Death  of  Phil  Stanton, 
whose  passing  came  this  week 
after  a  prolonged  illness,  re- 
moves a  citizen  who  had  given 
unstintedly  of  his  time,  his 
ability  and  his  fortune  to  the 
betterment  of  California  gov- 
ernment." 

"  'Some  one  else  may  write, 
you  will  never  read,  your  obitu- 
ary,'  "  quotes  Mr.  Stanton, 
"But  I  did,"  he  adds. 


SOME  SECTIOXS  COMPLETED 

The  longest  section  of  completed 
work  lies  between  Nogales  and  a  point 
30  miles  South  of  Hermosillo,  a  dis- 
tance of  210  mDes.  The  remaining 
sections  cover  approaches  to  the  towns 
of  Sinaloa,  Mazatlan  and  Guadalajara, 
These  sections  are  built  to  modern 
standards  and  are  a  delight  to  travel. 
Of  the  intervening  sections,  particu- 
larly those  driven  by  the  invited 
guests,  it  would  be  more  charitable  to 
omit  their  description,  beyond  saying, 
they  could  be  travelled  once,  at  10 
miles  per  hour. 

In  the  main  the  road  traversed 
broad  plateaus  flanked  by  either  low 
hills  or  mountain  ranges.  The  north- 
ern part  resembled  our  Mother  Lode 
country,  that  near  j\Iazatlan,  the  ter- 
ritory in  and  about  YictorviUe  in  San 
Bernardino  County, 

While  the  majority  of  traffic  met 
is  of  the  equiestrian.  burro  back,  and 
ox-cart  tj^pes,  still  in  the  larger  towns 
of  Hermosillo,  Guaymas,  Los  Mochis, 
Culiean  and  Mazatlan  modern  taxies 
vied  for  business  with  the  two  and 
four  wheeled  horse  drawn  cabs.  The 
drivei-s  of  each  zealously  blew  their 
horns  at  every  street  intersection  and 
then  proceeded  at  full  speed  down  the 
narrow  sti-eets,  forcing  pedesti-ians  to 
leap  for  their  lives.  With  it  all.  how- 
ever, was  a  spirit  of  play,  not  evident 
here. 

One  will  be  bound  to  remark  the 
universal  courtesy  displayed  by  the 
I\Iexican  people  to  all  visitors,  par- 
ticularly Californians,  and  it  seems 
the  desire  of  most  of  them  to  visit  our 
State.  The  magnificent  churches,  the 
town  plazas  and  markets  offer  an 
attraction  that  few  will  not  appreci- 
ate. The  building  of  the  West  Coast 
Highway  will  malce  those  things  more 
easily  accessible  to  Californians,  and 
California  nearer  to  the  people  of  our 
neighboring  republic. 


"Dobbins,  the  critic,  has  roasted  my  pic- 
ture  unmercifully." 

"Don't  mind  th.it  follow.  He's  no  ide.is 
of  his  own ;  he  only  repeats  like  a  parrot 
what  all  the  others  say." 


"Poor   ole   Bill !    'E's  so  shortsighted   'e's 
working  himself  to  death." 

"AVot's  "is  short  sight  got  to  do  with  it?" 
"Well,  'e  can't  see  when  the  boss  ain't  look- 
ing, so  'e  'as  to  keep  on  shovelling  all  the 
time !" 


[  T'wenty-eight  | 


(April  1937 )  California  Highways  and  Public  Works 


STATE  OF  CALIFORNIA 


Department  of  Public  Works 

Headquarters:   Public  Works  Building,  Eleventh  and  P  Sts.,  Sacramento 


FRANK  F.  MERRIAM Governor 

JUSTUS  F.  CRAEMER Assistant  Director 


EARL  LEE  KELLY Director 

EDWARD  J.  NERON Deputy  Director 


CALIFORNIA  HIGHWAY  COMMISSION 


PHILIP   A.    STANTON,   Anaheim 

H.  R.  JUDAH,  Santa  Cniz 

PAUL    G.    JASPER,    Fortuna 

WILLIAM  T.  HART,  Carlsbad 

JULIEN  D.   ROUSSEL,   Secretary 


DIVISION  OF  HIGHWAYS 


C.  H.  PURCELL,  State  Highway  Engineer,  Sacramento 
G.   T.   McCOY,   Assistant   State   Highway    Engineer 
J.   G.    STANDLEY,   Principal   Assistant   Engineer 

R.    H.    WILSON,    Office   Engineer 

T.  E.  STANTON,  Materials  and  Research  Engineer 

FRED  J.  GRUMM,  Engineer  of  Surveys  and  Plans 

C.   S.  POPE,   Construction  Engineer 

T.   H.   DENNIS,   Maintenance  Engineer 

F.  W.  PANHORST,  Bridge  Engineer 

L.  V.  CAMPBELL,  Engineer  of  City  and  Cooperative  Projects 

R.  H.  STALNAKER.  Equipment  Engineer 

E.    R.    HIGGINS,    Comptroller 

DISTRICT    ENGINEERS 

J.   W.   VICKREY,   District   I,    Eureka 

F.    W.    HASELWOOD,    District   II,    Redding 

CHARLES   H.   WHITMORE,   District  III,   MarysvUle 

.TNO.   H.   SKEGGS,   District  IV,   San  Francisco 

L.  H.  GIBSON,  District  V,  San  Luis  Obispo 

R.  JI.  GILLIS,  District  VI,  Fresno 

S.  V.  CORTELYOU,  District  VII,  Los  Angeles 

E.  Q.  SULLIVAN,  District  VIII,  San  Bernardino 

S.  W.  LOWDEN   (Acting),  District  IX,  Bishop 

R.  E.  PIERCE,  District  X,  Stockton 

E.  E.  WALLACE,  District  XI,  San  Diego 

SAN   FRANCISCO-OAKLAND   BAY  BRIDGE 
('.  E.  ANDREW,  Bridge  Engineer 


DIVISION  OF  WATER  RESOURCES 


EDWARD  HYATT,  State  Engineer,  Chief  of  Division 

J.   J.   HALEY,   Jr.,   Administrative  Assistant 

HAROLD  CONKLING,  Deputy  in  Charge  Water  Rights 

A.  D.  EDMONSTON,  Deputy  in  Charge  Water 
Resources  Investigation 

R.  L.  JONES,  Deputy  in  Charge  Flood  Control  and  Reclamation 

GEORGE  W.  HAAVLEY,  Deputy  in  Charge  Dams 

SPENCER    BURROUGHS,    Attorney 

EVERETT  N.  BRYAN,  Hydraulic  Engineer  Water  Rights 

GORDON  ZANDER,  Adjudication,  Water  Distribution 


DIVISION  OF  ARCHITECTURE 


GEORGE  B.  McDOUGALL,  State  Architect,  Chief  of  Division 

P.  T.  POAGE,  Assistant  Chief 

W.   K.   DANIELS,   Administrative  Assistant 

HEADQUARTERS 

H.   W.   DeHAVEN,   Supervising  Architectural   Draftsman 

C.    H.    KROMER,    Principal    Structural    Engineer 

CARLETON  PIERSON,  Supervising  Specification  Writer 

J.  W.  DUTTON,  Principal  Engineer,  General  Construction 

W.  H.  ROCKINGHAM,  Principal  Mechanical  and  Electrical 
Engineer 


DIVISION  OF  CONTRACTS  AND  RIGHTS  OF  WAY 


C.  C.  CARLETON,  Chief 

CLARENCE  W.  MORRIS.  Attorney,  San  Francisco 

FRANK  B.  DURKEE,  General  Right  of  Way  Agent 

C.  R.  MONTGOMERY,  General  Right  of  Way  Agent 

ROBERT  E.  REED,  General  Right  of  Way  Agent 


DIVISION  OF  PORTS 


Port  of  Eureka — William  Clark,  Sr.,  Surveyor 


42550      4-37      14700 


GEORGE  H.  MOORE. 


Hetiirn   postage  giiaranteea. 

PM:    If  addressee  has  moved 

notify  sender  on 

Form  3547 

Division  of  Highways 

P.  O.  Box  1499 
Sacramento,  California 


Seattle   Public   Library, 
Seattle, 

Wash , 


SEC 

562  P.  L. 

&  R. 

u. 

S.   POSTAGE        1 

PAID 

Sa 

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SHOWING 

STATE  HIGHWAY  SYSTEM 


LEGEND 

Primary  Roads     ^" 
Secondary  Roads  i=«= 


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SAN   FRANCISCO  AND  VICINITY 


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JUL  1 5  1937 

CALIFORNIA  HIGHWAYS  AND  PUBLIC  WORKS 

Official  Journal  of  the  Division  of   Higfiways  of  the  Department  of  Public  Works,  State  of  California 

EARL  LEE  KELLY,  Director  C.  H.  PURCELL,  State  Hishway  Ensinecr  JOHN  W.  HOWE,  Editor 

Published  for  information  of  the  members  of  the  department  and  the  citizens  of  California 

Editors  of  newspapers  and  others  are  privileged  to  use  matter  contained  herein.     Cuts  will  be  gladly  loaned  upon  request. 
Address  communications  to  California  Highways  and  Public  Works,  P.  O.  Box  1499,  Sacramento,  California. 

Vol.15  MAY,  1937  No.  5 


Table  of  Contents 


Page 

('ities   Share   of   Gas   Tax   for   Bieniiium   !jil3,311,614.74 1 

By  L.   V.   Campbell,  Engineer  of  City  and   Cooperative  Projects 

Golden  Gate  Bridge  Ready  for  Dedication  May  28 2 

Pictures  of  Golden  Gate  Bridge 3 

]Marin  Approach  to  Golden  Gate  Bridge  Built  by  State 4 

By  Earl  Lee  Kelly,  State  Director  of  Piiblic  Works 

Pictures  of   Waldo  Approach  to  Golden   Gate   Bridge 5 

Bad   Curves  on  Redwood  Highway  Being  Eliminated 6 

By  J.  W.  Yichrey,  District  Enyineer 

Pictures  of  Realigned  Redwood  Highway  in  Mendocino  County 7 

Colorful  Show  Feature.s  Conejo  Grade  Dedication    8 

By  S.  V.  Coi'telyou,  District  Engineer 

Pictures  of  Newly  Completed  Conejo  Grade 9 

Charter  Way  Underpass  in  Stockton  Opened  to  Traffic 10 

By  R.  E.  Pierce,  District  Engineer 

Photographs  of   Scenes   at   Charter  Way  Underpass  Dedication 11 

Statewide  Surveys  of  All  Highway  Uses  and  Trends 12 

By  H.  S.  Fairbank,  U.  S.  Bureau  of  Public  Jioads 

Statement  of  Gas  Tax  Apportionment  to  Cities    13-16 

Realignment  of  Manchester  Boulevard  Completed    18 

By  Julien  D.  Roussel,  Secretary  California  JJighicay  Commission 

Photographs  of  Manchester  Boulevard  and  Dedication  Ceremonies 19 

Out  of  the  Mail  Bag 21 

Maryland-New  Jersey  Penalized  for  Gas  Tax   Diversion   22 

Bay  Bridge  Tolls  Decrease  During  April   23 

Highway  liids  and  Awards  for  April 23 

Destination,    Information  and  Location  Signs   on  Highways 24 

By  F.  M.  Carter,  Assistant  Maintenance  Engineer 

Facsimile  Ke]iroduction  of  Destination,  Information  and  Location  Signs 25 

Monthly  licport  of  Division  of  Water  Resources    26 


Cities  Share  of  Gas  Tax^ 

^^  "^V^ 

For  Present  Biennial         ''^^^ 
Period  $13,311,614.74 


■04 


e^ 


/^^ 


By  L.  V.  CAMPBELL,  Engineer  of  City  and  Cooperative  Projects 


:^ 


APPORTIONMENT  by  the  De- 
partment of  Public  Works 
through  the  Division  of  High- 
ways of  the  April,  1937,  quarterly  ap- 
])ortionment  of  gas  tax  funds  in  the 
sum  of  $1,750,537.61  for  expenditure 
within  corporate  limits  of  municipali- 
ties brings  the  total  amount  of  these 
funds  received  by  282  California  cities 
for  this  purpose  to  $13,- 
311,614.74  for  the  bien- 
nial ])eriod  ending  June 
30  of  this  year. 

This  biennial  total 
combined  with  $5,291,- 
693.72  allotted  to  the 
cities  from  gas  tax  rev- 
enues accrued  during 
tJie  1933-1935  biennium, 
brings  the  cities  a  total 
subvention  from  the  gas 
tax  to  date  of  $18,603,- 
308.46,  exclusive  of 
State  highway  funds 
appropriated  b  y  t  h  e 
Oalifoi'nia  II  i  g  h  w  a  y 
Commission  for  exjien- 
ditures  within  munici- 
palities. 

The  $13,311,614.74 
represents  the  legisla- 
tive allocation  of  the  net 
proceeds  of  -J-  cent  of  the 
gas  tax  to  the  cities  for 
the  biennium  now  draw- 
ing to  a  close. 

The  total  apportion- 
ment combines  i  cent  of 
the  gas  tax,  or  $7,047,166.90  allo- 
cated by  the  1933  Legishiture  for 
expenditure  upon  designated  State 
highway  routes  within  incorporated 
cities,  as  provided  under  Section  203 
of  the  Streets  and  Highways  Code, 
and  ^  cent  of  the  gas  tax,  or  $6,264,- 
447.84,  subsequently  allocated  by  the 
1935  Legislature  for  use  upon  streets 


of  major  importance  other  than  State 
highway  routes  as  provided  under 
section  194  of  the  Streets  and  High- 
ways Code. 

During  the  fiscal  year  ending  June 
30,  1936,  the  apportionment  was  di- 
vided into  $3,350,101.11  for  the  acqui- 
sition, maintenance  and  improvement 
of  State  highwavs,  and  $2,567,423.96 


How  $13,311,614.74  Gas  Tax  Was 
Divided  Among  Highway  Districts 


District  I 

District  II 

District  III_-. 

District  IV-_. 

District  V 

District  VI___ 

District  VII-_ 

District  VIII_ 

District  IX-_. 

District  X 

District  XI__. 


District 
Headquarters 

._Eureka 

JRedding 

_Marysville 

_San  Francisco  __ 
^San  Luis  Obispo. 

_Fresno    

_Los   Angeles 

_  San  Bernardino. 

-Bishop    

.Stockton 

-San  Diego 


State 
Highway 

$51,295  82 
34,094  69 

254,749  99 
2,247,460  53 

146,549  80 

241,235  00 
3,288,582  47 

219,331  26 
1,902  82 

214,022  78 

347,941  74 


tionment  for  streets  of  major  impor- 
tance out  of  revenue  accruing  from 
the  tirst,  or  Jul.y,  1935,  quarterly  ap- 
portionment, which  preceded  the  ef- 
fective date  of  the  governing  legisla- 
tive act  on  September  15,  1935. 

The  4  cent  for  city  streets  of  major 
importance  for  the  fiscal  year  period 
ending  June  30.  1937,  also  is  less  than 
the  apportionment  for 
State  High  w  a  y  s  of 
this  period  by  $41.91. 
This  amount  was  de- 
ducted from  the  con- 
el  uding  April,  1937, 
quarterly  apportionment 
to  help  cover  costs  in- 
curred imder  an  appro- 
priation to  tlae  Code 
( 'ommission  engaged 
with  drafting  of  the 
Streets  and  Highways 
Code. 


Streets  of 

Major 

Importance 

$45,583  30 

30,316  70 

226,389  02 

1,997,570  97 

130,261  94 

214,373  47 

2,923,119  10 

195,129  65 

1,690  92 

190,577  41 

309,435  36 


Grand  totals $7,047,166  90  $6,264,447  84 

Allocations  to  cities  in  each   highway  district  shown  on   pages  13-16 


for  a   similar  purpose   on   streets   of 
major  importance. 

While  the  law  ]irovidcs  one-quarter 
cent  for  each  of  these  purposes,  the 
amounts  being  determined  u]ion  a  per 
capita  basis,  the  variance  between  the 
two  amounts  for  the  fiscal  year  end- 
ing last  June  30  is  due  to  the  fact  that 
no  provision  was  made  for  an  appor- 


The  cost  of  drafting 
the  Streets  and  High- 
ways Code  was  defrayed 
from  the  gas  tax  funds 
ajipropriated  for  that 
imrpose  by  Chapter  698, 
Statutes  of  1935,  the 
share  of  the  cities  appor- 
tionment totaling  $2,- 
541.91.  A  previous  de- 
duction of  $2,500  was 
made  from  the  preced- 
ing 1935-1936  fiscal  year 
ajiportionment  and  to 
this  it  was  necessary  to 
add  an  extra  $41.91. 

POPULATION    INCREASE 

The  capita  base  upon  which  the 
apportionment  was  made  was  rai.sed 
from  4,265,764  given  in  the  Federal 
census  of  1930  as  the  population  of 
incorporated     cities    to     a     total     of 

(Continued  on  page  13) 


Golden  Gate  Bridse  Ready 
For  Dedication  on  May  28 


WITH  lier  far-famed  bay  already 
spanned  by  the  greatest  over- 
water  structure  in  all  the 
world,  an  achievement  visioned  by 
pioneers  of  her  early  days,  San  Fran- 
cisco, on  May  28,  will  see  the  fulfill- 
ment of  another  dream  of  California 
Argonauts  when  the  Golden  Gate 
Bridge  across  the  entrance  to  San 
Francisco  harbor  is  formally  opened. 
The  San  Francisco-Oakland  Bay 
Bridge  was  built  by  the  State  of  Cali- 
fornia. The  Golden  Gate  Bridge  was 
financed  by  six  coastal  counties  of 
northern  California  with  the  State 
Division  of  Highways  cooperating  by 
building  the  Marin  approach  highway 
which  will  cost  about  $2,000,000,  as 
monuments  to  engineering  skill  and 
progressive  public  spirit. 

A  five-day  Fiesta  eclijising  any  civic 
celebration  ever  attempted  in  San 
Francisco  will  commemorate  the  dedi- 
cation of  the  giant  span  arching  the 
Golden  Gate.  Mexico  and  Canada 
and  all  the  western  States  will  join 
with  the  hostess  city  and  the  counties 
of  the  Redwood  Empire  of  northern 
California  in  observing  the  occasion. 

PEDESTRIANS  TO  HAVE  DAY 

For  eleven  days,  San  Francisco  will 
indulge  in  revels,  pageantry,  parades 
and  civic  demonstrations — thrilling 
shows  on  land,  on  water  and  in  the  air. 

Before  the  opening  day  of  the  Fiesta 
proper  on  May  27,  tliere  will  be  a  pre- 
holiday  program  consisting  of  a  cere- 
mony of  blessing  the  bridge  on  May 
23,  a  Radio  Stars  Show  in  the  Civic 
Auditoi-irun  Tuesday  night,  May  25  ;  a 
city-wide  luncheon  at  the  Palace 
Hotel  on  May  26  and  a  Queen's 
Coronation  ball  that  night  at  the 
Civic  Auditorium. 

Pedestrians  will  have  their  day  on 
May  27,  when  no  vehicular  traffic  will 
be  permitted  on  the  huge  span.  This 
will  mark  the  opening  of  the  Fiesta. 

A  highliuiit  of  the  Fiesta  will  be 
the  mobilization  of  cavalcades  orig- 
inating in  (Canada,  in  Mexico  and 
western  States  and  .ioining  at  the 
biidj,'('liead  on  the  Marin  shore  on 
May  2K,  lln'  day  of  the  bridge  dedica- 


FLEET    WILL    PARTICIPATE 

On  that  date  the  United  States  Ba, 
tie    Fleet    will    arrive    from    Pacific 
maneuvers  with  approximatel.v  50,000 
officers  and  men  to  participate  in  the 
celebration. 

In  Crissy  Field  in  the  Presidio  a 
huge  amphitheater  is  being  created 
for  the  staging  of  an  historical 
pageant,  telling  the  story  of  the  up- 
building of  California,  with  a  cast  of 
3000  actors  and  singers  and  an  or- 
chestra of  100  musicians.  Seating  ac- 
commodations will  be  provided  for 
25,000  persons. 

Four  of  the  greatest  parades  San 
Fi-ancisco  has  ever  seen  will  brighten 
the  Fiesta.  Floats  of  rich  and  novel 
design  will  lend  color  to  the  spectacle, 
with  entries  scheduled  from  all  the 
western  States  and  from  foreign 
countries.  Bridge  workers  will  be  in 
the  line  of  march.  The  Army  and  the 
Navy  will  lend  to  the  parades  the 
martial  dignity  of  national  partici- 
pation. These  parades  are  for  Thurs- 
day, May  27,  May  28.  the  night  of 
May  29,  and  Memorial  Day,  May  31. 
Grandstands  will  be  ready  along  the 
line  of  parade. 

HONOR    FOR    BRIDGE    HEROES 

Those  who  lost  their  lives  building 
the  bridge  will  be  remembered  at  a 
simple  ceremony  of  religious  nature 
on  Memorial  Day  at  the  center  of  the 
bridge  with  the  children  of  all  the 
schools,  public,  private  and  parochial, 
dropping  flowers  into  the  bay.  Of  a 
more  material  nature  will  be  the 
Labor  Ball  of  May  29  at  the  Civic 
Auditorium,  the  net  returns  of  which 
will  be  given  to  the  families  of  those 
who  lost  their  lives  building  the 
bridge. 

A  sports  program  of  infinite  variety 
will  run  all  through  the  Fiesta  period. 

For  many  weeks  prejiarations  for 
the  Fiesta  have  been  in  progress 
undei'  the  direction  of  a  committee  of 
which  Supei-visor  Arthur  M.  Brown, 
Jr.,  is  chairman,  and  Eric  Cullen- 
ward  general  manager.  Through 
them  San  Francisco  invites  the  world 
to  be  her  guests  for  eleven  days  be- 
ginning May  23. 


The  main  center  span  of  the  Golden 
Gate  Bridge  is  the  largest  single  span 
of  any  suspension  bridge  in  the  world. 
It  is  4200  feet  long,  700  feet  longer 
than  the  George  Washington  Bridge 
over  the  Hudson  River. 

GIANT  TOWERS 

Its  two  giant  towers,  one  off  San 
Francisco's  Presidio  shore  and  the 
other  on  the  Marin  County  bluff  to  the 
north,  are  746  feet  high,  313  feet 
taller  than  the  Russ  building  on 
Montgomery  Street  in  San  Francisco. 

The  minimum  vertical  clearance  at 
center  is  220  feet  above  mean  high 
water ;  the  maximum  clearance  is  236 
feet  above  mean  low  water — the  great- 
est navigation  clearance  in  the  world, 
far  above  the  mast  height  of  any  ship 
afloat  or  building. 

The  total  bridge  width  is  90  feet, 
divided  into  a  60-foot  roadway,  with 
six  lanes  for  vehicular  traffic  and  two 
lOj-foot  clear  width  sidewalks. 

The  grand  total  length,  including 
the  two  approach  roads,  or  from 
Waldo  Point  in  Marin  County  to  the 
Marina  Gate  of  the  Presidio  in  San 
Francisco,  all  embraced  in  the  project, 
is  seven  miles. 

There  are  two  side-spans — 1125  feet 
each — and  if  these  are  added  to  the 
4200  feet  of  the  main  center  span, 
there  is  a  total  length  of  the  bridge 
])roper  of  6450  feet,  or  one  and  one- 
fifth  miles. 

SIX  COUNTIES  BACK  PROJECT 

In  the  initial  plans  for  the  Golden 
Gate  Bridge  there  were  two  features 
that  aroused  controversy. 

First,  the  unprecedented  length  of 
span — 4200  feet,  or  more  than  twice 
as  long  as  that  of  any  other  bridge 
that  had  been  erected  up  to  the  time 
when  the  plans  were  first  made ;  and 
second,  the  problem  presented  in 
building  the  south  pier,  1100  feet  off 
shore,  in  water  varying  from  65  to 
100  feet  in  depth  and  subject  to  ex- 
treme storm  and  tidal  conditions. 

Confident  that  the  bridge  could  be 
built,  six  counties  banded  together  to 
form    the    Golden    Gate    Bridge    and 

(Continued  on  page  17) 


[Two] 


(May  1937)  California  Hightvays  and  Public  Works 


The  Golden  Gate  is  bridged!  Upper  photo  is  an  aerial  view  of  world's  longest  suspension  span  aao.-.ing  Waldo  approach  on 
Mann  side,  built  by  State,  winding  from  northern  bridgehead  over  mountain  and  through  tunnel  leading  down  to  Waldo  Point. 
Lower     photo    shows    sweep     of     bridge    from     San     Francisco     side.      Historic    Fort   Mason   appears   under   arch   span    in   foreground. 


California  Highways  and  Public  Works    (May  1937) 


I  Three  1 


Marin  Approach  to  Golden 
Gate  Bridge  Built  by  State 


By  EARL  LEE  KELLY,  State  Director  of  Public  Works 


WITH  the  completion  of  the 
Goldeu  Gate  Bridge,  Califor- 
nia motorists  can  view  with 
justitiable  pride  their  proprietary  in- 
terest in  this  great  undertaking. 

They  may  drive  on  to  the  world's 
largest  and  longest  over-water  sus- 
pension span  from  the  Marin  shore 
over  a  highway  approach  they  them- 
selves built  with  the  monies  they  con- 
tributed to  the  gasoline  tax  fund.  And 
in  doing  so  they  will  travel  over  one 
of  the  biggest  single  projects  for  road 
construction  ever  entered  into  by  the 
Division  of  Highways. 

The  State  of  California,  through 
the  Department  of  Public  Works,  will 


sion  for  eventual  free  tolls  in  the 
financing  of  the  Golden  Gate  Bridge 
is  in  keeping  with  the  purpose  of  the 
State  to  make  all  California  highway 
bridges  free  for  the  use  of  the  motor- 
ing public  that  pays  for  them  through 
their  gasoline  taxes. 

Final  action  providing  for  the  con- 
struction of  an  adequate  highway 
approach  on  the  Marin  side  of  the 
bridge  was  taken  by  the  California 
Highway  Commission  on  January  3, 
1936,  when  that  body  allocated  the 
sum  of  $1,250,000  to  supplement  the 
$500,000  budgeted  for  that  purpose  in 
the  budget  for  the   87th-88th  fiscal 


000  cubic  yards  by  more  than  700,000 
cubic  yards  has  borne  out  the  sound- 
ness of  the  engineer's  original  plan. 

With  this  amount  of  $1,750,000 
available,  the  Department  of  Public 
Works  awarded  two  contracts  for  the 
work. 

One  provided  for  grading  a  road- 
bed 46  feet  and  66  feet  wide  and  plac- 
ing plant  mix  surfacing  on  crusher 
run  base  42  feet  and  62  feet  wide  on 
an  alignment  through  the  hills  in  back 
of  Sau.salito.  The  new  road  connects 
with  the  existing  Redwood  Highway 
at  Waldo  Point  near  the  Richardson 
Bay  Bridge  and  is  about  three  and 
one-half  miles  long. 


SAUSALITO 


Sketch  shows  course  of  State's  approach  to  Golden  Gate  span  from  Waldo   Point  through  tunnel  to  the  bridge. 


have  expended  approximately  $2,000- 
000  for  the  Waldo  approach  to  the 
Golden  Gate  Bridge.  An  outstanding 
engineering  job,  this  northerly  ap- 
proach is  the  State's  share  of  a  monu- 
mental achievement. 

TOLL  FREE  IN  FUTURE 

It  will  come  to  its  complete  fruition 
in  the  service  0f  the  people  and  the 
development  of  the  great  Redwood 
Empire  of  northern  counties  when 
this  bridge  becomes  toll  free  at  the 
expiration  of  the  bond  payment 
period.     The  inclusion  of  this  provi- 


Construetion  of  this  project  was 
planned  originally  on  the  basis  of  a 
three-lane  pavement,  as  it  was  felt 
that  the  potential  slides  were  of  such 
magnitude  that  the  necessary  excess 
excavation  due  to  slide  removal  would 
develop  sufficient  material  to  provide 
for  a  four-lane  width. 

PLANS  CHANGED 

After  much  local  discussion,  how- 
ever, plans  were  changed  to  provide 
for  initial  construction  of  a  four-lane 
width.  That  slide  excavation  has  in- 
creased the  original  estimate  of  1,813,- 


The  other  contract  provided  for  the 
boring  and  lining  with  reinforced  con- 
crete a  tunnel  about  1000  feet  long 
and  a  bore  28  feet  9  inches  high  on 
tlie  center  line.  The  roadway  width 
in  the  tunnel  is  42  feet  and  one  side- 
walk, 42  inches  wide,  is  provided. 

DIFFICULT    CONSTRUCTION 

The  difficulties  of  construction  of 
the  four-lane  Marin  approach  high- 
way are  not  readily  apparent.  Moun- 
tainous highways  have  been  built  else- 
where, but  have  generallj'  been  limited 

(Continued  on  page  17 ) 


[Four] 


(May  I9!7 


)  California  Highways  and  Public  Works 


Waldo   Approach    looking   down    grade  toward    Richardson's    Bay    and  junction  of  new  road  with  State  Highway  at  Waldo  Point. 


Finishing  touches  being  put  on  section  of  new  $2,000,000  State   Highway   leading   to  Golden   Gate    Bridge 


California  Hightvays  and  Public  Works    (May  i9}7) 


[Five! 


47  Bad  Curves  On  Redwood 
Highway  Being  Eliminated 


By  J.  W.  VICKREY,  District  Engineer 


T\V(J  road  reconstruction  pro- 
jects Hearing  completion  ia 
.Mendocino  County  will  elimi- 
nate a  total  of  47  curves,  many  of 
them  dangerous,  on  the  Redwood 
Highway  between  Outlet  Creek  and 
Reeves  Creek,  north  of  Willits,  and 
between  Eleven  Oaks  and  Willits 
south  of  this  city.  AVork  on  both  im- 
l)rovements  should  be  finished  early 
this  summer. 

The  first  and  larger  project  will  do 
away  wdth  2118  degrees  of  curvature 
embracing  36  curves,  and  0.6  of  a 
mile  of  length   in   a   distance   of   •4. 5 


little  better  tiian  a  trail,  carried  the 
traffic    in    this   localit.w 

HEAVY    T1!.\FFIC    I.NH'REASE 

It  is  a  high  compliment  to  the  engi- 
neers involved  that  the  1917  construc- 
tion carried  traffic  as  well  as  it  did  for 
twent.v  years. 

The  ti-emeiidoiis  increase  in  summer 
tourist  ti-altic  together  with  the  advent 
t)f  heavy  slow  moving  trucks  has,  in 
later  years,  caused  this  section  to  be 
somewhat  of  a  bottleneck. 

The  shariT  curves  and  heavy  grade 
reduced  the  speed  of  trucks  to  such  a 


State  highway  was  built.  In  1hi' 
rough,  steep  terrain  of  the  southerly 
liaif  of  the  itroject,  this  has  resulted 
in  numerous  heavy  cuts  and  fills.  The 
heaviest  cut  which  is  at  the  summit 
between  Station  200  and  Statio]i  212, 
has  a  maximum  depth  of  93  feet  and 
the  new  grade  is  about  50  feet  lower 
than  that  of  the  old  highway. 

The  oi-iginal  county  road,  the  first 
State  Highway  construction  and  the 
construction  now  under  way,  all  cross 
this  summit  at  the  same  location  and 
a  .striking  contrast  is  presented  be- 
tween   the    trail-like    remains    of    the 


PROPOSED   RELOCATION 

OUTLET  CREEK    TO  REEVES  CREEK 

AND 

ELEVEN  OAKS    TO    WILLITS 


miles.  The  second  has  for  its  primary 
object  the  replacement  of  a  narrow 
concrete  bridge  over  Baeehtel  Creek 
in  a  right  angle  turn,  and  also  calls 
foi-  the  elimination  of  ten  other  curves 
aggi-egating  270  degrees  of  curvature 
with  a  nunimnm  radius  of  1")0  feet 
i?i  a  distance  of  1.1  miles. 

The  Outlet  Creek-Ree\es  CVeek  job, 
located  about  three  miles  north  of 
Willits,  will  cost  approximatel.v  $200,- 
000  and  will  replace  on  a  modern 
standard  the  old  Oil  Well  Hill  grade 
which  was  constructed  by  the  State  in 
1917.  Previous  to  the  first  construc- 
tion, the  old  county  road,  which  was 


point  that  the  average  driver  who  had 
the  misfortune  to  be  behind  one  of 
these  trucks  was  faced  with  one  of 
two  alternatives;  to  stay  where  he 
was  and  enjo.v  the  scenery  at  his 
leisui'c,  or  take  the  chance  of  passing 
where  sight  distance  was  poor.  Im- 
])atience  being  a  trait  of  the  average 
driver,  the  second  decision  predomi- 
nated, with  the  result  that  there  were 
many  accidents  and  several  fatalities 
on  this  section. 

The  new  location  is  very  close  to 
the  old  State  highway  and  in  general 
cuts  through  the  ])oints  and  acro.ss  the 
canyons    around    -which    the    oiiginal 


county  road  and  the  present  roadway 
30  feet  wide  and  nearly  100  feet 
lower. 

Prom  a  construction  standpoint  the 
most  interesting  d.etail  of  the  work  is 
the  typical  cross-section  of  the  im- 
provement. This  is  designed  for  a 
i-oadbed  30  feet  wide  with  no  side 
ditches.  The  customary  berms  are 
])rovide(l  on  the  low  side  of  fills  on 
curves.  Drainage  is  taken  care  of  by 
leading  water  down  the  surfaced  edge 
of  tlie  road  to  frequent  metal  pipe 
culvei-ts.  Where  the.se  are  placed  iu 
cut  sections,  drop  inlets  with  cast  steel 

(•'ontimipd  nri  page  20) 


[Six! 


{May  19)7)   Califovtiia  Highivays  and  Public  Works 


These    pictures   show   sections   of    Redwood    Highway    in    Mendocino    County   which    are   being    standardized   to   eliminate   dangerous 
[  curves.     Upper:    Section  from   Outlet  Creek  to    Reeves  Creek,  showing  crooked  alignment  of  old  road.     Center:   Outlet  Creek  to   Reeves 
1  Creek,  showing   new   alignment   and   bridge   across   Outlet   Creek    in   distance.     Lower:    Another  section  of  road  on  same   project  showing 
improved  alignment. 


California  Highivays  and  Public  Works  (May  i9)7) 


[Seven] 


Colorful  Show  Features 
Conejo  Grade  Dedication 


By  S.  V.  CORTELYOU,  District  Ensineer 


WITH  pageantiy  and  colorful 
ceremonies  at  3 :30  p.m.  ou 
Saturday,  May  1,  1937,  the 
$570,000  Conejo  Grade  i-ealignment 
on  the  Ventura  Route  near  Camarillo 
in  Ventura  County  wa.s  officially 
opened  to  public  traffic  by  Director  of 
Public  Works  Earl  Lee  Kelly,  acting 
for  Governor  Frank  F.  Merriam. 

Director  Kelly  personality  operated 
the  luige  power  grader  which  pushed 
a  boulder  off  the  traveled  way,  symbol- 
izing the  removal  of  the  last  obstruc- 
tion to  traffic  on  this  newly  construct- 

^1     Lot  13  /'/ 


I 
Frjd  of  Project 


Adolpho  Camarillo  at  the  foot  of  the 
grade.  At  one  of  his  famous  barbe- 
cues Mr.  Camarillo,  scion  of  a  Califor- 
nia pioneer  family,  was  the  genial 
host  to  city,  county  and  State  officials 
and  civic  leaders  and  motion  picture 
celebrities.  The  setting  was  that  of 
the  early  Spanish  days  of  California 
with  Spanish  musicians  and  dancers 
in  costume  entertaining  the  350  guests. 
Leo  Carrillo  was  master  of  ceremonies 
and  entertained  the  gathering  with 
his  humor  and  anecdotes  of  earl.v  Cali- 
fornia  times,    while    Adolpho    Cama- 


Recreational  Club  Orchestra  and  the| 
Oxnard  Municipal  Band. 

PICTURESQUE    CAVALCADE 

Presently  there  came  into  view 
around  one  of  the  curves,  the  Trans- 
portation Cavalcade  sponsored  by  the 
California  Mission  Trails  Association, 
Ltd.,  under  the  direction  of  C.  M.  C, 
Rajnnond,  depicting  progressively  the 
modes  of  transportation  in  vogue 
tliat  country  from  the  time  the  great 
Spanish  explorer  Portola  first  trav- 
eled on  foot  through  Conejo  Pass  in 


f!A\NC/40  ^^CALLEGUAS        & 

Lot  J8  ^  T 

K-^i  i   / 


TSTTSir 


Statu 


Con 


ejo 


%''«% 


V. 


T.?  N.  R.  20   W.    SB.  B.a  M- 

T.  I    N.         ••    I  •• 


0       Sec  I 


-U 


%      CONEJO  ^   M  T.     i 

%  EL.  1811    ^  * 


1ANCH0  I  GUADaLASCA  \  1 

/   Sec  10  \X  Seen 


-A- 


Beg,  of  Project 
Station  0*00 


"^.'^ 


^1$ 

aciir 


To  Los\\Angeles 


j  Sec.  12 

A"  \  NEWBURY      PARK 

Sketch    map    of    Conejo    Grade    realignment    project.      Black  line  shows  new  road;   dotted   line  old  curving   highway. 


ed  higlnvay.  Iiiiiiiciliatcly  after  re- 
moval of  the  boulilcr,  long  caravans 
of  cars  from  both  the  Los  Angeles  and 
Ventura  ends  proceeded  the  length  of 
the  impi-ovement,  thus  putting  in 
service  another  great  link  of  State 
Highway  Route  No.  2  (IT.  S.  No.  101), 
and  eliminating  one  of  the  most 
(laiigri-oiis  stretches  of  the  old  coast 
liigliway  in  its  entire  length. 

in  A)  SPANISH   SETTING 

Till'  (hiy's  festivities  were  com- 
menced at  noon  in  a  large  grove  of 
fine    old    oak   trees   (m    th(>    I'anch    of 


rillo  gave  a  most  informative  and  in- 
teresting talk  on  the  historical  fea- 
tures of  Conejo  Pass. 

Immediately  following  the  barbe- 
cue, the  gathering  rea.ssembled  near 
the  summit  of  the  grade  where  a 
speakers'  stand  with  public  address 
system  had  been  erected.  Thousands 
of  cars  gathered  at  the  barricades  a 
short  distance  on  each  side  of  the 
stands  and  the  occupants  filled  the 
highway  and  covered  the  surrounding 
hill  overlooking  the  ceremonies.  Music 
was  furnished  by  the  Ventura  Junior 
College   Band,    the   Ventura   County 


1669.  to  tlie  streamlined  automobile 
of  1937. 

Adolpho  Camarillo,  the  universally 
beloved  pioneer  of  Ventura  County, 
who  donated  the  right  of  way  for  the 
changed  alignment  on  Conejo  Grade, 
in  his  capacity  of  President  of  the 
Camarillo  Chamber  of  Commerce, 
acted  as  grand  marshal  of  the  caval- 
cade. Among  his  aides  were  Roy  B. 
Witman  and  Leo  Carrillo,  all  mounted 
on  Mr.  Camarillo 's  famous  Arabian 
wliite  hor.ses. 

Brown-i-obed  Franciscan  friars  fol- 

(Contlnued  on  page  20) 


[Eightl 


(May  1937)  California  Highways  and  Public  Works 


Sp^^,, 


^/^s.,V^,/'' 


^lK*'H 


Dedication  of  the  new  Conejo  Grade  was  picturesque  affair.  Upper  right:  Portion  of  Transportation  Pageant.  Center:  Scene 
during  ceremonies  showing  new  alignment  and  in  middle  distance  old  highway  winding  down  grade.  Left  center:  Section  of  com- 
pleted  road   showing   deep  cut.     Lower:    At  bottom   of  Conejo   Grade  showing   new  highway   looking  north  toward  Camarillo. 


California  Hightvays  and  Public  Works   (May  i9}7) 


[Nine] 


Charter  Way  Underpass  In 
Stockton  Opened  To  Traffic 


WITH  Governor  Frank  F.  Mer- 
riam  and  Director  of  Public 
"Works  Earl  Lee  Kelly  as  the 
principal  speakers,  ceremonies  dedi- 
cating and  opening  to  traffic  the  newly 
completed  Charter  Waj^  Underpass  in 
Stockton  were  held  on  Saturday 
morning,  Maj^  8. 

San  Joaquin  County  and  city  offi- 
cials joined  with  representatives  of 
the  State  administration  and  the  Divi- 
sion of  Highways  in  commemorating 
the  occasion. 

The  need  of  safety  on  highways  is 
of  paramount  importance  in  the  build- 
ing of  roads.  Governor  Merriam  said 


By  R.  E.  PIERCE,  District  Ensineer 


Public  Works  and  said  that  the  Divi- 
sion of  Highways  is  committed  to  the 
policy  of  routing  highways  away 
from  school  buildings.  More  Cali- 
fornia school  children  were  killed  in 
highway  accidents  last  year,  he  de- 
clared, than  perishd  in  the  Texas 
school  building  blast  recently.  He 
told  of  the  plan  to  move  the  highway 
at  Gait  west  of  the  high  school  and 
away  from  the  business  district  as  a 
safety  measure  for  children. 

Other  speakers  were  Mayor  Ralph 
W.  Pay  and  C.  P.  Rendon.  Three 
members  of  the   California  Highway 


volume  of  traffic  using  this  route 
Charter  Way  is  in  effect  a  by-pas.s 
to  the  business  district  of  Stockton. 
Connecting  as  it  does  U.  S.  99,  east 
of  the  business  district,  the  main 
route  in  the  interior  valley  of  Cali- 
fornia and  the  State  highway  running 
through  Tracj'  to  San  Francisco  via 
the  Altamont  Pass,  it  will  serve  a 
large  volume  of  passenger  traffic  as 
well  as  the  truck  freiglit  traffic  orig- 
inating southeast  of  Stockton  and 
coming  to  the  Port  of  Stockton,  newly 
built  and  modernly  equipped,  serving 
a  large  number  of  ocean-going 
freighters. 


This  sketch  shows  how  Stockton  grade  separation  project  underpasses  city  streets  and  tracks  of  two  railroads. 


in  a  brief  dedication  address.  He 
said  that  many  highways  are  con- 
structed at  tremendous  expense,  but 
soon  pay  for  themselves  by  cutting 
down  mileage  and  making  travel 
safer  for  motorists.  He  added  that 
sncli  highways  can  not  be  built  in  the 
future  unless  gasoline  tax  funds  are 
zealously  guarded  and  diversion  of 
them  to  purposes  other  than  highway 
construction  and  niainten;mee  is  pi'c- 
vented. 


pr{0'ii:("n.\( 


■iKKii;  riiri,i)ni;N 


Director  Kelly  outlined  the  high- 
way program  of  the  Department  of 


Commission  were  present,  P.  A. 
Stanton  of  Anaheim,  Paul  Jasper  of 
Fortuna,  and  A¥illiam  Hart  of  Cai'ls- 
bad,  as  were  Edward  J.  Neron, 
Deputy  Dii-ector  of  the  Department 
of  Public  Works,  and  State  Adjutant 
General  Harry  H.  Moorehead. 

Following  the  dedication,  the 
uuests  were  entertained  at  a  luncheon 
in  the  Hotel  Wolf. 

Tlie  underpass  carries  State  high- 
way traffic  under  the  tracks  of  the 
Southern  Pacific  and  the  Western 
Pacific  railroads  on  IT.  S.  50  in  the 
southern  part  of  the  city  of  Stockton, 
and  is  an  important  relief  to  a  large 


NEW  UNDERPASS  PLANNED 

Prior  to  the  completion  of  this 
underpass,  traffic  entei-ing  Stockton 
from  the  northeast,  en  route  to  points 
to  the  southwest  preferred  to  cross 
Stockton  via  Miner  Avenue  on  which 
is  located  a  city-built  underpass  under 
the  Southern  Pacific  and  Western 
Pacific  railroads,  rather  than  take  the 
chance  of  a  delay  in  crossing  these 
railroads  at  grade,  on  Charter  Way, 
in  spite  of  the  congested  city  traffic 
tliat  has  to  be  traversed  by  the  other 
route. 

(Continued  on  page  27) 


[Ten! 


(May  19)7)  California  Highways  and  Public  Works 


:?y  ^f 

m 

w^ 

\ 

Scene  at  dedication  of  Charter  Way  Underpass  in  Stockton.  Upper:  Director  of  Public  Works  Earl  Lee  Kelly  addressing  dedi- 
cation crowd  before  ceremony  of  ribbon  cutting.  Center:  Left  to  right:  C.  P.  Rendon,  Louis  Biasotti.  District  Highway  Engineer 
R.  E.  Pierce,  Adjutant  General  H.  H.  Moorehead,  Highway  Commissioner  P.  A.  Stanton,  Chas.  H.  Menzies,  Governor  Frank  F.  Mer- 
riam.  Earl  Lee  Kelly,  Mayor  Ralph  Fay,  Al  Biasotti,  Highway  Commissioner  W.  T.  Hart,  City  Attorney  Thomas  Quinn,  Highway 
Commissioner   Paul    Jasper,  City    Manager   W.    H.    Hogan.      Lower:    Close-up  view  of  underpass. 


California  Hightvays  and  Public  Works   (May  isi?) 


[Eleven] 


State- Wide  Surveys  Covering 
All  Highway  Uses  and  Trends 

At  the  last  annual  convention  of  the  American  Association  of  State  Highway  Officials  held  in  San  Francisco, 
H.  S.  Fairbank,  Chief,  Division  of  Information,  U.  S.  Bureau  of  Public  Roads,  delivered  a  talk  on  the  objects  and 
methods  of  the  State-wide  highway  planning  survey.  California  now  is  engaged  in  making  its  planning  survey  and 
the  subject  of  Mr.  Fairbank's  address  being  still  a  timely  one,  the  following  excerpt  from  his  discussion  is  printed. 

By  H.  S.  FAIRBANK,  U.S.  Bureau  of  Public  Roads 


FORTY  States  are  now  cooper- 
atino'  witli  the  Bureau  of  Public 
Roads  in  State-wide  highway 
planninn:  surveys  which  cover  the 
whole  rui-al  highway  system  and  its 
urban  (onnectious.  They  include  a 
road  inventory,  traffic  surveys,  and  a 
financial  study,  coordinated  to  supply 
all  tlie  facts  needed  for  intelligent 
planning  of  all  the  highways  as  essen- 
tial parts  of  the  transportation  system 
of  the  whole  country. 

In  our  early  highway  planning  we 
limited  the  State  highway  systems  and 
the  Federal  Aid  system  to  direct  con- 
nections between  important  cities, 
which  was  sufficient  to  serve  the 
greater  portion  of  the  motor  vehicle 
traffic;  and  we  adopted  the  "stage- 
construction"  policy,  which  meant 
building  or  improving  all  of  the 
selected  system  to  a  standard  suit- 
able for  immediate  needs,  and  as 
funds  became  more  plentiful,  raising 
these  standards  where  necessary. 

We  have  now  practically  com- 
pleted the  selected  main  highway 
systems,  but  largely  because  of  the 
high  speed  of  modern  traffic  many 
parts  of  the  system  are  inadequate 
in  grades,  alignment,  and  width. 
Moreover  there  is  a  vast  mileage  of 
other  roads  which  require  improve- 
ment, but  to  what  extent  we  do  not 
know. 

NEW    TREND    EVIDENT 

Originally  highways  were  built  with 
funds  from  property  taxes,  but  in  re- 
cent years  motor  vehicle  license  fees 
and  gasoline  taxes  have  relieved  pr(i|)- 
erty  owners  of  that  hnrdcn  almost 
entireh'.  In  fact,  the  need  of  revenue 
for  other  purposes  during  the  de- 
pression inspired  such  raids  on  motor 


[Twelve  I 


vehicle  funds  tliat  a  serious  depletion 
of  highway  revenues  was  halted  onl.v 
by  the  Hayden-Cartwright  Act. 

Highway  administration  shows  a 
new  trend.  Local  authorities  are 
yielding  responsibility  to  State  gov- 
ernments and  the  Federal  Govern- 
ment. Shall  the  Federal  Goveriunent 
assume  full  responsibility  for  a  Fed- 
eral system  of  highways  ? 

The  regulation  and  taxation  of  road 
use  are  problems.  Interstate  traffic 
is  hampered  by  variable  State  laws. 
Commercial  use  of  tlie  roads  is  increas- 
ing. The  altered  relations  of  road  to 
vehicle  and  of  highway  transport  to 
other  forms  of  transport  arouse  spirit- 
ed controversies.  Truck  taxes  have 
no  definite  relation  to  the  loads  car- 
ried, and  other  vehicle  taxes  have  no 
rational  basis. 

REVERSING    ECONOMIC    PICTURE 

Our  people  and  our  industries  are 
located  where  they  are  largely  because 
of  the  concentrative  forces  of  rail- 
roads and  steam  power.  Industry 
needed  transportation,  and  needed 
coal  to  supply  steam  power,  so  cities 
were  located  on  railroads.  Farms, 
which  depended  on  railroads  and 
cities  for  markets,  were  valued  ac- 
cording to  their  proximity  to  rail- 
roads. Highway  transportation  and 
widely  distributed  electric  power,  on 
the  other  hand,  are  diffusive.  They 
are  reversing  the  whole  .social  and 
economic  trend. 

All  these  problems  of  highway 
]ilanning  must  be  solved  on  a  basis 
of  absolute  facts.  The  objective  of 
llicse  surveys  is  to  obtain  such  facts. 

Tlie  inventory  will  reveal  the  actual 
mileage  of  our  highways  and  the  con- 
dition  of   their   surfaces;   sight   dis- 


tances, curvature  and  grades  on  main 
roads ;  and  conditions  at  all  railroad-  i 
highway  grade  crossings  in  rural  ter-  ' 
ritory.  From  the  railroads  and  our 
traffic  survey  parties  we  shall  obtain 
data  on  highway  and  rail  traffic  densi- 
ties, accidents,  and  damage  claims  at 
each  grade  crossing. 

PURPOSE    OP    SURVEYS 

The  inventory  will  show  the  loca- 
tion in  rural  territory  of  dwellings, 
buildings,  and  places  of  all  kinds 
that  are  the  origin  and  destination  of 
highway  traflBc;  roads  used  as  mail 
routes;  routes  of  school  buses,  com- 
mon carrier  buses  and  trucks;  all 
railroads,  routes  of  air  lines,  courses 
of  navigable  streams;  and  stations, 
ports,  and  wharves. 

All  these  data  will  be  classified  in 
statistical  tables  and  charted  on  large- 
scale  maps. 

The  traffic  surveys  will  show  the 
flow  of  traffic  over  all  the  rural  high- 
ways. Precise  measurements  of  the 
weight  and  dimensions  of  various 
kinds  and  sizes  of  vehicles  are  being 
obtained,  generally  at  pit  scales,  to 
provide  data  for  use  in  solving  prob- 
lems of  road  design,  taxation  and  reg- 
ulation of  vehicles. 

CHARACTER    OF    DATA 

One  type  of  origin-and-destination 
slndy  will  show  the  range  of  move- 
ment over  all  roads,  and  the  relative 
interest  in  the  highways  of  city  and 
county  dwellers.  Another,  at  loca- 
tions where  there  are  both  free  and 
toll  facilities,  will  help  us  to  measure 
the  value  that  drivers  put  upon  sav- 
ings of  time  and  distance.  Still  an- 
other will  be  made  of  highway 
routing. 

(Contimicd  on  page  27) 


(May  1937)  California  Highways  and  Public  Works 


Cities  Share  of  Gas  Tax  for  Present  Biennial  Period  $13,311,614.74 


97.408  by  annexations  of  unincoi'- 
lorated  territories  and  by  city  incor- 
orations,  an  increase  of  31,644. 
The  1935  Legi.slatnre  under  section 
94  of  the  .Streets  and  Highways 
Jode  provided  for  participation  in 
he  apportionment  of  cities  incor- 
)orated  subsequent  to  the  1930  Fed- 
ral   census   and   for   annexations   bj' 

District  I 

STREETS  OF  MAJOR 

IMPORTANCE 

Section  194 


(Continued  from  page  1 ) 

cities  of  unincorporated  territories. 
Calculation  of  such  populations  is  de- 
termined by  multiplying  the  number 
of  registered  electors  residing  therein 
by  three. 

Cities  incorporated  subsequent  to 
1930  are :  Indio,  Riverside  County ; 
Westmorland,  Imperial  County ;  Gar- 
dena,  Los  Angeles  County;  Fairfax, 


STATE 
HIGHWAYS 
Section  203 


Fiscal  Year  Fiscal  Year  Biennium 

Ending  Ending  Ending 

:iTY  AND  COUNTY  June  30     1936  June  30,  1937  June  30,  1937 

Del    Norte   County 

Crescent    City    $1,028.98  $1,480.41  $2,823.88 

Humboldt   County 

Areata     $1,022.40  $1,470.93  $2,805.79 

Blue    Lake 332.02  477.68  911.18 

Eureka    9,423.59  13,557.72  25,861.34 

Ferndale     531.85  765.16  1,459.55 

Fortuna     741.23  1,066.41  2,034.16 

Trinidad    -- 64.01  92.10  175.67 

Totals    $12,115.10  $17,430.00  $33,247.69 

Lake  County 

Lakeport $788,49  $1,134,41  $2,163,88 

Mendocino  County 

Fort     Bragg     $1,807,90  $2,601,03  $4,961.45 

Point   Arena    230.32  331.37  632,08 

Ukiah     1,868,92  2,688,81  5,128,91 

Willits   851.92  1,225.64  2,337,93 

Totals    $4,759.06  $6,846.85  $13,060.37 

Totals    District    I $18,691.63  $26,891.67  $51,295,82 


District  II 


Lassen   County 
Susanville    

Modoc    County 
Alturas    

Shasta  County 
Redding    

Siskiyou    County 

Dorris    

Dunsmuir 

Etna 

Fort  Jones 

Montague     

Mt.  Shasta 

Tulelake    

Yreka     

Totals    

Tehama  County 

Corning     

Red     Bluff    

Tehama     

Totals    

Totals  District  II 


$812,42 

$1,398,71 

$2,505.45 

$455,86 
1,561,42 
226,74 
180.67 
303.31 
603.62 


1,316.75 


$1,168,83 

$2,012,31 

$3,604,61 

$655.85 

2,246.43 

326.20 

259.93 

436,38 

868,44 

61.10 

1,894.39 


$4,648,37 

$823.79 

2,104.04 

113.66 

$3,041.49 

$12,406.44 


$6,748,72 

$1,185,18 

3,027,08 

163,53 

$4,375,79 

$17,910.26 


$2,229.54 

$3,838.49 

$6,875.78 

$1,251.03 

4,285.04 

622,23 

495.82 

832.40 

1,656.54 

61.10 

3,599,90 


$12,804,06 

$2,260.74 

5,774,15 

311.93 

$8,346,82 

$34,094,69 


Marin  County ;  Bay  Shore,  San  Mateo 
County ;  Dos  Palos,  Merced  County ; 
and  Tulelake,  Siskiyou  County,  The 
latter  city  was  incorporated  Slarcli  1, 
1937,  and  therefore  is  entitled  to  par- 
ticipate in  the  April,  1937,  quarterly 
apportionment  onlj'. 

The  apportionment  to  cities  by  dis- 
tricts is  as  follows : 

District  III 


CITY  AND  COUNTY 
Butte  County 

Biggs    

Chico    

Gridley    

Oroville 

Totals    

Colusa  County 

Colusa    

Williams     

Totals    

El    Dorado    County 

Placerville    

Glenn    County 

Orland 

Willows 

Totals    

Nevada   County 

Grass  Valley 

Nevada   City 

Totals    

Placer  County 

Auburn    

Colfax    

Lincoln    

Rocklin    

Roseville     

Totals    

Sacramento  County 
North  Sacramento 
Sacramento 

Totals    

Sierra    County 

Loyalton     $500,73 

Sutter  County 

Yuba    City    $2,156,68 

Yolo   County 

Davis     $743,63 

Winters     536,02 

Woodland 3,331.64 

Totals    $4,611,29 


STREETS  OF  MAJOR 
IMPORTANCE 

STATE 
HIGHWAYS 

Sectic 

n  194 

Section  203 

Fiscal  Year 

Ending 

June  30    1936 

Fiscal  Year 

Ending 
June  30,  1937 

Biennium 

Ending 

June  30.  1937 

$276.99 
4,762,65 
1,161,19 
2,212.33 

$398,50 
6,852,02 
1,670,62 
3,182.86 

$760.14 
13,070.24 
3,186.69 
6,071.31 

$8,413.16 

$12,104.00 

$23,088.38 

$1,265.89 
509.10 

$1,821.24 
736.12 

$3,474.01 
1,400,82 

$1,774.99 

$2,557.36 

$4,874.83 

$1,389.13 

$2,037.28 

$3,850.95 

$714,91 
1,210,85 

$1,028.53 
1,742.05 

$1,961.93 
3,322.95 

$1,925.76 

$2,770.58 

$5,284,88 

$2,283,50 
1,017,62 

$3,285.28 
1,464.05 

$6,266,67 
2,792.68 

$3,301,12 

$4,749.33 

$9,059.35 

$1,591,94 
545.60 

1,252.73 
433,13 

3,843,74 

$2,290.31 
784.97 

1,802.30 
623.16 

5,529,98 

$4,368,78 
1,497,32 
3,437,89 
1,188,65 

10,548.44 

$7,667,14 

$11,030.72 

$21,041.08 

$1,254,53 
56,085,65 

$1,804.88 
80,690.48 

$3,442.83 
153,916.99 

$57,340,18 

$82,495.36 

$157,359.82 

$720,41  $1,374.18 

$3,102,82  $5,918,62 


$1,069,85 

771.17 

4,793,23 


$6,634.25 


$2,040.74 
1,471.02 
9,138.15 

$12,649.91 


California  Highways  and  Public  Works   (May  i9i7) 


I  Thirteen] 


Gasoline  Tax  Apportionment  to  the  it 


District  III — Continued 


District  IV— Continued 


STREETS  OF  MAJOR 

IMPORTANCE 

Section  194 


CITY    AND    COUNTY 

Yuba  County 

Marysville    

Wheatland     

Totals    

Totals    District    III  _. 


Fiscal  Year 

Ending 

June  30,  1936 


$3,447.70 


Fiscal  Year 

Ending 

June  30,  1937 


$4,960.21 


286.55 


412.27 


$3,734.25 


$5,372.48 


STATE 
HIGHWAYS 
Section  203 

Biennium 

Ending 

June  30,  1937 

$9,461.60 


$10,247.99 


$92,814.43         $133,574.59         $254,749.99 


District  IV 


Alameda   County 

Alameda   $20,958.38           $30,152,85           $57,516.52 

Albany    5,126.38                7,375.33              14,068.42 

Berkeley 49,121.47             70,671.09            134,805.03 

Emeryville     1,397.51                2,010.59                3,835.20 

Hayward    3,308.31               4,759.66               9,079.05 

Livermore    1,865.93                2,684.52                5,120.73 

Oakland    169,939.83           244,492.56           466,369.31 

Piedmont    5,583.44                8,032.90              15,322.75 

Pleasanton 740.03                1,064.69                2,030.88 

San   Leandro 6,852.91                9,859.30              18,806.59 

Totals    $264,894.19 

Contra    Costa   County 

Antioch $2,696.90 

Concord    673.03 

El    Cerrito    2,315.22 

Hercules 234.51 

Martinez 4,073.46 

Pinole    467.23 

Pittsburg    5,749.16 

Richmond     12,020.58 

Walnut   Creeek    ..,  606.62 

Totals    $28,836.71 

Marin  County 

Belvedere $299.12 

Corte   Madera 614.40 

Fairfax    1,749.88 

Larkspur    742.43 

Mill  Valley 2,491.10 

Ross  810.63 

San    Anselmo    2,781.84 

San  Rafael 4,799.14 

Sausallto    2,193.77 

Totals    $16,482.31 

Napa  County 

Calistoga     $598.25 

Napa    3,850.91 

St.   Helena 946.42 

Totals    $5,395.58             $7,762.64           $14,807.22 

San    Francisco  County 

San    Francisco $379,524.29 

San  Mateo  County 

Atherton $792.08              $1,139.56              $2,173.71 

Bay  Shore 687.39                  988.95               1,886.42 

Belmont    597.65                  859.84               1,637.41 

Burlingame     7,938.73              11,421.45              21,786.41 

Daly  City 5,046.21                7,260.00              13,739.63 

Hillsborough     1,131.29                1,627.58                3,104.61 

Lawndale 220.75                  317.60                  605.83 

Menio    Park    1,348.44               1,940.01               3,700.56 

Redwood    City 5,361.49              7,713.58             14,713.65 


$381,103.49 

$726,954.48 

$3,880.03 

$7,228.93 

968.29 

1,847.00 

3,330.91 

6,353.70 

337.39 

643.57 

5,860.49 

11,135.15 

672.22 

1,282.24 

8,271.30 

15,777.52 

17,313.56 

33,007.85 

872.75 

1,664.77 

$41,506.94 

$78,940.73 

$430.34 

$820.88 

883.95 

1,686.11 

2,517.54 

4,802.21 

1,068.12 

2,037.45 

3,583.94 

6,836.37 

1,166.25 

2,224.61 

4,002.26 

7,634.29 

6,904.52 

13,170.38 

3,156.18 

6,020.42 

$23,713.10 

$45,232.72 

$860.70 

$1,641.78 

5,540.32 

10,568.14 

1,361.62 

2,597.30 

$546,021.91      $1,041,536.18 


STREETS  OF  MAJOR 

IMPORTANCE 

Section  194 

Fiscal  Year 


$3,107.12 

974.31 

11,581.56 

5,330.31 


Fiscal  Year 
Ending 

CITY  AND  COUNTY  June  30,  1936        June  30,  1937 

San    Bruno $2,159.68 

San    Carlos    677.22 

San    Mateo    8,050.01 

So.   San    Francisco-  3,704.94 

Totals    $37,715.88 

Santa   Clara   County 

Alviso    $227.93 

Gilroy    2,095.06 

Los   Gatos   1,895.25 

Morgan    Hill 543.21 

Mountain    View 1,979.00 

Palo  Alto 8,199.28 

San    Jose    37,104.47 

Santa   Clara    3,770.16 

Sunnyvale    1,850.97 

Totals    $57,665.33 

Santa  Cruz  County 

Santa  Cruz $8,611.77 

Watsonville 5,169.45 

Totals    $13,781.22 

Sonoma    County 

Cloverdale    $454.06 

Healdsburg    1,373.58 

Petaluma    4,932.55 

Santa   Rosa 6,362.95 

Sebastopol   1,054.11 

Sonoma     586.29 

Totals    $14,763.54 

Totals  District  IV $819,059.05 


STATE 
HIGHWAYS 
Section  203 

Biennium 

Ending 

June  30,1937 

$5,926.84 

1,858.50 

22,089.62 

10,167.55 


$54,261.87 

$103,390.74 

$327.92 

$625.50 

3,014.17 

5,749.52 

2,726.70 

5,201.19 

781.52 

1,490.75 

2,847.19 

5,431.01 

11.907.76 

22,603.11 

53,382.24 

101,789.38 

5,424.13 

10,346.52 

2,662.99 

5,079.65 

$83,074.62 

$158,316.63 

$12,389.75 

$23,633.45 

7,437.29 

14,132.50 

$19,827.04 

$37,765.95 

$653.28 

$1,246.10 

1,976.16 

3,769.54 

7,096.45 

13,536.49 

9,154.38 

17,461.97 

1,516.55 

2,892.82 

843.49 

1,608.96 

$21,240.31 

$40,515.88 

$1,178,511.92      $2,247,460.53 


District  V 

Monterey  County 

Carmel     $1,352.03 

King    City    887.20 

Monterey    5,468.58 

Pacific  Grove 3,325.05 

Salinas    6,260.06 

Soledad   355.36 

Totals    $17,648.28 

San  Benito  County 

Hollister   $2,247.62 

San  Juan  Bautista  _  461.84 

Totals    $2,709.46 

San  Luis  Obispo  County 

Arroyo    Grande    __.  $533.63 

Paso    Robles    1,539.29 

San    Luis  Obispo   __  4,951.10 

Totals    $7,024.02 

Santa   Barbara  County 

Lompoc $1,702.01 

Santa   Barbara 20,108.88 

Santa   Maria 4,221.83 

Totals    $26,032.72 

Totals   District   V $53,414.48 


$1,945.18 
1,276.41 
7,867.65 
4,783.76 
9,006.35 
511.26 


$3,710.42 
2,434.76 

15,007.53 
9,125.02 

17,142.96 
975.22 


$25,390.61 

$48,395.91 

$3,233.65 
664.46 

$6,168.18 
1,267.45 

$3,898.11 

$7,435.63 

$767.74 
2,214.57 
7,123.14 

$1,464.46 
4,224.30 
13,587.39 

$10,105.45 

$19,276.15 

$2,448.70 
28,930.65 
6,073.94 

$4,670.88 
55,185.19 
11,586.04 

$37,453.29 

$71,442.11 

$76,847.46        $146,549.80 


[Fourteen] 


(May  19 }7)  California  Highivays  and  Public  Works 


ts  for  Biennium  Ending  June  f(^. 


District  VI 


CITY  AND  COUNTY 

Fresno  County 

Coalinga 

Clovis    

Firebaugh    

Fowler 

Fresno  

Kingsburg    

Parlier    

Reedley 

Sanger    

San  Joaquin 

Selma 

Totals    

Kern  County 

Bakersfleld  - 

Delano 

Maricopa    

Taft   

Tehachapl    

Totals    

Kings  County 

Corcoran    

Hanford    

Lemoore 

Totals    

Madera  County 

Chowchilla     

Madera    

Totals    

Tulare  County 

Dinuba    

Exeter   

Lindsay    

Porterville    

Tulare   

Visalia 

Totals    

Totals   District  VI  __ 


STREETS  OF  MAJOR 

STATE 

IMPORTANCE 

HIGHWAYS 

Section  194 

Section  203 

Fiscal  Year 

Fiscal  Year 

Biennium 

Ending 

Ending 

Ending 

June  30,  1936 

June  30,  1937 

June  30,1937 

$1,705.59 

$2,453.84 

$4,680.70 

787.30 

1,132.68 

2,160.58 

302.72 

435.52 

830.75 

700.55 

1,007.88 

1,922.53 

31,424.71 

45,219.92 

86,245.90 

790.89 

1,137.85 

2,170.45 

337.41 

485.44 

925.97 

1,548.86 

2,228.35 

4,250.57 

1,774.99 

2,553.70 

4,871.16 

97.52 

140.29 

267.61 

1,822.86 

2,622.55 

5,002.52 

$41,293.40 

$59,418.02 

$113,328.74 

$15,563.39 

$22,391.07 

$42,710.95 

1,574.59 

2,265.36 

4,321.17 

640.72 

921.81 

1,758.34 

2,059.17 

2,962.52 

5,651.01 

440.31 

633.47 

1,208.35 

$20,278.18 

$29,174.23 

$55,649.82 

$1,057.71 

$1,521.72 

$2,902.67 

4,204.47 

6,048.98 

11,538.42 

836.94 

1,204.12 

2,296.86 

$6,099.12 

$8,774.82 

$16,737.95 

$506.71 

$729.01 

$1,390.58 

2,790.83 

4,015.16 

7,658.93 

$3,297.54 

$4,744.17 

$9,049.51 

$1,775.61 

$2,554.55 

$4,872.81 

1,606.29 

2,310.98 

4,408.19 

2,320.00 

3,337.79 

6,366.82 

3,172.50 

4,564.29 

8,706.37 

3,713.32 

5,342.36 

10,190.55 

4,345.06 

6,251.24 

11,924.24 

$16,932.78 

$24,361.21 

$46,468.98 

$87,901.02 

$126,472.45 

$241,235.00 

District  VII 


Los  Angeles  County 

Alhambra     $17,631.53 

Arcadia 3,120.45 

Avalon     1,134.88 

Azusa     2,876.37 

Bell     4,716.57 

Beverly    Hills 10,426.85 

Burbank 9,967.99 

Compton     7,487.66 

Covina     1,659.54 

Culver    City    3,391.47 

Claremont    1,626.63 

El    Monte    2,081.31 

El   Segundo 2,095.66 

Gardena    4,214.05 

Glendale    37,531.62 

Glendora 1,651.76 

Hawthorne    3,946.04 

Hermosa  Beach  ...  2,869.20 


$25,366.51 

$48,386.57 

4,489.40 

8,563.51 

1,632.75 

3,114.48 

4,138.24 

7,893.69 

6,785.75 

12,943.81 

15,001.11 

28,614.60 

14,340.95 

27,355.35 

10,772.51 

20,548.54 

2,387.57 

4,554.28 

4,879.30 

9,307.26 

2,340.24 

4,464.01 

2,994.36 

5,711.77 

3,015.03 

5,751.17 

6,062.76 

11,564.70 

53,996.77 

102,998.79 

2,376.39 

4,532.96 

5,677.17 

10,829.19 

4,127.91 

7,873.98 

District  VII— Continued 

STREETS  OF  MAJOR  STATE 

IMPORTANCE  HIGHWAYS 

Section  194  Section  203 

Fiscal  Year  Fiscal  Year  Biennium 

Ending  Ending  Ending 

CITY   AND   COUNTY  June  30,  1936  June  30,  1937  June  30.  1937 

Huntington  Park...  $14,711.49  $21,165.43  $40,373.04 

Inglewood     12,815.04  18,437.02  34,814.85 

La  Verne 1,710.99  2,461.60  4,695.50 

Long  Beach 85,280.70  122,693.42  233,942.98 

Los   Angeles 742,170.24  1,067,760.93  2,036,713.43 

Lynwood     4,380.97  6,302.91  12,022.78 

Manhattan   Beach   .  1,131.29  1,627.58  3,104.61 

Maywood    4,064.49  5,847.59  11,154.25 

Monrovia    6,514.90  9,373.00  17,878.99 

Montebello    3,289.17  4,732.12  9,026.52 

Monterey  Park 3,832.36  5,513.64  10,517.25 

Pasadena     45,658.20  65,711.44  125,281.03 

Pomona    _ 12,445.93  17,905.97  34,155.61 

Redondo    Beach    _..  5,591.83  8,044.95  15,345.73 

San    Fernando 4,526.93  6,512.90  12,423.36 

San  Gabriel 4,366.61  6,282.24  11,969.70 

San    Marino    2,231.46  3,210.40  6,123.84 

Santa    Monica    22,222.48  31,971.50  60,985.60 

Sierra    Madre 2,123.77  3,055.48  5,828.33 

Signal  Hill 1,754.06  2,523.57  4,813.71 

South    Gate 11,744.79  16,897.24  32,231.46 

South    Pasadena    _.  8,213.93  11,817.38  22,541.65 

Torrance    5,284.91  7,603.41  14,218.65 

Vernon    759.18  1,092.23  2,083.43 

West    Covina    549.79  790.98  1,481.47 

Whittier   8,867.22  12,767.35  24,344.56 

Totals    $1,134,672.31  $1,632,487.00  $3,113,080.99 

Orange  County 

Anaheim     $6,588.50  $9,478.87  $18,077.67 

Brea   1,456.73  2,095.80  3,997.74 

Fullerton    6,496.96  9,347.18  17,829.75 

Huntington    Beach.  2,207.53  3,175.97  6,058.16 

Laguna   Beach 1,185.13  1,705.04  3,252.36 

La    Habra    1,359.82  1,956.37  3,731.77 

Newport   Beach   ...  1,317.95  1,896.12  3,616.85 

Orange    4,825.45  6,942.40  13,242.61 

Placentia    960.78  1,382.29  2,636.70 

San    Clemente    399.03  574.08  1,095.06 

Santa  Ana 18,140.04  26,098.10  49,782.09 

Seal  Beach 691.57  994.96  1,897.88 

Tustin   553.98  797.01  1,520.30 

Totals    $46,183.47  $66,444.19  $126,738.94 

Ventura  County 

Filimore    $1,730.73  $2,490.00  $4,749.68 

Ojai    878.23  1,263.51  2,410.13 

Oxnard    3,759.98  5,409.49  10,318.59 

Santa    Paula 4,458.13  6,413.92  12,234.56 

Ventura    6,941.46  9,986.68  19,049.58 

Totals    $17,768.53  $25,563.60  $48,762.54 

Totals   District  VII  ..  $1,198,624.31  $1,724,494.79  $3,288,582.47 

District  VIII 

Riverside  County 

Banning    $1,646.38  $2,374.94  $4,524.48 

Beaumont    796.87  1,146.45  2,186.85 

Corona 4,198.50  6,040.38  11,522.02 

Elsinore    807.63  1,161.95  2,216.41 

Hemet     1,337.08  1,923.66  3,669.37 

Perris    456.46  656.71  1,252.67 

Riverside    17,765.55  25,559.29  48,754.35 

San  Jacinto 805.23  1,158.50  2,209.83 

Totals    $27,813.70  $40,021.88  $76,335.98 


California  Highways  and  Public  Works    (May  1937) 


[Fifteen] 


District  VIII— Continued 

STREETS  OF  MAJOR  STATE 

IMPORTANCE  HIGHWAYS 

Section  194  Section  203 

Fiscal  Year         Fiscal  Year  Biennium 

Ending                  Ending  Ending 

CITY  AND  COUNTY          June  30.  1936         June  30,  1937  June  30,1937 

San   Bernardino  County 

Chino $1,865.33              $2,683.66  $5,119.08 

Colton     4,794.35                6,897.63  13,157.23 

Needles   1,880.89                2,706.04  5,161.75 

Ontario    8,125.99              11,690.86  22,300.32 

Redlands 8,481.35              12,202.12  23,275.54 

Rialto     982.32                1,413.28  2,695.81 

San   Bernardino  _._            23,149.77             33,544.47  63,547.83 

Upland    2,819.53                4,056.48  7,737.72 

Totals    $52,099.53           $75,194.54  $142,995.28 

Totals    District    VIII  _          $79,913.23         $115,216.42  $219,331,26 


District  X— Continued 


District  IX 


Inyo   County 
Bishop 


Totals   District   IX  .._ 


Amador 

Amador  City  __ 

Jackson  

Plymouth   

Slitter  Creek  __ 

Totals    

Calaveras  County 

Angels     

Mariposa   County 

Hornitos 

Merced   County 

Atwater    

Dos    Palos 

Gustine 

Livingston 

Los   Banos   

Merced    

Totals    

Sacramento    County 

Isleton    $1,738.51 

San   Joaquin 

Lodi    $4,060.90 

Manteca    965.56 

Stockton     28,693.73 

Tracy     2,290.69 

Totals    $36,010.88 


$693.37 

$997.55 

$1,902.82 

$693.37 

$997.55 

$1,902.82 

District  X 

$102.31 

1,199.49 

205.20 

606.01 

$147.18 

1,725.70 

295.22 

871.89 

$280.74 

3,291.78 

563.13 

1,663.12 

$2,113.01 

$3,039.99 

$5,798.77 

$547.40 

$787.55 

$1,502.25 

$37.09 

$53.37 

$101.79 

$548.59 

556.37 

607.82 

480.39 

1,121.71 

4,227.22 

$789.26 

800.45 

874.47 

691.15 

1,613.81 

6,081.69 

$1,505.52 
1,357.37 
1,668.05 
1,318.36 
3,078.34 

11,600.82 

$7,542.10 

$10,850.83 

$20,528.46 

$2,501.19 

$5,942.02 
1,389.16 

41,281.67 
3,295.61 

$51,908.46 


$4,622.31 

$11,244.02 

2,649.82 

78,744.75 

6,286.37 

$98,924.96 


STREETS  OF  MAJOR 

IMPORTANCE 

Section  194 


Fiscal  Year 
Ending 

CITY    AND    COUNTY  June  30.  1936 

Solano  County 

Benicia    $1,742.69 

Dixon     598.24 

Fairfield    676.62 

Rio  Vista 783.10 

Suisun 541.42 

Vacaville    930.87 

Vallejo 8,800.31 

Totals    $14,073.25 

Stanislaus  County 

Ceres    $586.88 

Modesto    8,291.70 

Newman 759.18 

Oakdale 1,263.50 

Patterson    541.43 

Riverbank    480.39 

Turlock 2,558.09 

Totals    $14,481.17 

Tuolumne  County 

Sonora     $1,362.80 

Totals    District    X $77,906.21 


Fiscal  Year 

Ending 

June  30,  1937 


$2,507.21 

860.71 

973.45 

1,126.65 

778.93 

1,339.25 

13,148.88 


STATE 
HIGHWAYS 
Section  203 

Biennium 

Ending 

June  30,  1937 


$4,782.50 
1,641.78 
1,856.86 
2,149.09 
1,485.81 
2,554.61 

24,595.94 


$20,735.08 

$844.34 

11,929.28 

1,092.22 

1,817.80 

778.93 

691.14 

3,680.35 

$39,066.59 

$1,610.58 
22,751.80 
2,083.43 
3,467.45 
1,485.83 
1,318.34 
7,020.25 

$20,834.06 
$1,960.67 

$39,737.68 
$3,739.97 

$112,671.20         $214,022.78 


District  XI 


Imperial   County 

Brawley    $6,245.10  $8,984.83 

Calexico    3,768.36  5,421.54 

Calipatria     929.67  1,337.52 

El    Centro    5,045.62  7,259.13 

Holtville    1,051.72  1,513.11 

Imperial    1,162,39  1,672.34 

Westmorland     883.02  1,270.38 

Totals    $19,085.88  $27,458.85 

Riverside  County 

BIythe    $610.21  $877.91 

Indio    1,556.04  2,238.69 

Totals    $2,166.25  $3,116.60 

San   Diego  County 

Chula     Vista     $2,314.61  $3,330.05 

Coronado    3,245.49  4,669.28 

El    Cajon    628.16  903.73 

Escondido     2,046.60  2,944.45 

La   Mesa 1,503.40  2,162.94 

National  City 4,367.80  6,283.96 

Oceanside     2,102.24  3,024.49 

San    Diego 88,539.36  129,541.22 

Totals    $104,747.66  $152,860.12 

Totals  District  XI  ___  $125,999.79  $183,435.57 


$17,138.55 
10,341.58 
2,551.33 
13,846.78 
2,886.26 
3,189.98 
2,423.27 

$52,377.75 

$1,674.61 
4,270.28 

$5,944.89 

$6,352.04 
8,906.67 
1,723.87 
5,616.54 
4,125.80 
11,986.64 
5,768.13 
245,139.41 

$289,619.10 

$347,941.74 


Autos  Add  to  Realty  Values 

Motor  veliicles  are  directly  respon- 
sible for  5.35  per  cent  of  urban  real 
estate  tax  revenues,  it  is  indicated  in 
a  survey  made  by  the  Bureau  of  Busi- 
ness Research  of  Boston  University. 
The  bureau,  selecting  the  to^vn  of 
Winchester,  Mass.,  with  12,719  popu- 
lation,   found    that    assessments    on 


buildings  totaled  $603,450  in  1935,  of 
which  $32,291,  or  5.35  per  cent,  was 
tax  receipts  from  public  and  private 
garages,  filling  stations,  and  auto- 
mobile sales  rooms. 

The  bureau  did  not  consider  land 
values  in  its  survey.  It  is  believed 
that  had  it  done  so  the  percentage  of 
real  estate  taxes  derived  from  motor 
vehicles   would    probably   have   been 


larger,  for  driveways  and  garages  oc- 
cupy from  one-quarter  to  one-third  of 
the  land  in  residential  communities. 


"Ho.skins,  tlie  cook  advisps  me  that  you 
were  badly  intoxicated  last  night  and  that 
you  were  trying  to  roll  a  barrel  out  of  the 
basement.     Can  this  be  true?" 

"Yes,  my  lord." 

"And  where  was  I  during  this  time?" 

"In  tbe  ban-el,  my  lord." 


[Sixteen! 


(May  1937)  California  Highways  and  Public  Works 


Fiesta  Celebration  Will  Mark 
Golden  Gate  Bridge  Opening 


(Cniitimied  from  page  2) 


Higlnvay  District.  They  are  San 
Francisco,  Marin.  Sonoma.  Napa, 
Mendocino  and  Del  Norte. 

Finally  tlie  completed  plans  for  the 
bridge  were  submitted  by  Chief  Engi- 
neer Joseph  B.  Strauss  and  adopted 
by  tile  district  directors,  who  proposed 
a  bond  election  after  the  engineer  had 
assured  them  that  the  project  could 
be  completed  within  a  cost  of  thirty- 
tive  million  dollars. 

DRILL  THROUGH  SOLID  ROCK 

The  most  difficult  part  of  the  pro- 
ject centered  about  erection  of  the 
south  pier,  located  in  the  open  seawav 
off  Fort  Wintield  Scott. 

Diamond  drill  borings  had  indi- 
cated a  solid  rock  foundation,  but  the 
hardness  of  this  rock  was  not  appre- 
ciated until  the  work  of  excavation 
was  commenced.  This  work  involved 
the  use  of  specially  designed  high  ex- 
plosive bombs,  which  were  driven 
into  the  rock  bottom,  then  detonated. 

First  an  area  of  ap|n-oxiniately  an 
acre  had  to  be  leveled  off.  Then  it 
was  necessary  to  go  down  into  the 
rock  an  average  depth  of  35  feet  to 
provide  suitable  footings  for  the  pier. 

The  job  required  months  of  ardu- 
ous labor,  some  during  the  winter, 
when  workers  were  forced  to  perform 
their  tasks  as  seas  and  chilling  winds 
beat  against  them. 

"While  this  work  was  under  way.  the 
north  pier  on  the  Marin  shore  at 
I>ime  Point  had  been  completed  and 
the  mighty  74r)-foot  steel  tower  erect- 
ed on  it. 

"When  the  towers  were  completed, 
work  on  the  concrete  and  steel  anchor- 
ages at  either  side  of  the  Golden  Gate 
had  ]irogressed  to  the  point  where 
they  were  in  readiness  to  receive  the 
parallel  wire  cables,  each  36i  inches 
in  diameter,  the  largest  suspension 
bridge  cables  in  the  history  of  this 
type  of  construction. 

Tlie  anchorage  blocks,  huge  con- 
crete monoliths,  in  which  are  imbed- 
ded steel  reinforcing  bars  and  the 
eye-bars,  to  which  the  cables  are  at- 
tached, each  weigh  approximately 
64,000  tons  and  each  is  so  designed 
that  the  weight  of  the  bridge  struc- 
ture upon  it  exerts  its  pull  against 
the  solid  rock  in  which  it  is  imbedded. 


This  pull  at  each  anchorage  is  63.- 
000.000  pounds,  or  half  what  the  an- 
chorages are  capable  of  supporting. 

Between  the  anchorages  and  towers 
the  cables  are  supported  by  pylons, 
through  which  they  run. 

SIX    IIIOHW.'VY   LANES 

On  the  north  side  the  pjdons  are 
part  of  the  anchorage  structure,  but 
on  the  south  side  the  pylons  are  dis- 
tinct structures,  between  which  a 
gigantic  arch  spans  Fort  "Winfield 
Scott,  making  the  preservation  of 
this  historic  structure  possible. 

The  cable  construction,  which  re- 
quired the  use  of  more  than  80.000 
miles  of  specially-drawn,  galvanized 
steel  wire — sufficient  to  encircle  the 
earth  three  and  one-half  times,  was  let 
to  the  John  A.  R.oeblings'  Sons  Com- 
pany, builders  of  the  Brooklyn  Bridge 
and  contractors  for  the  cable  erection 
on  the  George  "Washington  Bridge. 

The  Bethlehem  Steel  Company 
erected  the  suspended  structure  and 
last  November  the  two  sections  built 
out  from  each  tower  joined  each  other 
at  the  center  of  the  span. 

The  completed  Golden  Gate  Bridge 
has  six  highway  traffic  lanes,  flanked 
on  either  side  by  lOi-foot  sidewalks 
for  pedestrian  traffic. 

EARTHQU.\KF.  PROOF 

As  in  the  ease  of  the  San  Francisco- 
Oakland  Bay  Bridse  the  possible  ef- 
fect of  earthquakes  was  thoroughly 
considered  in  designing  the  Golden 
Gate  Bridge,  which  its  engineers  de- 
clare is  constructed  to  withstand  a 
far  more  serious  earthquake  shock 
tlian  ever  lias  been  known  in  this  or 
any  other  area. 

At  the  same  time  wind  pressings 
were  taken  into  account  during  the 
designing  of  the  span,  which  has  a 
safety  factor  of  2.6  at  a  wind  velocity 
of  90  miles  an  hour.  The  greatest 
recorded  wind  velocity  at  the  Golden 
Gate  is  .58  miles. 

Expansion  and  contraction  of  the 
long  steel  span  also  is  amply  provided 
for.  so  that  the  bridge  may  raise  or 
lower  itself  16  feet  as  influenced  by 
heat  or  cold. 

T'^nlike  the  San  Francisco-Oakland 
Bay  Bridge,  the  Golden  Gale  Bridge, 


Waldo  Approach 
Is  State's  Share 

of  Gate  Bridge 

(Continued  from  page  4  ) 

to  two  traffic  lane  capacity,  due  to 
combined  light  travel  and  prohibitive 
construction  costs.  This  particular 
area,  however,  is  so  shaken  by  earth- 
quakes of  the  past  and  is  located  so 
close  to  a  major  earthquake  fault, 
that  the  disturbance  of  its  present 
equilibrium  with  the  heavy  cuts  and 
fills  required,  provides  unpredictable 
damage  fi'om  slides. 

Provision  for  stable  foundations 
for  the  heavy  fills  required  removal  of 
soft  material  to  depths  of  as  much  as 
forty  feet,  with  rock  backfill  and  other 
special  drainage  provisions. 

It  is  probable  that  this  section  of 
highway  will  not  become  fully  stabil- 
ized for  a  number  of  years  to  come, 
but  the  achievement  in  opening  it  to 
traiflc  with  the  Golden  Gate  Bridge  is 
one  of  the  remarkable  features  of  the 
project  as  a  whole. 

The  construction  of  this  northerly 
approach  to  the  bridge  is  one  of  the 
largest  single  projects  for  road  con- 
.struction  entered  into  by  the  Division 
of  Highways.  The  yardage  of  road- 
wav  excavation  was  estimated  origi- 
nally at  1.813.000  cubic  yards,  with 
anticipated  slides  set  as  a  variable 
quantity.  The  anticipation  that  .slides 
would  develop  into  a  serious  problem 
has  been  borne  out  by  the  fact  that 
by  April  1.  with  construction  only 
about  85  per  cent  complete,  slides  had 
increased  material  removal  to  the 
point  that  a  total  of  more  than  2.500,- 
000  cubic  yards  of  roadway  excava- 
tion had  been  moved. 

The  unusual  size  of  the  project  is 
also  shown  by  the  fact  that  the  work 
included  over  50.000  cubic  yards  of 
tunnel  excavation.  436.000  pounds  of 
reinforcing  steel.  1.000.000  pounds  of 
structural  steel  and  over  21.000  lineal 
feet  of  corrugated  metal  culverts  and 
underdrains. 

while  iif  a  iniblic  nature,  is  not  a  State 
project.  It  has  been  built  and  will  be 
operated,  until  such  time  as  it  is  made 
toll  free,  by  the  Golden  Gate  Bridge 
and  Highway  District,  a  subdivision 
of  the  State  government  consisting  of 
the  six  counties  of  San  Francisco, 
IMarin.  Sonoma,  Napa,  Mendocino  and 
Del  Norte. 


California  Hightvays  and  Public  Works    (May  i9}7) 


[Seventeen] 


Completion  of  Manchester  Blvd. 
Fruition  of  13  Years  of  Effort 


By  JULIEN  D.  ROUSSEL 

Secretary,  California  Highway  Commission 


THE  last  unit  of  the  Manchester 
Boulevard  Route,  (State  High- 
way Route  No.  174)  was  for- 
mally dedicated  for  public  use  by 
Highway  Commissioner  P.  A.  Stanton 
and  Director  of  Public  Works  Earl 
Lee  Kellv  at  Anaheim  on  Friday, 
April  30th. 

This  route  extends  ea.sterly  from 
State  Route  No.  60  in  Los  Angeles 
County  at  Playa  del  Rey,  through  the 
cities  of  Inglewood,  Los  Angeles  and 
South  Gate,  thence  southeasterly  in  a 
direct  line  through  the  communities 
of  Downey,  Norwalk  and  Buena  Park, 
and  through  the  southwesterly  corner 


nent  citizen  and  developer  of  Orange 
County. 

MR.  STANTON  CUTS  REBBON 

Following  a  brief  address  by  Mr. 
Stanton,  other  prominent  visitors,  in- 
cluding Justus  F.  Craemer,  Assistant 
Director  of  Public  Works;  Highway 
Commissioners  William  T.  Hart  of 
San  Diego  County  and  Paul  G.  Jasper 
of  Humboldt  County,  Julien  D.  Rous- 
sel.  Secretary  of  California  Highway 
Commission ;  C.  C.  Carleton,  Chief  of 
Division  of  Right  of  Way  and  Con- 
tracts, L.  V.  Campbell,  Engineer  of 
City  and  Cooperative  Projects,   and 


the  completion  of  the  program.  There 
were  approximately  one  hundred  fifty 
persons  in  attendance  at  the  luncheon 
held  in  conjunction  with  the  Ana- 
heim Lions  Club. 

Commissioner  Stanton,  in  his  re- 
marks, recalled  the  history  of  the 
road  which  started  with  the  formation 
of  the  Greater  Maneliester  Avenue 
Improvement  Association  in  1924. 

He  said: 

"Although  only  partially  com- 
pleted several  months  ago  this  road 
carried  as  many  as  five  hundred 
vehicles  per  day.    That  number  has 


Improved  sections  of  Manchester  Boulevard  and   Firestone    Boulevard,  which  is  part  of  former.     Dotted  line  shows  old  route. 


of  the  city  of  Anelieim,  connecting 
with  State  Route  2  (U.  S.  101)  in 
Orange  County  at  Miraflores,  and 
makes  a  total  distance  of  33.01  miles. 
The  opening  ceremony  was  held  at 
the  intersection  of  Manchester  Boule- 
vard and  Broadway  in  the  city  of 
Anaheim.  Caravans  from  other  cities 
met  at  the  scene  of  the  dedication. 
After  musical  numbers  by  the  Ana- 
lieim  High  School  band,  an  address  of 
welcome  was  given  by  Mayor  Charles 
H.  Mann  of  Anaheim,  who  presented 
the  first  speaker,  Mr.  Phil  A.  Stan- 
ton, senior  member  of  the  California 
Highway  Commission,  a  resident  of 
that  city  and  for  many  years  a  promi- 


other  prominent  State,  County  and 
City  officials  were  introduced. 

Mr.  Kelly  then  made  a  short  ad- 
dress preceding  the  dedication  cere- 
mony. 

In  deference  to  Mr.  Stanton's  long 
years  of  service  on  behalf  of  better 
highways,  Mr.  Kelly  then  delegated 
to  him  the  honor  of  formally  dedicat- 
ing this  highway  by  cutting  the  rib- 
bon, which  had  been  extended  across 
the  road  by  Virginia  Myer  of  Norwalk 
and  Betty  Ruth  Boney  of  Anaheim. 

STARTED  IN  1924 

The  meeting  then  adjourned  to  the 
Anaheim  Elks  Club  for  luncheon  and 


Qow  increased  to  where  nine  thou- 
sand cars  per  day  pass  over." 

MAJOR  STATE  ARTERY 

"Already  a  major  State  artery," 
Mr.  Stanton  said,  "the  highway  rep- 
resents one  of  the  most  progressive 
steps  taken  for  this  vicinity.  It  is  my 
hope  that  before  my  present  term  of 
office  shall  expire  that  I  will  see  a 
fourth  lane  constructed  along  the  en- 
tire distance  of  thirty-three  miles." 

Mr.  Kelly,  in  his  remarks,  paid 
tribute  to  Mr.  Stanton 's  work  in  spon- 
soring the  road.  He  sjioke  of  the  im- 
mense growth  of  traffic  in  the  past 

(Continued  on  page  2S) 


[Eighteen] 


(May  i9}7)  California  Highways  and  Public  Works 


Official  guests  at  opening  of  Anaheim  link  of  Manchester  Boulevard.  Upper,  left  to  right:  State  Highway  Commissioner  P.  A. 
Stanton,  Assistant  Director  of  Public  Works  Justus  F.  Craemer,  Director  of  Public  Works  Earl  Lee  Kelly,  Highway  Commissioner 
Paul  Jasper,  President  Victor  Loly,  Anaheim  Chamber  of  Commerce;  E.  E.  East,  District  Highway  Engineer  S.  V.  Cortelyou  and 
Mayor  C.  H.  Mann  of  Anaheim.  Holding  the  ribbon  are  Betty  Ruth  Boney  and  Virginia  Myer.  Center:  New  link  of  Manchester 
Boulevard   south   of  Anaheim.      Lower:    Stretch   of  highway   between    Norwalk   and    Downey    increased   to   three-lane   road. 


California  Hightvays  and  Public  Works 


(May  1937) 


f  Nineteen! 


Conejo  Grade  Dedicated 
With  Colorful  Show 


(Continued  from  page  8) 


lowi'il  with  prospectors,  trappers, 
oxen  and  Mexican  carreta,  covered 
wagons,  pony  express  riders,  stage 
coach  and  four  skilled  Spanish  eques- 
triennes, buckboards,  surrey  and  auto- 
mobiles ranging  from  the  earliest 
models  uow  in  running  condition  to 
the  "1937  car  of  streamlined  ele- 
gance." It  might  well  have  been 
called  a  pageant  of  progress  in  trans- 
portation and  the  ^Mission  Trails  As- 
sociation and  Mr.  Raymond  should 
feel  proud  of  the  inspiring  result. 

PROGRAM  OP  SPEECHES 

Immediately  after  passage  of  the 
transportation  cavalcade,  a  few  well- 
worded  speeches  were  delivered,  blas- 
ter of  ceremonies  Frank  C.  Balfour 
introduced  the  speakers.  The  district 
engineer  made  a  brief  talk  explain- 
ing some  of  the  obstacles  which  were 
overcome  in  carrying  this  huge  pro- 
ject through  to  completion  and  in- 
troduced the  members  of  his  staff. 
Other  speeches  were  made  by  Prank 
Miratti,  Jr.,  of  Santa  Barbara,  first 
president  of  the  California  Mission 
Trails  Association,  Ltd.,  and  now  one 
of  its  directors,  and  S.  K.  Mittry  of 
Mittry  Bros.  Construction  Compan.v, 
general  contractor  on  the  project. 
General  regret  was  expressed  that  it 
Mittry  Bros.  Construction  Company, 
was  impossible  for  our  local  highway 
Commissioner  ^Ir.  P.  A.  Stanton,  to 
be  present. 

The  California  Highway  Commis- 
sion was  represented  by  Commission- 
ers H.  R.  Judah  from  Santa  Cruz  and 
Paul  G.  Jasper  from  Fortuna.  Both 
commissioners  spoke  briefly.  The 
principal  address  was  given  by  Direc- 
tor of  Public  Works  Kelly,  who  com- 
mented on  the  magnitude  of  the  pro- 
ject, its  relation  to  the  unified  system 
of  highways  for  the  entire  State  of 
California  and  other  interesting  facts 
regarding  State  highway  work. 

Following  this  speech,  Mr.  Kelly 
took  his  position  in  the  driver's  seat 
of  the  motor  grader  and  pushed  aside 
a  large  boulder  from  the  pavement 
while  a  battery  of  news  cameras  made 
a  record  of  the  official  opening  to 
traffic  of  this  new  improvement. 

The  old  Conejo  Grade  highway 
constructed  by  the   California  High- 


way Commisison  in  lOl-t-lo  was  5.6 
miles  in  length  or  0.8  mile  longer 
than  the  revised  alignment  just  com- 
pleted. 

It  might  be  stated  in  this  connec- 
tion that  the  road  as  originally  con- 
structed in  1914—15  was  built  to  ade- 
quate standards  of  alignment  and 
grade  for  that  era  of  our  highway 
development.  Since  that  date,  how- 
ever, both  highways  and  automotive 
transportation  have  developed  rapidly 
and  the  highway  standards  of  that 
date  can  no  more  be  considered  ade- 
quate in  1937  than  could  the  1914 
automobile  be  considered  suitable  for 
present-day  needs. 

HIGHWAY   W^ORK   COST    $550,000 

The  contract  for  the  new  improve- 
ment was  awarded  November  27, 
1935,  and  work  started  December  11, 
1935.  An  average  of  100  men  have 
been  employed  on  this  project  since 
commencement  of  construction  opera- 
tion and  a  total  direct  em]iloymeiit 
of  272,000  man  hours  have  been 
utilized.  The  cost  of  the  highway 
work  is  about  $550,000.  The  bridge 
over  Conejo  Creek  at  the  foot  of  the 
grade,  constructed  by  Robert  D.  Pat- 
er.son,  contractor,  cost  $20,000  mak- 
ing a  total  cost  of  the  whole  imiirove- 
ment  of  approximately  $570,000. 

The  roadbed  is  graded  to  a  width 
of  46  feet,  on  which  a  payment  of  con- 
crete 20  feet  in  width  was  placed 
with  wide  oil  mixed  shoulders  on  each 
side.  On  the  Conejo  grade  itself  the 
pavement  is  separated  in  two  10-foot 
wide  pavement  lanes  with  a  10-foot 
wide  strip  of  plant-mixed  surfacing 
between  to  facilitate  passing  the 
slower  moving  vehicles. 

A  total  of  over  800,000  cubic 
yards  of  excavation,  mostly  hard  rock, 
have  been  required  to  complete  the 
project.  The  minimum  sight  dis- 
tance on  this  highway  is  800  feet 
which  means  a  high  degree  of  safety 
built  in  to  the  fundamental  design  of 
this  important  traffic  artery. 


"Now,"  said  the  teacher,  "which  of  you 
can  name  five  things  that  contain  milk?" 

"I  can,"  shouted  a  freckle-faced  youngster, 
"Butter,  and  chee.se,  and  ice  cream,  and  two 
cows." 


47  Curves  Taken 
Out  of  Redwood 
Highway  Sector 

(Continued  from  page  6) 

grates  are  provided  so  that  the  full 
section  of  highway  may  be  traveled. 

JOB    SPEEDED    UP 

There  were  two  main  reasons  for 
the  adoption  of  this  section.  The  first 
was  economy.  Cuts  were  made  30  feet 
wide  at  grade  instead  of  the  usual  36 
feet  to  38  feet;  this  resulted  in  a 
saving  of  at  least  twenty-five  per  cent 
in  excavation.  The  second  factor 
considered  was  safety.  Ditches  con- 
tribute to  many  accidents,  particu- 
larly in  this  section  where  average 
annual  rainfall  fluctuates  between 
forty  and  sixty  inches. 

The  contract  for  this  project  was 
awarded  to  Hemstreet  and  Bell  in 
Augast,  1936.  By  utilizing  a  large 
number  of  heavy  construction  units 
and  a  force  up  to  two  hundred  men, 
they  were  able  to  complete  all  the 
work  on  this  job  with  the  exception  of 
half  the  base  gravel  and  the  surfacing 
for  the  south  mile  before  the  winter 
storms.  The  application  of  asphaltic 
seal  coat  and  general  cleaning  up  re- 
mains to  be  completed  when  weather 
permits. 

BUILD    NEW   BRIDGE 

The  project  north  of  Willits  was 
carried  on  concurrently  with  a  short 
project  immediately  south  of  town. 
This  was  designated  as  I-!Men-l-E, 
Eleven  Oaks  to  Willits.  This  job  pro- 
vides for  the  replacement  of  a  narrow 
concrete  bridge  over  Baechtel  Creek. 

The  contract  was  awarded  to  A. 
Soda  &  Son,  in  October,  1936,  at  an 
estimated  cost  of  $56,200.40.  Due  to 
the  very  dry  fall  the  contractors  were 
able  to  get  the  grading  almost  com- 
pleted, more  than  half  the  pit  run 
gravel  ba.se  placed  and  the  new  bridge  ■ 
completed.  The  project  should  be  en- 
tirely finished  early  this  summer. 

Upon  the  completion  of  these  two 
projects  in  Mendocino  County,  a  real 
step  forward  in  safety  and  economy 
of  operation  will  have  been  accom- 
plished in  behalf  of  both  heavy  and 
passenger  traffic  who  use  the  Redwood 
Highway. 


She:  "Did    you    notice    anything    funny 
iihotit  .John's  niece?" 

Ill- :   "Yeah,  they're  kinda  knobby."  ' 


[Twenty] 


(May  1937)  California  Highways  and  Public  Works 


INTERESTING    AND    VALUABLE 


San    Francisco,   April    13,  1937. 

Calif.    Highways    &    Public    Works, 
Sacramento,    California. 

Gentlemen: 

On  the  reading  table  of  the  Olympic 
Club  yesterday  I  read  from  the  March 
issue  of  your  magazine. 

If  it  is  possible  I  would  like  to  receive 
a  copy  of  the  March  issue  and  also  have 
my  name  placed  on  your  mailing  list. 
Your  magazine  certainly  contains  much 
interesting    and   valuable    matter. 

Yours    very    truly, 

Wm.  A.  Sherman,  President, 
MERCHANTS  ICE  AND 
COLD   STORAGE  COMPANY. 


Praise  for  Magazine 

University  of  California, 
School  of  Jurisprudence, 
Berkeley. 

Editor,  California    Highways  and 
Public  Works,  Department 
of   Public   Works. 

Dear    Mr.    Howe: 

This  is  to  acknowledge  the  receipt  of 
the  Bridge  Edition  of  the  California  High- 
ways and  Public  Works  Bulletin.  I  appre- 
ciate very   much   your  sending   this   to   me. 

I  have  shown  it  to  several  friends  here 
on  the  faculty  and  they  are  all  full  of 
praise  for  its  fine  composition  and  work- 
manship. 


Very  sincerely  yours. 


R.  E.  STONE. 


IMPRESSIVE    RESEARCH    WORK 


AMERICAN    AUTOMOBILE 
ASSOCIATION 

Washington,    D.   C,   April   30,    1937. 

Editor,    California     Highways    and 

Public   Works, 
Sacramento,  Calif. 

Dear   Sir: 

I  have  just  concluded  reading  the  arti- 
cle on  traffic  accidents  by  T.  H.  Dennis 
in  the  April,  1937,  issue  of  "California 
Highways  and  Public  Works."  May  I  say 
that    this    was    extremely    well     done    and 


constitutes  what  is  to  my  mind  an  im- 
pressive piece  of  research  work  which 
should  be  made  available  to  people  inter- 
ested in  the  proper  development  of  our 
highways  from  the  standpoint  of  safety. 
I  wonder  if  you  would  be  kind  enough 
to  send  me  a  dozen  additional  copies  of 
the  detailed  tabulations  referred  to  in 
the  last  paragraph  of  the  article  on  page 
11?  I  will  greatly  appreciate  having  this 
material  and  will  be  glad  to  remit,  if 
there  is  a  charge. 

Yours    very    truly, 

A.    J.    Montgomery,    Director 
Department  of  Public  Relations. 


100  Bush   Street 
San   Francisco 

May   10th,  1937 

California   Highways  and 

Public    Works 
Sacramento,   California 

Dear   Mr.   Howe: 

My  copies  of  California  Highways  and 
Public  Works  which  I  receive  at  my  home 
address,  1134  Excelsior,  Oakland,  are  as 
thumb-worn  by  my  friends  as  the  new 
"Life"   magazine. 

It  would  be  difficult  to  estimate  the 
value  of  your  publication  in  advertising 
the  fine  highways  and  the  work  of  the 
Division   throughout   the   State. 

Sincerely   yours, 
THE  PACIFIC  LUMBER  COMPANY, 
Max   E.  Cook, 
Agricultural    Engineer 


THE  TEXAS  COMPANY 
135  East  42nd  Street,  New  York 
Editor,    California    Highways    and    Public 
Works. 

Dear  Sir: 

Your  publication  is  one  of  the  few  that 
I  look  forward  to  each  month  and  read 
with  a  great  deal  of  interest  and  pleasure. 
It  contains  information  that  is  of  vital 
importance  to  those  of  us  who  are  identi- 
fied with  the  direction  of  motorists. 

I  have  been  especially  interested  in  the 
articles  on  "California's  Uniform  Road 
Sign  System  Provides  Drivers  An  Infal- 
lible Guide  to  Safety,"  as  we  have  been 
emphasizing  safety  and  carefulness,  be- 
ginning  in  1930,  in  all  our  publicity. 


You  may  be  interested  in  knowing  that 
in  the  last  two  years  we  have  emphasized 
the  meaning  of  the  diamond  and  the  octa- 
gon shape  sign  on  all  Texaco  Road  Maps. 
And  that  the  meaning  of  the  five  standard 
shapes  has  been  emphasized  in  the  rout- 
ing suggestions  that  we  sent  to  over  one- 
half  million  motorists  last  season. 


Cordially, 


S.  C.    HAWLEY,    Director. 


A  lanie  redwood  tree  that  threatened 
damage  to  the  Eel  River  Lodge  near  Benhoie 
was  removed  last  month  iy  men  of  the 
maintenanee  crew  of  the  Division  of  Eigh- 
ways  under  C.  A.  Miller,  Maintenance 
Superintendent,  District  1,  and  their  service 
in  this  respect  prompted  the  following  letter 
of  appreciation.  The  tree  was  approxi- 
mately fire  feet  in  diameter  and  was  leaning 
directly  over  the  main  buildings  of  the  Eel 
River  Lodge  at  ahout  20  degrees  from 
vertical. 

EEL    RIVER    LODGE 

On    the     Redwood     Highway, 
Benbow,  California 

April    6,   1937 

Mr.    J.    W.    Vickrey, 
Eureka,   California. 

Dear  Sir: 

The  hazard  of  the  leaning  tree  opposite 
the  Lodge  to  which  I  referred  in  my  letter 
of  March  2  has  been  removed  and  while 
the  removal  of  such  hazards  may  be  an 
everyday  matter  in  your  department  I 
can  not  refrain  from  expressing  my  per- 
sonal appreciation  of  the  skilful  manner 
in  which  Mr.  Miller  laid  his  plans,  put 
them  into  effect  with  the  utmost  care 
and  finally  with  the  able  assistance  of 
Mr.  Sam  McCush  and  a  picked  crew  of 
men  laid  this  extremely  dangerous  tree 
up  the  hill  exactly  on  the  spot  pointed  out 
to  me  prior  to  the  completion  of  the 
operation. 

My  lay  wonder  at  the  accuracy  of  the 
operation  and  the  care  taken  to  safeguard 
my  property  may  appear  to  be  foolish  in 
your  eyes  but  I  am  grateful  to  you  and  Mr. 
Miller  for  the  removal  of  the  tree  and  the 
considerate  care  taken  in  performing  the 
operation  and  I  wish  to  go  on  record  to 
this   effect. 

Yours  very  truly, 

(Signed)     C.   H.  PELL, 

Eel    River  Lodge. 


California  Highways  and  Public  Works    (May  isi?) 


[Twenty-One] 


Maryland,  New  Jersey  Penalized 
by  U.S.  for  Gas  Tax  Diversion 


Two  States,  Maryland  and  New 
Jersey,  already  have  been  pen- 
alized under  authority  of  the 
Hayden-Cartwright  Act  of  1934  for 
diversion  of  gas  tax  funds. 

Maryland  has  been  deprived  by  the 
U.  S.  Bureau  of  Public  Roads  of  one- 
third  of  its  1937  share  of  Federal 
road  aid  funds  because  it  diverted 
approximately  $4,000,000  of  gasoline 
and  motor  vehicle  tax  revenues  to 
purposes  other  than  highway  con- 
struction and  maintenance  and  now 
New  Jersey  has  suffered  withdrawal 
of  $558,906  of  Federal  aid  for  the 
same  reason. 

Thomas  H.  McDonald,  chief  of  the 
Bureau  of  Public  Roads,  notified  the 
Maryland  State  Road  Commission 
that  this  year's  allocation  of  Federal 
monies  has  been  reduced  $341,666.66 
and  has  informed  New  Jersey  of  the 
penalty  imposed  upon  it.  Governor 
Hoffman  of  New  Jersey  recently 
vetoed  a  bill  designed  to  provide  for 
additional  diversion  of  the  State's 
highway  funds  to  em:ergeney  relief 
financing. 

In  announcing  the  penalties,  Mc- 
Donald said  that  his  bureau  is  now 
investigating  the  expenditures  of  gas 
tax  revenues  and  motor  vehicle  regis- 
tration fees  in  every  State  with  the 
idea  of  applying  penalties  wherever 
these  fund.s  liave  not  been  spent  on 
highways.* 

When  Governor  Harry  W.  Nice  of 
Maryland  was  infonned  of  the  State's 
loss,  he  immediately  advocated  the 
cancellation  of  all  diversions  and 
urged  that  all  money  diverted  in  the 
past  be  restored  to  the  highways. 

In  view  of  the  widespread  investi- 
gation being  conducted  by  the  Bureau 
of  Public  Roads  it  is  believed  penal- 
ties will  run  into  millions  of  dollars, 
since  a  number  of  States  have  been 
diverting  gas  tax  and  motor  vehicle 
license  fees  for  other  than  highway 
purpo.ses.  The  largest  diversion  has 
been  in  New  York,  it  is  said. 

Attention   was  first   called   to   the 


A  Warning  to 

All  Other  States 

The  United  States  Bureau  of 
Public  Roads  has  just  cut  the 
Federal  allowance  of  Maryland 
one-third,  or  $341,666.66,  be- 
cause that  State  has  diverted  a 
large  part  of  the  proceeds  of 
her  gasoline  tax  into  nonhigh- 
way  purposes. 

The  Hayden-Cartwright  Road 
Act  of  1934  provides  that  States 
may  be  penalized  up  to  one- 
third  of  their  Federal  appor- 
tionment during  any  year  in 
which  gasoline  tax  money  is  di- 
verted. Maryland  is  the  first 
State  to  suffer  the  penalty ;  but 
she  is  not  likely  to  be  the  last. 

Here  is  a  plain  warning  to 
the  legislatures  of  nearly  all 
the  States.  The  Hayden-Cart- 
wright Act  was  passed  to  pro- 
tect the  motorist  against  the 
sort  of  class  taxation  which  re- 
sults when  legislatures  use  gas- 
oline tax  money  for  purposes 
other  than  those  for  which  the 
money  really  was  paid. 

Every  one  who  owns  an  auto- 
mobile should  be  happy  to  learn 
that  the  Hayden-Cartwright 
Act  is  in  effect;  that  it  has 
teeth;  and  that  the  Bureau  of 
Public  Roads  intends  to  make 
use  of  it.  The  American  motor- 
ist has  been  mulcted  long 
enough  by  legislators  who 
found  it  easier  to  soak  him  than 
to  devote  any  real  thought  to 
the  problem  of  fair  taxation. — 
Sacramento  Bee. 


•  Surti  a  loss  of  Federal  funds  probably 
never  will  be  suffered  by  California  because 
Governor  Frank  P.  Merrl.Tm  and  the  Legis- 
lature of  this  State  as  well  as  the  electorate 
have  gone  on  record  several  times  as  opposed 
to  any  diversion  of  gas  tax  funds. 


poor  condition  of  rural  roads  in  Mary- 
land by  the  dynamiting  of  a  farmer's 
automobile  to  clear  the  way  for  other 
stalled  cars.  Then  students  in  a  rural 
school  struck  because  impassable  roads 
made  it  impossible  for  them  to  attend 
school  regularly,  following  which  the 
government  discontinued  mail  service 


on  Rural  Route  No.  2  out  of  Rockville, 
Montgomery  county. 

OTHER    STATES   TO    SUFFER 

Maryland  imposes  a  4  cent  per  gal- 
lon gasoline  tax,  plus  motor  vehicle 
registration  fees,  ostensibly  to  finance 
roads.  The  Legislature,  however,  has 
ordered  part  of  these  revenues  used 
for  other  purposes  and  during  the 
present  session  has  proposed  to  divert 
additional  money. 

Commenting  on  the  penalty  inflict- 
ed upon  Maryland,  Congressman  Wil- 
burn  Cai-twright,  one  of  the  authors 
of  the  Hayden-Cartwright  Act,  and 
chairman  of  the  House  Committee  on 
Roads,  said : 

"Section  12  of  the  Hayden-Cart- 
wright Act  of  1934,  provides  that 
States  diverting  highway  funds  shall 
be  penalized  not  to  exceed  one-third 
of  the  Federal-aid  allotments  for 
highways.  It  appears  certain  tliat  the 
Secretary  of  Agriculture  will  an- 
nounce and  take  action  immediately 
on  penalties  through  the  loss  of  Fed- 
eral aid  to  several  States  for  diver- 
sions heretofore  made. 

DIVERSION    INDEFENSIBLE 

"There  is  strong  sentiment  in  the 
roads  committee  and  in  Congress  for 
increasing  the  penalty  at  this  session 
to  two-thirds  of  the  apportionments 
or  denying  Federal  aid  altogether  to 
States  that  persist  in  the  indefensible 
practice  of  diverting  their  ovra  gaso- 
line and  other  motor-vehicle  tax  rev- 
enues to  nonhighway  purposes.  In 
fact,  some  consideration  is  being 
given  to  discontinuing  the  policy  of 
Federal  aid  for  highways,  if  States, 
by  their  diversions,  defeat  the  pur- 
pose of  Congress  to  hasten  the  com- 
pletion of  the  State  highway  system. 

' '  There  is  no  longer  one  shred  of  an 
excuse  for  this  type  of  dishonest  mis- 
appropriation of  the  public's  money. 
I  repeat  again  the  unquestionable 
truth  that  the  State  that  continues  to 
divert  its  gasoline-tax  and  motor- 
vehicle  revenues  to  nonhighway  pur- 
poses will  suffer  a  stiff  penalty  in 
Federal  aid." 


[Twenty-T'wo] 


(May  19)7)  Colifomia  Hightvays  and  'Public  Works 


Bay  Bridge  Tolls 
Decrease  During 
Month  of  April 

ALTHOUGH  the  daily  average 
number  of  vehicles  cros-siiin: 
the  San  Franeisod-Oakland 
Hay  Erids'e  and  the  total  number  of 
velncles  passing  over  the  structure 
during-  April  showed  a  slight  increase 
over  March,  there  was  a  decrease  in 
the  amount  of  tolls  collected,  accord- 
ing to  the  monthly  trafifie  report  sid)- 
mitted  to  Director  of  Public  "Works 
Eai'l  Lee  Kellv  hv  Chief  Engineer  (". 
H.  Purcell. 

"The  daily  average  number  of  ve- 
hicles crossing  the  bridge  for  April 
was  25,539;  for  March,  24,720,"  Mr. 
Kelly  said.  "The  total  number  of 
vehicles  for  Ajiril  was  76().790;  for 
March,  766,315.  Total  collections  for 
April  were  $399,73L60  as  compared 
with  $401,975.30  for  March." 

"This  tends  to  show,"  Mr.  Kelly 
saiiL  "that  there  was  unusually  heavy 
traffic  for  ■Mai-ch  beyond  the  seasonal 
expectancy. 

"Evidences  of  summer  vacation- 
ists are  shown  in  the  increased  num- 
ber of  auto  trailers,  which  last 
month  amounted  to  1045 — an  in- 
crease of  336  over  the  preceding 
month  or  one-quarter  of  the  total 
since  the  bridge  opened. ' ' 

Last  month's  figures  brought  the 
total  number  of  vehicles  crossing  the 
bridge  since  its  opening  to  4,111,000, 
according  to  'Sir.  Kelly. 

P"'reight  ])ounds  for  April  were  in- 
creased by  2.000.000  over  the  :\Iarch 
total. 

Out  of  4,111,000  vehicles  which 
have  cros.sed  the  bridge  since  it 
opened  only  37  accidents  involving 
personal  injury  have  occurred,  with  a 
total  of  five  accidents  involving  fatal- 
ities. 

Based  on  the  total  car  miles  of  34.- 
943,500  from  November  12  to  :May  1. 
there  has  been  one  accident  involving 
personal  injury  for  every  944,419  car 
miles.  There  has  been  one  fatal  acci- 
dent for  every  6,988,700  car  miles. 
In  other  words,  a  vehicle  would  have 
1o  drive  (;.988,700  miles  before  it  had 
;i  fatal  accident.  The  number  of  car 
miles  involving  accidents,  which  in- 
clude property  damage  as  well  as  ])er- 
sonal  injury,  is  537,591  per  vehicle. 
There  have  been  65  persons  injured  in 
bridge  and  apiiroach  traffic  accidents. 


Highway  Bids  and  Awards  of 
Contracts  for  the  Month  of  April 


LOS  ANGELES  COUNTY— Between 
Center  Street  and  Fire.'itonp  Blvd..  S..5  miles 
t(i  lie  graded  and  paved  with  Portland  cement 
(■(mcrete  and  plant-mix  surfacing  applied. 
District  VII.  Route  KiS.  Section  A. 
B.  G.  Carroll  and  C.  B.  Grove,  San  Diego, 
■$170,687;  C.  F.  Robbins  and  Atlas  Con- 
struction Co.,  Pasadena,  §184.403:  C.  O. 
Siiarks  and  Mundo  Engineering  Co.,  Los 
.\ngeles,  $195..2.<« ;  Sull.v  Miller  Contracting 
('.!..  Long  Beach,  .$191,107;  Griffith  Co., 
Los  Angeles,  $172,531;  Oswald  Bros.,  Los 
Angeles,  9il63,r)S2 :  United  Concrete  I'ipe 
Corporation,  Los  Angeles,  $l!)3,51(i ;  J.  E. 
Haddock.  Ltd..  Pasadena.  $173.60S.  Con- 
tnict  iiwanled  U,  Matich  Bros.,  El.sinore, 
.$l()1.3C..->.r,0. 

LOS  AN(;ELES  county— Grade  sepa- 
ration structure  at  Firestone  Blvd.  and 
Graham  Ave.,  sidewalks  and  stairwa.vs  to  be 
constnioted.  Di.strict  VII.  Route  174,  Sec- 
tion B.  S.  Tede.sco.  Huntington  Park,  $1.5.- 
2U2.  Contract  awarded  to  D.  A.  I^oomis. 
(Jleiidale.   $14,668. 

S.\N  1IIE(;0  COUNTY — A  crossing  .iver 
ti-acks  of  A.  T.  and  S.  F.  R.v.  near  Solano 
Beach,  consisting  of  reinforced  concrete 
liridge  and  grading  0.10  mi.  of  roadway  and 
appl.ving  plant-mix  surfacing.  District  XI. 
Feeder  Road.  E.  S.-N.  S.  .Johnson,  Pasa- 
dena, $19,210;  A.  S.  Yinnell  Co.,  Los  An- 
geles. $17..541;  C.  O.  Sparks  and  Mundo 
Engineering  Co.,  Los  Angeles,  $17.916 : 
O.scar  Oberg.  Los  Angeles,  $lS,79.j ;  K.  R. 
Bishop,  Long  Beach,  $19,477 ;  J.  R.  Lippin- 
cott.  Los  Angeles,  $22,182;  B.  G.  Carroll. 
San  Diego,  $10,108;  V.  R.  Dennis  Con- 
struction Co.,  San  Diego,  $17,869;  D.  A. 
I>oomis.  Glendale,  $16,059;  F.  O.  Bohnett, 
San  Jose,  $16,799.  Contract  awarded  to 
<iriffith  Co.,  Los  Angeles.  $15,315. 

SAN  DIEGO  COUNTY— A  reinforced 
concrete  girder  crossing  over  the  tracks  of 
the  A.  T.  &  S.  Fe  R.v.  near  San  Onofre. 
District  XL  Route  2.  Section  I).  F.  O. 
Bohnett.  San  .Jose,  $59,600:  And.v  Sordal, 
Long  Bea<-li.  $.")2,010 :  Sander  Pearson.  Sant» 
:\Ionicn.  .$."i].715;  Oscar  Oberg,  Los  Angeles. 
$57.tt72:  Parish  Bros.,  Ix)s  Angeles.  .$48.- 
KVi;  R.  R.  Bishop,  Long  Beach,  .$51,907: 
Carlo  Bongiovanni.  Los  Angeles,  $57,870: 
(Jates  and  Huntley.  Los  Angeles,  $52,839: 
T.  A.  .VHi'U  Construction  Company.  Los  An- 
gelc.s.    .$.5.S..-,48 ;    C.    I).    Sparks    and    .Mund.. 


ICngiueeriug  Co.,  Los  Angeles.  $49,051 ; 
Atlas  Construction  Co.  and  C.  F.  Robbins, 
Pasadena.  .$.54,479;  Griffith  Co.,  Los  An- 
geles, $53,584  ;  Daley  Corp..  San  Diego,  $.55,- 
mQ;  D.  W.  Thurston.  Los  Angeles,  .$64,701; 
J.  E.  Haddock,  Ltd.,  Pasadena.  .$.56,196. 
Contract  awarded  to  B.  G.  Carroll,  San 
Diego,  $47,763. 

SAN  DIEGO  COUNTY— Furnish  and 
havd  earth  for  district  shop  and  maintenance 
yard  site.  Distrirt  XI,  Route  2,  Section 
S.D.  V.  R.  Dennis  Construction  Co..  San 
Diego.  $7,295  ;  A.  C.  Bussey,  Riverside,  $13,- 
570 :  Triangle  Rock  and  Gravel  Co.  and 
Chas.  Holmes,  San  Bernardino.  $10,202: 
E.  P.  Watson,  San  Diego.  $7,012:  R.  E. 
Hazard  and  Sons,  San  Diego,  $8,745  :  C.  B. 
(iraves,  San  Diego.  $6,6.51.  Contract 
awarded  to  John  Hansen,  San  Diego.  $5,396. 

SAN  MATEO  COUNTY'— Roadside  trees 
to  be  trimmed  between  Millbrae  and  San 
JIateo.  District  IV,  Route  2,  Section  A, 
Burl.,  Hil.,  S.M.  Union  Paving  Co.,  San 
Francisco,  $13,030:  Davey  Tree  Surgery 
Co.,  San  Francisco,  .$5.9.57 ;  A.  G.  Raiseh, 
San  Francisco.  $14,570;  Sohner's  Tree 
Sen-ice.  San  Anselmo,  $10,.3.50.  Contract 
awarded  to  Rexroth  and  Rexroth,  Bakers- 
field,  $2,691.50. 

SANTA  BARBARA  COUNTY— Between 
Miramar  Ave.  and  Olive  Mill  Road.  0.6  mile 
to  be  graded  and  surfaced  with  asphalt  con- 
crete or  natural  asphalt  concrete  and  a  rein- 
forced concrete  bridge  to  be  widened.  Dis- 
trict V,  Route  2,  Section  J.  Heafey-Mo<ire 
Co.,  Oakland,  $88,711;  Daley  Corp.iration. 
San  Diego,  $88,181.  Contract  awarded  to 
J.   K.   Haddock,  Ltd.,  Pasadena,  $81,292.10. 

SIERRA  COUNTY — Between  Goodyears 
Bar  and  Dowuieville,  3.9  miles  to  be  graded, 
surfaced  with  selected  material  and  pene- 
tration oil  treatment  applied.  District  III, 
Route  25,  Section  A.  A.  Teichert  and  Son, 
Inc.,  Sacramento.  $132,746 ;  Larsen  Bros. 
&  Harms  Bros.,  Saci-amento.  $141,442 ; 
Fredricksou  and  Watson  Const.  Co.,  and 
Fredrickson  Bros.,  Oakland.  $148,939; 
Louis  Biasotti  and  Son  and  John  Rocca, 
Stockton,  $154,1.52;  Young  and  Son  Co., 
Ltd.,  Berkeley.  $155,067;  Eari  W.  Heple, 
San  J<ise.  .$160,121;  .John  Carlin,  San 
Fraucisi-o.  $lS-_M7(i.  Contract  awarded  to 
Iliiastrcct   .ind   It. '11.   IMarysville.  $131..S60. 


44  PER  CENT  OF  HIGHWAY 

FATALITIES,  PEDESTRIANS 

Pedestrian  fatalities  in  lli.')5  were 
44  ]ier  cent  of  the  annual  highway 
killing.  Ajipro-ximately  16.150  yivv- 
sons  walked  to  their  death.s.  Another 
325,000  were  injured,  according  to  a 
report  of  the  Rea.seareh  Board. 

Urban  places,  comprising'  cities  hav- 
ing a  population  of  over  10,000,  ac- 
count for  47  per  cent  of  all  pedestrian 
fatalities;  the  remaining  53  per  cent 
occur  in  rural  areas,  including  small 


towns.  The  pedestrian  toll  in  cities  is 
(i4  \>ev  cent  of  all  city  traffic  deaths, 
while  in  tlie  case  of  rural  deaths  the 
|)edestriaii  accounts  for  only  35  per 
cent  of  the  total. 

The  trend  in  urban  and  rural 
ca.sualties  from  1930  to  1935  reveals 
that  in  urban  places  total  highway 
deaths  decrea.sed  10  ])er  cent,  while 
pedestrian  deaths  fell  11  per  cent.  In 
rural  areas,  however,  while  total 
traffic  fatalities  rose  28  per  cent,  those 
involving  the  pede.strian  increased  40 
per  cent. 


California  Highways  and  Public  Works    (Kay  i9i7) 


[Twent   -Three! 


Destination/  Information  And 
Location  Sign  Types  Described 


By  F.  M.  CARTER,  Assistant  Maintenance  Engineer 


UNDER  the  classification  of 
"C4iiide  Group."  signs  used  by 
the  California  Division  of 
Hipfhways  for  the  safeguarding  of 
motor  vehicle  traffic  are  designated  as 
Route  Markers,  Destination,  Location 
and  Information.  Route  Markers 
were  discus.sed  in  tliese  columns  last 
month  and  in  this,  the  tifth  of  a  series 
on  highway  signs,  tlie  other  three 
signs  will  be  taken  up. 

Destination  Signs  are  more  com- 
monl.v  called  directional  signs,  as  they 
are  used  to  direct  traffic  to  destina- 
tion points. 

Such  signs  are  almost  always  posi- 
tioned at  intersections. 

With  the  advent  of  the  automobile 
the  destination  sign  became  an  impor- 
tant factor  in  highwa.v  driving. 

ONLY    FOUR    DESTINATION    SIGNS 

Each  increase  in  speed  has  necessi- 
tated reduction  of  names  until  now 
the  common  practice  is  to  hold  all 
destination  signs  to  four  names.  On 
the  more  important  and  heavily 
travelled  highways  the  names  on  the 
destination  signs  are  reduced  to  three 
on  a  plain  sign,  and  to  two  names 
when  reflectorized. 

This  reduction  in  the  number  of 
names  permits  the  use  of  larger  word- 
ing which  is  much  more  easily  read. 

On  routes  leading  through  a  hilly 
or  mountainous  section  where  the 
same  route  is  used  for  several  towns 
and  communities,  it  is  desirable  to 
indicate  several  points  of  importance 
along  tlie  route. 

This  is  also  true  in  the  thinly  popu- 
lated areas  where  towns  are  ver.v  far 
apart. 

CAREFUL  NAME  SELECTION 

At  the  intersections  in  such  areas 
the  stranger  motorist  should  be  given 
enough  information  to  reach  his  de- 
sired destination. 

This  necessity  for  the  reduction  of 
names  on  destination  signs  makes  the 
selection  of  the  right  name  an  ex- 
tremely delicate  problem.     Naturally 


every  community  whose  name  was  on 
the  multi]ile  name  sign  resents  being 
eliminated.  This  is,  of  course,  a 
natural  stand  to  take  and  also  one 
that  is  highly  commendable  from  a 
local  interest  point  of  view,  lint  when 
such  public  spirited  citizens  stop  and 
consider  that  in  the  interests  of  safety 
the  highwa.v  signs  must  be  more  ea.sily 
and  quickly  read  local  interest  is  sup- 
pressed in  the  desire  to  do  the  most 
good. 

Conforming  to  our  social  common 
law  the  names  of  the  well-kno^^^l  and 
important  cities  are  used. 

COUNTY    SEATS    IMPORTANT 

The  common  practice  is  to  use  the 
county  seat  as  the  most  important 
city  in  the  county  or  the  important 
city  at  the  terminus  of  the  route. 

The  use  of  the  names  of  such  well 
known  cities  enables  a  traveller  to  ob- 
tain the  information  he  desires  with 
the  least  confusion. 

For  night  driving  reflectorized 
name  signs  are  placed  approximately 
one  hundred  feet  in  advance  of  the 
intersection.  Where  physical  fea- 
tures do  not  permit  such  advance 
positioning,  the  signs  are  placed  to 
give  the  indication  as  soon  as  possible 
before  the  motorist  reaches  the  point 
of  decision  of  routes. 

REFLECTORIZED    SIGNS 

These  reflectorized  name  signs  have 
not  more  than  two  names,  one  in  each 
direction. 

In  addition  to  the  reflectorized 
name  signs  the  reflectorized  numbered 
shield  is  used  in  advance  of  intersec- 
tions to  indicate  to  the  night  driver 
that  such  a  numbered  route  is  be- 
ginning or  crossing  the  route  he  is 
traveling. 

In  some  cases  where  such  signing  is 
feasible  the  reflectorized  name  of  the 
terminus  of  the  numbered  route  is 
used  in  con.iunction  with  the  reflec- 
torized numbered  shield  and  arrow. 

The  trend  in  all  such  indicational 
signing  is  to  educate  the  motorist  to 


the  use  of  numbers — all  travel  maps 
now  .show  the  numbered  routes  and  if 
people  planning  a  trip  will  determine 
those  numbered  routes  which  will  take 
them  to  their  destination,  the  ease  of 
driving  will  be  increased  and  the  con- 
fusion at  intersections  will  be  re- 
duced. 

LOCATION    SIGNS 

When  driving  even  on  a  numbered 
route  the  motorist  wishes  to  know  the 
names  of  the  communities  through 
which  he  is  passing,  and  also  to  reas- 
sure himself  that  he  is  on  the  right 
route  and  how  much  farther  he  has 
to  travel.  This  information  is  given 
to  the  motorist  by  placing  a  sign  at 
the  boundaries  showing  the  name  of 
such  communities.  These  names  are 
black,  on  a  white  background,  in  let- 
ters five  inches  in  height,  and  are 
easily  read.  Such  signs  are  placed 
at  limits  of  all  communities  having  a 
post  office  or  a  railroad  station  with 
a  regular  attendant. 

These  cit.v  and  town  name  signs  are 
placed  at  the  limits  facing  travel  en- 
tering the  community. 

REASSURANCE  SIGNS 

Directly  across  the  highway  facing 
traffic  leaving  the  community  is  a 
three  name  sign.  The  first  name  is 
the  next  city  or  town.  The  second 
name  is  the  county  seat.  If  the  coun- 
t.v  seat  is  not  on  the  highwav  being 
travelled  the  second  name  will  be  the 
principal  city,  of  the  county,  which 
is  on  the  highwa.v. 

The  last  name  is  the  terminus  of 
the  route. 

The  three  name  signs  with  mile- 
ages are  commonly  called  reassurance 
signs.  The  motorist  learns  the  name 
of  the  next  city  or  town  with  the  dis- 
tance and  also  the  distance  to  a  large 
city  and  the  terminus.  This  enables 
him  to  plan  his  trip  as  he  proceeds. 

Other  information  signs  include 
names  of  rivers,  at  bridge  heads, 
names  of   counties   at   eount.y   lines, 

(Continued  on  page  2S) 


[  Twenty-Four  I 


(May  I9i7) 


California  Highways  and  Public  Works 


tf 


Directional*  Group  of  California  Road  Signs 


READING 
ADOBE 


CAufOffNiA  Statc  Park  Srsnu 

BOLLING  GROVE 

SOUTH  LIMIT 


TRINITY  RIVER 

BRIDGE         2204 


SONOMA 

COUNTY  LINE 


DONNER  PASS 

ELEV  7135  FT 


n 


DRINKING 
FOUNTAIN 

200  YARDS- 


ELEVATION 

3000  FT. 


Informational 
sign  to   mark  or 
direct    traffic    to 
registered    histor 
cal    landmarks. 


Informational  sign 
to  identify  bound- 
aries of  Cali- 
fornia  State 
Parks.      Placed    at 
actual    park 
boundary  lines. 


Information    sign 
to   identify  a   rivei 
and    bridge. 
Placed   at  each 
end   of  bridge. 


This    sign    is 
placed    on     high- 
ways to  designate 
the    location    of    a 
county    line. 


Placed  at  high- 
way summits  of 
mountain  passes 
to  identify  loca- 
tion and  inform 
I  traffic  of  correct 
elevation. 


Placed  In  advance 
of  public  drinking 
fountains.  Traffic 
is  directed  to 
park  off  highway 
at   these    points. 


Placed    usually   on 
mountain   high- 
ways to   inform 
motorists   of  ele- 
vations.    Used   in 
multiples    of    1000 


CHICO 
OROVILLE 


only. 


T  VISALIA  7 

M  FRESNO  31 
TULARE  10  ■► 


Placed    about    400 
feet  in  advance  of 
intersection, 
directing     traffic 
to   turn   from 
traveled   way    into 
another    road    to 
reach    city   direct- 
ed to. 

Standard    single 
name   reflectorized 
sign.     Placed  a 
short   distance   in 
advance    of    inter- 
sections  or   cross 
roads   to    guide 
traffic  without 
delay. 


Placed  at   inter- 
sections to  mark 
or   designate 
important    county 
roads.      Reflector- 
ized   for   night 


driv 


ig. 


Large  reflector- 
ized   directional 
sign,    having   from 
six  to  twelve  inch 
letters.     Placed 
at   important   in- 
tersections to 
avoid  confusion  by 
properly    directing 
travel    in   advance. 
Only   one    name 
and  correspond- 
ing   arrow    is    used 
for  each  direction. 

Same   as   above, 
except    the    verti- 
cal   arrow    is    used 
to   convey   the 
message  of  pro- 
ceeding   straight 
ahead    for 
Oakland,    while    a 
left    turn    is 
necessary    for 
San  Jose. 


Plain    type    direc- 
tional   sign, 
showing  the   name 
of  the   next   prin- 
cipal city  or 
town   in  each 
choice   of 
direction. 


SANTA  CLARA  8 
SAN  JOSE  12 
L0SANGELES406 


^  5ACRAMENT0  16 


Reassurance 
directional    sign. 
Placed   at  the 
limits  of  cities 
and    towns    to 
guide   travel 
leaving    the    con 
munity. 


Directional   sign 
placed   at   inter- 
sections and  cros 
roads   to    guide 
traffic   to   three 
different   cities 
or  towns. 


One-name    direc- 
tional   sign    placed 
at    intersections 
and  cross  roads  to 
direct  traffic  to  a 
particular    town 
or   city. 


This    directional 
sign    is   the   same 
as   above   except 
for   size   and    is 
used   to   direct 
traffic   to   four 
different   cities   or 
towns.      Placed    at 
intersections  and 
cross    roads. 


Another    direc- 
tional    sign 
similar  to   above 
except   it   contain 
names   of  two 
cities   or  towns. 


This   sign    is 
placed  to   mark 
III  •   a  «#■>■   •  B^^H    tl^e  limits  of  cities 
HAYWARD      and   unincorpo 
rated    towns. 
When   placed  for 
towns,  words 
"city  limits"  not 
used. 


Used    at    intersec- 
tions  to   designate 
county    roads    in 
same   manner 
as  street  name 
signs    are    used 
in   cities. 


CITY  LIMIT 


JACKLIN  ROAD 


California  Highways  and  Public  Works    (May  i9i7) 


|Twenty-Five] 


DIVISION  OF 


WATER  RESOURCES 


OFFICIAL  REPORT 

FOR  THE  MONTH  OF 

April,  1937 

EDWARD  HYATT,  State  Engineer 


During'  the  last  week  of  ^Mareli  and 
t])e  first  week  of  April  the  main  an- 
nual snow  survey  was  made  throuiili- 
oiit  the  Sierra  Nevada  inoinitains 
from  !!\Inuiit  Shasta  in  the  north  to 
Kernville  on  tlie  south.  This  two-weeks 
measuring-  period  was  characterized 
by  a  series  of  storms  intermingled 
with  occasional  days  of  fine  weather. 

All  of  the  snow  surveys  have  now- 
been  received  and  the  results  ana- 
lyzed, and  forecasts  of  runoff  for  the 
coming  year  have  been  made.  All  of 
these  forcasts  together  with  siTpport- 
ing  data  have  been  assembled  and 
published  in  the  regular  snow  survey 
bulletin  dated  April  1st  and  mailed  to 
the  public  on  April  12tli. 

An  analysis  of  the  snow  surveys 
.shows  that  while  tlicrc  is  a  slight 
shortage  in  the  Saci-ameuto-l'it  region 
in  the  north,  elsewhere  the  spring  run- 
off will  be  above  normal,  and  from  the 
San  Joaquin  Kiver  south  to  the  Kern 
will  be  the  greatest  since  the  snow  snr- 
vevs  were  begun  in  1930. 


IRRIGATION    DISTRICTS 


On  Jbiicli  .-iOtli,  the  F;illl)n>,iU  Irri,i;atioii 
Di.-iti-ict  ill  San  I)i(>so  Count.v  voted  li.v  lai-f;c' 
ma.iorit.v,  a  bond  issue  in  tlie  amount  nf 
S.5(K>.000  for  coiistnirtion  of  irrigation  worlis 
and  develojiinciit  of  a  walcr  supiilv  from  San 
I.uis  Key   River. 

Two  ilislricls  comiileted  i-.-tinanrin«  ino- 
Kl-ams  dnriiiK  llio  month.  Trac.v  Clover  Irri- 
satioii  District  received  a  lojin  of  .$20,000 
from  the  Ifeconst ruction  Finance  Corjiora- 
tion  witli  whii'h  ti>  retire  an  existing-  (h'l)t  of 
.•l;(>.">,(i70.  Citrus  Ileifihls  Irrigation  I>istriit 
refiiniled  ontstandiiiK  honds  in  the  amount  of 
iSHiJ.tMM)  witli  a  loan  of  SSd.OOO.  aiiKiiienl.'d 
b.v  district  funds. 

Of  spei-ial  interest  to  districts  in  tlie  ]ii-o- 
CCS.S  of  refinanciiif;  was  the  aiiproval  by  (Jov- 
ernor  Merriam  on  JIarch  30th,  of  an  emer- 
gency measure  known  as  the  '-IrriKiltion  Dis- 
trict HeliiianeiiiK  Act."  which  provides  ways 
and  means  throiiKli  State  law  for  ]ii|uid'itinK' 
and  read.|ustiiiK  indi'htedness  of  irrij;ation 
districts  in  default. 

Dintrirts  Hecurities  Commission 

Two  meetinRs  of  the  Commission  were  held 
in  San  Francisco  during  the  montli  for  c(jn- 


sicleration  of  petitions  tiled  li\  ini;;.;!  ion  ilis- 
Irii'ts. 

At  the  meetiuK  of  April  !lth.  Kielivale  Ir- 
rigation District  was  ^'ranted  permission  to 
issue  bonds  in  the  amount  of  .^OO.OIH)  to  pur- 
chase additional  water  rights  and  canals  fin- 
lands  that  were  recently  annexed  to  the  dis- 
Iriel. 

At  the  meeting  of  April  lOth.  the  Commis- 
sion reviewed  the  plans  for  retinanciiiK  the 
indehlediiess  of  Palo  Verde  Irrisation  Dis- 
Irict,  and  approved  the  same,  in  order  that 
I  lie  district  mif;ht  tile  a  petition  for  readjiist- 
nieiit  in  the  Superior  Court  under  the  re- 
cently enacted  Irrijjation  District  Refinanc- 
inn-  Act. 


FLOOD    CONTROL    AND 
RECLAMATION 


All  avera;;c  of  lis  men  on  Wl'.V  I'roject 
No.  .541(-.  were  eiiKaKed  during  thi'  month  in 
eleariiiK'  the  overflow  channel  of  the  Feather 
River  north  of  Marysville  and  near  Xicolaus. 
SRA  Transient  Camp  No.  T  in  the  Sutter 
Basin  fiiriiishe<l  an  average  of  48  men  for 
work  on  the  east  levee  of  Sutter  By-iiass,  at 
I'limpiin;  I'lant  No.  1  and  Xo.  2  and  at  the 
Sutter  maintenance  headi|uarters.  It  was 
impossible  to  work  in  the  Tisdale  By-pass 
duriiif;  this  period  on  account  of  overflow. 

^\'1»A  rro,iect  No.  6654,  Yolo  Ctainty,  cora- 
iiienced  operations  on  April  2d.  since  which 
time  an  average  of  .SI  men  have  been  em- 
ployid  on  clearins  brush  and  timber  from 
levees  id-  the  Saer.'imento  By-ji.ass  and  poi- 
soning sipiirrels. 

F!ooit  Miu  sine  meats 

All  danger  of  flood  fen-  this  seasmi  seems 
to  be  passed,  and  operation  will  he  discon- 
tinued on  the  river  stage  stations  at  varimis 
times  from  May  15th  to  SOtli.  The  four  radio 
sending  stations  were  discontinued  on  Aiiril 
2rpth,  the  equipment  being  renioxed  for  sum- 
Mier  use  b.v  the  irrigatimi  waler  masters  of 
1  he  Division. 


SUPERVISION    OF    DAMS 


Aiiplieatiini  was  Hhil  on  March  25,  l!i;!T. 
1-in-  the  alleratiiMi  of  the  Lafayette  Dam  of 
the  lOast  Bay  Mnnii'ipal  I'lilily  Disirict. 
This  application  covered  cntain  cli.iuses  in 
the   discharge  lines   and    s|iiilway    iirovisions. 

Conslrnction  on  the  fill  at  San  Caliriel 
I  •.1111  .\umber  (»iie  of  the  I/)s  Angeles  ('(uiiity 
Flood  Control  District  is  progressing  in  a 
satisfactory  manner.  The  siiillway  excavatiim 
is  well  under  way  and  the  plans  for  the  lin- 


ing of  the  same  have  been  completiMl.  \ 
the  Ca,i.alco  Dam  of  the  Metropolitan  Wat. 
District  the  work  of  placing  till  on  the  dik 
is  iiractically  completed  and  the  pouring  < 
the  concrete  face  on  the  dam  and  dike  is  jiri 
gressing  rapidly.  The  cutoff  in  the  main 
dam  is  iiractically  completed. 

Work,  resumed  last  month  after  the  tem- 
porary shutdown  due  to  weather  conditions 
at  O'Shanghnes.sy  Dam  of  the  City  and 
County  of  San  Francisco,  is  iirogressing  rap- 
idly. The  concrete  downstream  from  the  old 
structure  is  iiractically  eonipletrd  to  the  old 
crest  of  the  dam. 


WATER    RIGHTS 


Siiiierrisioii  of  Apiiyoprialinii  nf   Water 

Twenty-one  applications  to  aiiproiiriate 
water  were  received  during  March.  10  were 
denie<i  and  24  were  approved.  Kleveii  jier- 
niits  were  revoked  and  the  rights  under  0  per- 
mits    were     niiiliniieil     hy     the     issuance     of 

Among  the  aii|ilications  apiiroved  were  six 
by  the  Santa  Clara  Valley  Water  Conserva- 
tion district  of  San  .lose  involving  appropria- 
tions from  Almaden.  (inadaluiie.  Los  (Jatos, 
Calero  and  Stevens  Creeks  at  an  estim.ated 
cost  of  .l;i  .001 .000. 


SACRAMENTO-SAN    JOAQUIN 
WATER   SUPERVISION 


During  the  jiast  month,  this  othce  has  been 
liri'iiaring  the  data  to  publish  a  report  show- 
ing the  amount  of  water  diverted  from  and 
retunied  to  streams  in  the  Sacramento  and 
San  .Toaqiiin  territory.  This  report  will  show 
the  amount  of  land  irrigated,  flow  in  the 
stream  channel,  and  the  rate  of  ailvance  .-ind 
retreat  of  salinity  in  the  delta. 

Field  work  has  commenced  and  at  present 
consists  of  oh.serving  all  points  of  diversion 
to  insure  that  records  of  operations  will  be 
keiit  during  the  coming  season.  The  abun- 
dance of  rainfall  has  made  early  irrigation 
niiiiecessary  this  year. 


CENTRAL    VALLEY    PROJECT 


The  rnileil  Slates  Bureau  of  Reclamation 
lonliiineil  work  during  the  month  on  the 
piep.-ii-.itiiin  of  iilaiis  necessary  for  starling 
construction  on  the  initial  units  of  the  pro- 
,ject.  Preliminary  investigations  and  explora- 
tion work  have  been  continued  at  Kennett 
and  Frinnt  dam  sites  as  have  the  surveys 
along  the  Contra  (\ista  conduit  and  Friaut- 
Kern   canal. 


FT-wenty-Six] 


(May  i9i7)   California  Highways  and  Public  Works 


New  Charter  Way  Underpass 
Opened  in  Stockton  City 


(Continued  from  page  1,0) 


This  new  underpass  will  doubtless 
take  most  of  this  traffic,  especially 
after  an  underpass  is  completed  under 
the  Santa  Fe  tracks  on  Wilson  Way, 
on  U.  S.  99.  Bids  for  this  project 
will  be  opened  this  month. 

The  signing:  by  President  Roosevelt 
of  the  Emergency  Relief  Appropria- 
tion Act  of  1933  made  available  Fed- 
eral funds  for  the  construction  of 
highway-railroad  grade  separation 
structures.  Charter  Way  underpass 
is  one  of  the  structures  now  completed 
by  the  State  under  this  act. 

RAILROAD  CROSSING  PROBLEM 

At  Charter  Way,  U.  S.  50,  crossed 
at  grade  a  total  of  eight  separate  rail- 
road tracks,  one  of  the  Western  Pa- 
cific and  seven  of  the  Southern  Pa- 
cific, all  within  a  distance  of  five 
hundred  feet. 

Design  studies  were  made  to  deter- 
mine the  most  satisfactory  structure 
for  the  problems  involved,  which  in- 
eluded  the  separation  of  the  highway 
and  eight  railroad  tracks,  and  the 
maintenance  of  accessibility  to  adjoin- 
ing improved  property.  To  this  end 
an  undergrade  crossing  which  would 
carry  highway  traffic  under  the  rail- 
road tracks  was  selected. 

The  crossing  consists  of  a  depressed 
portion  1072  feet  6  inches  long,  pro- 
viding two  22-foot  roadways  sepa- 
rated by  a  3-foot  safety  curb  and  two 
4-foot  pedestrian  sidewalks,  all  flanked 
with  retaining  walls  running  the  full 
length  of  the  depressed  portion. 

RETAINING  WALLS  USED 

Reinforced  concrete  construction 
was  used  throughout  with  the  excep- 
tion of  the  spans  carrying  the  railroad 
tracks  over  the  highway  which  were 
made  of  steel. 

DIVIDED    ROADWAY 

Division  of  the  roadway  area  into 
2  two-lane  roadways  by  means  of  the 
safet,v  curb  is  in  accordance  with 
modern  safety  practice,  providing  as 
it  does  two  traffic  lanes  for  traffic 
traveling  in  the  same  direction.  The 
safety  curb  also  became  of  economic 
value  for  it  permitted  the  use  of  in- 
termediate piers  to  support  the  vehic- 
ular   bridge    and    track    span    super- 


structures. Had  it  been  necessary  to 
span  the  entire  roadway  from  retain- 
ing wall  to  retaining  wall,  much 
heavier  bridge  superstructures  would 
have  been  required  with  consequent 
increased  cost. 

As  is  usual  in  the  case  of  under- 
grade crossing  structures,  with  de- 
pressed portions  below  natural 
ground  line,  drainage  of  water  enter- 
ing the  roadway  had  to  be  provided 
for.  To  this  end  two  electrically 
operated  pumping  units,  to  operate 
alternately,  were  provided  to  pump 
from  a  sump  located  below  the  point 
of  lowest  grade  line.  Each  pumping 
unit  is  capable  of  discharging  not  less 
than  750  gallons  per  minute  and  is  so 
controlled  that  should  water  enter  the 
depressed  portion  in  excess  of  the 
pumping  capacity  of  the  pump  in 
operation,  the  idle  pump  will  come 
into  operation.  With  this  pumping 
equipment,  it  is  believed  the  run-off 
from  the  heaviest  rain  will  be  handled 
without  difficulty. 

SAFETY  FOR  NIGHT  TRAFFIC 

To  provide  additional  safety  for 
night  traffic,  adequate  lighting  equip- 
ment to  illuminate  the  roadway  for 
the  entire  length  of  the  depressed 
portion  has  been  provided.  For  il- 
luminating the  roadway  areas  out- 
side the  limits  of  the  vehicular  bridge 
and  track  spans,  electroliers  sup- 
ported on  the  retaining  walls  flanking 
the  roadway  are  provided,  and  for 
the  areas  beneath  the  vehicular  bridge 
and  track  span  superstructures  light- 
ing units  mounted  in  recesses  cast  in 
abutments  and  piers  have  been  pro- 
vided. 

COST   IS    $310,000 

The  total  construction  cost  for  tlie 
underpass  is  approximately  $310,000 
including  the  cost  of  engineering. 
This  project  was  financed  from  the 
Federal  Works  Program  Grade  Sepa- 
ration funds. 

The  subway  was  constructed  by  the 
State  Division  of  Highways  under 
contract  awarded  to  Biasotti,  Willard, 
&  Bia.sotti  &  Rocca  &  Company. 

All  necessarj'  right  of  way  for  the 
project  was  furnished  by  the  city  of 
Stockton,  financed  from  the  city's  ^^ 
gas  tax  and  other  city  funds. 


States  Making 
Surveys  of  All 
Highway  Trends 

(Continued  from  paj^e  12) 

Studies  of  commodities  carried  by 
trucks,  and  of  the  origins  and  desti- 
nations and  trip-distances  of  trucks 
will  throw  light  on  the  competition 
between  highway  carriers  and  rail- 
roads and  other  transportation  fa- 
cilities. 

The  financial  studies  are  an  indis- 
pensable part  of  the  surveys.  By 
analyzing  both  the  revenues  and  the 
purposes  of  expenditures  of  the  State 
and  all  its  parts,  we  hope  to  estimate 
the  future  ability  of  the  State  to  sus- 
tain a  maximum  highway  investment. 

That  investment  will  not  be  lim- 
ited merely  by  the  number  of  miles 
the  State  can  build  and  pay  for,  but 
the  number  which  it  can  continue  to 
pay  for  indefinitely  after  they  are 
built. 

Within  that  limit  we  hope  to  choose 
the  most  important  coordinated  sec- 
tions of  roads  and  streets  which 
should  comprise  the  ultimate  im- 
proved system. 

SURVEYS    MUST    CONTINUE 

The  road  use  and  motor  vehicle  allo- 
cation .studies  will  show  us  how  to 
distribute  the  costs  of  the  highways 
in  proportion  to  their  use.  Another 
study  will  determine  the  economic  life 
expectancy  of  road  surfaces. 

The  investigation  of  general  eco- 
nomic and  social  trends  is  now  in  the 
formative  stage. 

The  work  is  not  finished.  Each 
State  should  consider  the  planning 
survey  as  a  continuing  function.  Sus- 
pend it  now,  and  the  value  of  the 
work  now  done  will  soon  be  lost. 
The  1^  per  cent  provision  has  been 
retained  in  the  Federal  law  for  the 
fiscal  yeai-s  1938  and  1939.*  It  should 
remain  permanently,  and  possibly  be 
enlarged ;  and  no  State  should  forego 
the  opportunity  it  affords  for  intelli- 
gent highway  planning. 


*  The  1*  per  cent  provision  referred  to 
b.v  Mr.  Fairbank  requires  that  1*  per  cent 
of  funds  allocated  by  the  national  govern- 
ment to  states  under  the  Works  Progress 
Progriim,  the  Works  Grade  Separation  Pro- 
gram and  Federal  Aid  to  Highways  shall 
be  expended  for  highway  planning  surveys. 
Editor. 


California  Highways  and  Public  Works    (May  isi?) 


[Twenty-Seven  I 


Manchester  Boulevard  Opening 
Climax  of  13  Years  Work 


(Continued  from  page  18) 


few  years,  saying  that  California  will 
have  three  million  dollars  tourist  trade 
this  year,  one  of  her  "biggest  crops." 

Closing-  the  program  at  the  Elks 
Club,  Mr.  Kelly  declared  the  State's 
highway  system  is  eight  to  ten  years 
behind  the  needs.  "By  the  end  of 
1937,"  he  said,  "California  will  have 
more  pleasure  cars  registered  than 
has  any  other  State." 

Maneliester  Avenue  already  has  re- 
quired the  addition  of  a  third  lane, 
and  ]\Ir.  Kelly  forecast  the  day  when 
a  fourth  will  be  needed.  ' '  In  time, 
Manchester  will  become  one  of  the 
_  gTeat  highways  of  the  State. ' '  he  de- 
clared. 

The  plan  to  project  this  Manchester 
Avenue  route  from  the  Roosevelt 
Highway  (U.  S.  No.  101-Alt.),  near 
Plava  del  Rev,  to  connect  with  Coast 
Highway  Roiite  No.  2  (IT.  S.  No.  101 ), 
near  Santa  Ana,  became  a  unified  pro- 
gram of  the  State  in  1933,  when  this 
l)roposed  route  became  a  part  of  the 
State  Highway  System  as  Route  174. 

At  that  time  portions  of  the  road 
had  been  laid  as  city  streets,  but  with 
no  connecting  links.  Then  the  only 
jiortion  of  this  road  improved  to  full 
width  pavement  was  5.9  miles  within 
the  city  of  Los  Angeles.  Since  Janu- 
ary 9.  1934,  when  construction  was 
started  by  the  State  on  the  first  con- 
tract, work  has  progressed  steadily. 
With  the  cooperation  of  the  cities  and 
counties,  rights  of  wa.v  have  been 
secured,  widening  and  new  construc- 
tion completed  on  27.1  miles  of  high- 
way, the  completed  roadway  pave- 
ment surface  varying  in  widths  from 
tliirty  feet  to  seventy-six  feet. 

This  entire  program,  costing  some 
$2,700,000,  has  been  financed  out  of 
tlic  gasoline  tax,  with  contributions 
l)i'ing  nuide  by  the  cities  and  counties 
out  of  theii-  siiare  of  the  gas  tax  reve- 
nues. 

Manchester  Boulevard  had  its  be- 
ginning in  Graham  in  1924,  when  a 
group  of  far-seeing  business  men  met 
and  formed  the  Manchester  Avenue 
Improvement  Association.  While,  at 
that  time.  Manchester  Avenue  was 
merely  a  line  pro.iected  on  a  map,  soon 
meetings  began  to  be  held  at  regular 
intervals  along  the  proposed  route. 


MANY  GKOtrPS  CAVE  AID 

Since  the  inception  of  the  plan,  the 
following  associations  became  affili- 
ated with  the  Greater  Manchester  Im- 
provement A.ssociation,  and  have 
worked  towards  promotion  of  the 
road ;  Los  Angeles  County  Regional 
Planning  Commission,  City  Planning 
Connuission  of  Los  Angeles,  South 
Gate.  Anaheim  and  Santa  Ana  ;  Cham- 
bers of  Commerce  of  Inglewood, 
Graham,  South  Gate,  Downey,  Nor- 
walk,  Buena  Park,  Fullerton,  Ana- 
heim, and  Santa  Ana,  the  Inglewood 
Manchester  Improvement  Association ; 
Southwest  Chamber  of  Commerce ; 
Vermont-]\Iancliester  Business  Asso- 
ciation ;  Harbor  District  Chamber  of 
Commerce ;  Eastside  Organization  of 
Los  Angeles  County,  and  City  Plan- 
ners Association  of  Los  Angeles 
County. 

The  first  jiroblem  was  construction 
of  the  road  from  Central  to  Alameda 
streets.  The  county  of  Los  Angeles 
.I'oined  the  State  to  obtain  the  right  of 
way.  Prom  this  .strip,  extensions  east 
and  west  have  been  continuous,  with 
hardl.y  a  day  passing  that  some  part 
of  the  road  was  not  under  construc- 
tion. 

FUTURE    WIDENING    PREDICTED 

The  last  allotment  of  funds  by  the 
Highway  Commission  built  the  re- 
maining 1.3  mile  gap  through  the  city 
of  Anaheim,  in  connection  with  which 
it  is  of  interest  to  note  that  in  secur- 
ing the  right  of  way,  the  property  of 
an  old  abandoned  line  of  the  Southern 
Pacific  Railway  was  acquired  between 
Anaheim  and  Miraflores  Junction 
with  Route  2.  This  same  allotment 
also  provided  for  the  construction  of 
a  third  strip  of  pavement  from  Ana- 
heim to  Norwalk,  making  the  paved 
])ortion  of  roadway  not  less  than 
thirty  feet  in  width  at  any  ]ioint.  The 
i-ight  of  way  is  one  hundred  feet. 

It  is  anticipated  that  further  widen- 
ing will  be  carried  on  from  time  to 
time  to  jiroperl.v  and  safely  haiulle 
the  coiistantlv  increasing  traffic. 


Tile  (Inli  KolfiT  on  the  first  tee  swung  three 
limes  ill  llic  1)m11  and  missed.  Not  discour- 
iif^cd,  lie  lnol<(Ml  np  at  tlip  crowd,  on  the  ctnb 
pon-li  and  ^'rinni'd.     "Tonfjh  course."  lie  said. 


Direction  Signs 
Are  Important 
in  Guide  Group 

(Continued  from  page  24  ) 

names  of  passes  with  the  elevation 
and  location,  approach  signs  at  drink- 
ing fountains,  etc. 

California  has  one  distinctive  sign. 
It  is  used  for  historical  landmarks, 
and  is  made  up  with  white  letters  on 
a  brown  field.  Such  signs  are  placed 
on  the  main  highway  at  the  point  of 
departure  of  the  highwa.v  leading  to 
the  landmark.  One  such  sign  is  pro- 
vided for  each  direction  of  highway 
traffic  and  motorists  are  routed  to 
those  landmarks  over  the  quickest  and 
best  route. 

The  historical  landmarks  are,  as 
their  name  signifies,  verified  land- 
marks of  California's  early  history. 
The  points  are  marked  by  a  plaque  or 
nameplate,  after  being  checked  and 
approved  for  their  authenticity  b.v  the 
State  Chamber  of  Commerce  and 
their  registration  b.v  the  Department 
of  Natural  Resources.  Descriptions 
of  these  historical  landmarks  are 
availalile  and  the  brown  and  w^iite 
directional  signs  inform  the  motorist 
where  the  landmarks  are  located. 

The  description  of  signs  in  this 
article  has  to  do  with  signs  as  they 
will  be  when  brought  up  to  date. 
There  are  many  old  type  signs  now  in 
lilace,  but  as  fast  as  it  is  economically 
and  physically  possible,  these  are 
lieing  removed  or  reiiositioned  to  con- 
form to  signing  as  described. 

SIGNS    REPOSITIONED 

The  city  and  town  name  signs  and 
the  reassurance  signs  are  being  posi- 
tioned on  the  main  routes  now,  and 
all  should  be  in  place  for  the  summer 
travel. 

Much  stud.v  and  experimenting  has 
been  done  to  develop  the  signing  of 
today.  It  is  necessary  to  know  the 
past  history  in  order  to  plan  the 
future.  California  wishes  to  make 
travelling  easy — much  money  is  spent 
each  year  informing  the  world  as  to 
the  innumerable  advantages  in  Cali- 
fornia. 

The  stranger  from  other  States  be- 
gins to  form  his  opinion  the  moment 
he  crosses  the  line  into  California. 
Our  signing  must  be  uniform,  authen- 
tic, easy  to  read  and  follow.  It  is  as 
important  as  the  alignment,  grade 
and  surface  of  our  highwavs. 


[Twenty-Eight] 


(May  i9}7)  California  Highivays  and  Public  Works 


STATE  OF  CALIFORNIA 


Department  of  Public  Works 

Headquarters:   Public  Works  Building,  Eleventh  and  P  Sts.,  Sacramento 


FRANK  F.  MERRIAM Governor 

JUSTUS  F.  CRAEMER Assistant  Director 


EARL  LEE  KELLY Director 

EDWARD  J.  NERON Deputy  Director 


CALIFORNIA  HIGHWAY  COMMISSION 


PHILIP  A.    STANTON,   Anaheim 

H.  R.  JUDAH,  Santa  Cruz 

PAUL   G.   JASPER,   Fortuna 

WILLIAM  T.  HART,  Carlsbad 

JULIEN   D.  ROUSSEL,   Secretary 


DIVISION  OF  HIGHWAYS 


C.  H.  PURCELL,  State  Highway  Engineer,  Sacramento 
G.  T.  McCOY,  Assistant  State  Highway  Engineer 
J.   G.    STANDLEY,   Principal   Assistant   Engineer 

R.    H.    WILSON,    Office   Engineer 

T.  B.  STANTON,  Materials  and  Research  Engineer 

FRED  J.  GRUMM,  Engineer  of  Surveys  and  Plans 

C.   S.   POPE,  Construction  Engineer 

T.  H.  DENNIS,  Maintenance  Engineer 

F.  W.  PANHORST,  Bridge  Engineer 

V.  CAMPBELL,  Engineer  of  City  and  Cooperative  Projects 

R.  H.  STALNAKBR.  Equipment  Engineer 

E.   R.   HIGGINS,   ComptroUer 

DISTRICT    ENGINEERS 

J.   W.   VICKREY,   District   I,    Eureka 

F.    W.    HASBLWOOD,    District   II,    Redding 

CHARLES  H.   WHITMORE,  District  III,   Marysville 

.TNO.   H.   SKEGGS,  District  IV,   San  Francisco 

L.  H.  GIBSON,  District  V,  San  Luis  Obispo 

R.  M.  GILLIS,  District  VI,  Fresno 

S.  V.  CORTELYOU,  District  VII,  Los  Angeles 

E.  Q.  SULLIVAN,  District  VIII,  San   Bernardino 

S.  W.  LOWDEN   (Acting),  District  IX,  Bishop 

R.  B.  PIERCE,  District  X,  Stockton 

E.  B.  WALLACE,  District  XI,  San  Diego 

SAN    FRANCISCO-OAKLAND   BAY   BRIDGE 

U.  E.  ANDREW,  Bridge  Engineer 


DIVISION  OF  WATER  RESOURCES 


EDWARD  HYATT,  State  Engineer,  Chief  of  Division 

J.  J.  HALEY,  Jr.,  Administrative  Assistant 

HAROLD  CONKLING,  Deputy  in  Charge  Water  Rights 

A.  D.  EDMONSTON,  Deputy  in  Charge  Water 
Resources  Investigation 

R.  L.  JONES,  Deputy  in  Charge  Flood  Control  and  Reclamation 

GEORGE  W.  HAWLEY,  Deputy  in  Charge  Dams 

SPENCER    BURROUGHS,    Attorney 

EVERETT  N.  BRYAN,  Hydraulic  Engineer  Water  Rights 

GORDON   ZANDER.   Adjudication,   Water   Distribution 


DIVISION  OF  ARCHITECTURE 


GEORGE  B.  McDOUGALL,  State  Architect,  Chief  of  Division 

P.  T.  POAGE,  Assistant  Chief 

W.  K.  DANIELS,  Administrative  Assistant 

HEADQUARTERS 
H.   W.   DeJIAVEN,   Supervising  Architectural   Draftsman 

C.    H.    KROMER,    Principal    Structural    Engineer 
CARLETON  PIERSON,  Supervising  Specification  Writer 
J.  W.  DUTTON,  Principal  Engineer,  General  Construction 

W.  H.  ROCKINGHAM,  Principal  Mechanical  and  Electrical 

Engineer 


DIVISION  OF  CONTRACTS  AND  RIGHTS  OF  WAY 


C.  C.  CARLETON,  Chief 

CLARENCE  W.  MORRIS,  Attorney,  San  Francisco 

FRANK  B.  DURKEE,  General  Right  of  Way  Agent 

C.  R.  MONTGOMERY,  General  Right  of  Way  Agent 

ROBERT  E.  REED,  General  Right  of  Way  Agent 


DIVISION  OF  PORTS 


Port  of  Eureka — William  Clark,  Sr.,  Surveyor 


43806      5-37      15,000 


Return  postage  guaranteed. 

PM:    If  addressee  has  moved 

notify  sender  on 

Form  3547 

Division  of  Highways 

P.  O.  Box  1499 
Sacramento,  California 


Seattle  Public  Library, 
Seattle, 

Wash , 


SEC.  562  P.  L 

&  R. 

U.  S.  POSTAGE        1 

W^iAiD 

'^3^ 

Sacramento, 

Cal. 

Permit  No. 

152 

MAP 

SHOWING 

STATE  HIGHWAY  SYSTEM 


LOS  ANGELES  AND  VICINITY 


'iiial  Journal  oHhe  Department  of  Public  Work? 
JUNE-   1937 -- 


J!?N  2  4  tP?7 


CALIFORNIA  HICHWAYS  AND  PUBLIC  WORKS 

Official  Journal  of  the  Division  of   Highways  of  the  Department  of  Public  Works,  State  of  California 

EARL  LEE  KELLY,  Director  C.  H.  PURCELL,  State  Highway  Engineer  JOHN  W.  HOWE,  Editor 

Published  for  information  of  the  members  of  the  department  and  the  citizens  of  California 

Editors  of  newspapers  and  others  are  privileged  to  use  matter  contained  herein.     Cuts  will  be  gladly  loaned  upon  request. 
Address  communications  to  California  Highways  and  Public  Works,  P.  O.  Box  1499,  Sacramento,  California. 

Vol.15  JUNE,  1937  No.  6 


Table  of  Contents 


Page 

New  Iliii'lnvay  Over  Pedro  Mountain  Will  Eliminate  Dangerous  Existing  Grade.  1 

By  E.  G.  PosSj  District.  Construction  Engineer 

Waldo  xViiproaeli  Engineering  Feature  of  Golden  Gate  Bridge 2 

By  Jno.  H.  Skeggs,  District  Engineer 

Pictures  of  Waldo  Aiiproaeh  and  Offieial  Automobile  Caravan  Crossing  Golden 

Gate  Span 3 

Pictures  of  New  Ocean  Shore  State  Highway 4,5 

Photo-electric  Recoi-ders  Make   Count  of   Highway  Traffic 6 

By  K.  A.  MacLachlan,  Assistant  Maintenance  Engineer 

Pictures  of  Photo-electric  Recorders  in  Operation 7 

Governor  Dedicates  Liid\  of  Roosevelt  Highway  in  South 8 

Bit  P.  A.  McDonald,  Assistant  Engineer 

Scenes  at  Dedication  of  Wilmington  Link   i)i   Roosevelt  Highway 9 

Uniform  Pavement  and  Traffic  Signs  Great    Aid  to  Motorists 10 

By  F.  M.  Carter,  Assistant  Maintenrince  Engineer 

Replicas  of  Pavement  and  Traffic  Sign.s 11 

Pictures  of  Governor  ]\Ierriam  and  Others     ( )fficials    at     Dedication    of    AValdo 

Approach V2 

Pictures  Showing  Sawing  of  Redwood-Log  Barrier  on  Waldo  Approach i:i 

Road   Comjiaction  With   Crane  and  Ball   Cuts  Plighway  Costs 14 

By   Vix^tor  E.   Pearson,  Resident  Engineer 

Realigned  VacaviUe  Highway  Opened  to  Public    15 

By   R.   E.   Pierce,  District  Engineer 

Picture  (it  Sertidu  of  Crowd  at  Waldo  Dedication   16 

Tortuous  ILunliiihh   Highway  Being  Modernized  by  State 17 

/.'.I/  J.  C.  Black,  Chief  Draftstnan,  District  I 

Public  Works  Department  ]\Ioves  Into  New   Building   18 

By  Oecn-ge  B.  McDougall,  State  Architect 

Pii'lure  (if  {'Entrance  t(i  Xcw  i'nblic  Works    Building   1!) 

Pictures   <if    Ilitihway    between    Trinidad    and  McNeill 's  Raucli  in  Humboldt  Co.  21 

Traftie  Stripe  .Marker  Evolution  Illustrated 22 

FIdod  Ciuiipels  Highway  Detour  Through  Orange  Grove 23 

By  E.  T.  Scott,  District  Maintenance  Engineer 

Highway  Hids  and  Awards  for  May 2;i 

Free   Parking   for   .Mdtdrists  (in   San    Francisco-Oakland  Pay  liridge 25 

Monthly   Water   Kesonrces  Peport   of  Stale    Kiigineer 26 


New  Highway  Over  Pedro 
Mountain  W!ll  Eliminate 
Dangerous  Existing  Grade 


1. 


a 


By  E.  G.  POSS,  District  Construction  Ensineer 


A  STATE  highway,  located  with- 
in 15  miles  of  the  city  of  San 
-  Francisco,  is  now  under  con- 
struction on  the  coast  of  San  Mateo 
County  which  will  take  the  place  of 
one  of  the  most  dreaded  travel  routes 
of  the  Peninsula.  This  highway,  be- 
tween Rockaway  Beach  and  Farallone 
City,  will  be  a  portion  of  the  Ocean 
Shore  Highway,  Route  56,  between 
San  Francisco  and  Santa  Cruz ;  and 
it  is  being  built  as  a  cooperative 
project,  in  which  are  joined  the  Fed- 
eral government,  the  State,  and  Joint 
Highway  District  No.  9,  comprising 
the  counties  of  San  Francisco,  San 
Mateo  and  Santa  Cruz. 

The  following  comparative  statis- 
tics of  the  old  and  the  proposed 
routes,  will  serve  to  show  the  great 
improvement  in  travel  facilities  af- 
forded by  the  new  highway: 


Present  250  15193'  51'  42.2  46.6%  7%  2409'  10.618 
Proposed  2S  1372"  2S'  3.S  47.8%  7%  1225'  5.903 
Diff'nce.  222  13821' 23'  38.4  1174'     4.715 

The  above  figures  show  that  the 
distance  and  the  rise  and  fall  are 
practically  cut  in  half. 

PRESENT   ROAD   DANGEROUS 

The  statistics  and  map,  however, 
do  not  tell  the  complete  story.  The 
present  road  is  very  narrow,  with  an 
average  roadbed  width  of  16  feet, 
steep  cut  banks,  and  extremely  sharp 
curvature,  most  of  the  curves  being 
under  100  foot  radius.  The  new 
alignment  has  a  minimum  radius  of 
400  feet.  The  old  line  has  a  con- 
tinuous climb  of  3  miles,  and  reaches 
a  summit  elevation  of  922  feet,  only 
to  drop  back  to  the  coastal  flat  on 
the  other  side.  The  new  line  has  a 
climb  1.2  miles  long,  with  a  summit 


elevation  at  Station  440  of  465  feet. 
The  new  roadway  width  is  a  minimum 
of  26  feet  with  numerous  wider  sec- 
tions for  turnouts  and  parking,  par- 
ticularly on  the  cliff  section  between 
Stations  400  and  440  where  the  entire 
ocean  side  has  been  daylighted. 

Montara,  or,  as  it  is  locally  known, 
San  Pedro  Mountain,  is  a  westward 
spur  of  the  main  north  and  south 
range  dividing  San  Francisco  Bay 
and  the  ocean.  The  geologists  de- 
scribe it  as  a  dioritie  batholith,  which 
marches  to  the  ocean  in  this  area  and 
results  in  the  formation  of  sea  cliffs 
a  thousand  feet  in  height  between 
San  Pedro  Point  and  Green  Canyon. 
Tremendous  pressures  convulsed  this 
section  and  tlie  sedimentary  deposits 
uplifted  by  the  batholith  on  the  ocean 
front  show  unbelievable  folding  and 
faulting. 

RICH    AGRICULTURAL    COUNTRY 

Both  north  and  south  of  San  Pedro 
Mountain  are  sections  of  rich  agricul- 
tural lands  interspersed  with  a  more 
or  less  continuous  .string  of  suburban 
development  on  the  narrow  coastal 
flats  and  valleys  extending  back  into 
the  main  range.  There  are  many  fine 
beaches  on  either  side  of  the  moun- 
tain. Therefore,  from  the  earliest 
times,  despite  the  formidable  barrier 
of  San  Pedro  Mountain,  means  of 
communication  were  established  be- 
tween the  two  sections. 

The  almost  inaccessible  cliff  face 
between  Devils  Slide  and  San  Pedro 
Point,  while  offering  lower  grades, 
discouraged  all  the  early  builders, 
and  tlierefore  the  first  trails  and  roads 
were  built  farther  inland  over  steep 
grades  and  through  pa.sses  high  up  on 
the  mountain.  The  remains  of  these 
early  endeavors  can  be  found  all  over 
the  mountainside. 


With  the  advent  of  the  automobile 
and  the  need  of  better  communication 
between  the  two  sections,  the  county 
of  San  Mateo,  in  or  about  1914,  con- 
structed the  existing  route,  which  was 
taken  over  by  the  State  Highway  for 
maintenance  in  1933  under  legislative 
action.  However,  this  road,  because 
of  its  grades,  alignment  and  width, 
discouraged  any  large  amount  of 
travel  in  spite  of  a  heavy,  latent, 
metropolitan  traffic  waiting  to  take 
advantage  of  a  modern  highway  to 
the  beach  and  recreational  areas  to 
the  south. 

To  remedy  this  situation.  Joint 
Highway  District  No.  9  was  organized 
to  improve,  with  State  aid,  the  gen- 
eral route  of  the  Coast  Highway 
between  San  Francisco  and  Santa 
Cruz.  One  of  the  first  studies  and 
projects  undertaken  was  the  rerouting 
of  the  highway  between  Rockaway 
Beach  and  Farallone  City.  The  route 
selected  by  the  Joint  Highway  Dis- 
trict's engineers  followed,  in  general, 
the  former  roadbed  of  the  Ocean 
Shore  Railroad  by  way  of  San  Pedro 
Point;  but  after  contracts  were  let 
the  construction  was  bogged  down  by 
right  of  way  litigation  and  was  finally 
abandoned. 

HIGH    CLIFF    OVERCOME 

After  taking  this  section  of  the 
road  over  as  ]iart  of  the  Ocean  Shore 
State  Highway  between  San  Fran- 
cisco and  Santa  Cruz,  the  pressure  of 
the  traveling  public  and  the  agitation 
by  official  and  unofficial  bodies  of  the 
Peninsula,  particularly  Joint  High- 
way District  No.  9,  resulted  in  a 
thorough  reexamination  of  all  ]iossible 
locations  and  the  final  adoption  of 
the  present  route  now  under  con- 
struction. 

(Continued  on  page  4) 


Waldo  Approach  An  Engineering 
Feature  of  Golden  Gate  Bridge 


By  JNO.  H.  SKEGGS,  District  Ensineer 


SAX  FRANCISCO'S  great  Fiesta 
celebrating  the  dedication  and 
opening  to  traffic  of  the  Golden 
Gate  Bridge  on  May  28  is  history. 

The  Golden  Gate  Bridge,  spanning 
the  deep  waters  of  ocean  and  bay  at 
the  entrance  to  San  Francisco's  world- 
famous  harbor,  is  in  full  operation 
and  has  assumed  its  place  as  an  en- 
during monument  to  engineering  skill 
and  the  spirit  of  progress.  It  stands 
as  a  proud  and  fit  companion  for  the 
San  Francisco-Oakland  Bay  Bridge 
linking  the  San  Francisco  peninsula 
with  the  eastbay  mainland. 

The  opening  to  the  public  of  the 
Golden  Gate  Bridge  marked  the  en- 
gineering achievement  of  what  a  large 
portion  of  a  doubting  population  of 
earlier  years  predicted  could  never 
be  accomplished.  Those  who  doubted 
were  sincere  in  believing  that  the  ob- 
stacles imposed  hv  Mother  Nature 
were  too  great  to   be  overcome. 

BIG    OBSTACLES   OVERCOME 

But  the  bridge  builders  surmounted 
these  obstacles  with  the  longest  single 
over  water  suspension  span  in  the 
world,  with  towers  one-seventh  of  a 
mile  higli,  set  four-fifths  of  a  mile 
aiiart.  What  they  did  will  live  as 
long  as  engineering  annals  are  writ- 
ten. 

Now  that  the  tumult  and  the  shout- 
ing have  died  down,  the  pageantry 
and  parades  and  the  gay  revels  of 
Fiesta  Week  become  never-to-be-for- 
gotten memories,  it  seems  but  natural 
for  the  engineers  of  the  Division  of 
Highways  of  the  Department  of  Pub- 
lic Works  to  survey  with  pleasure 
the  Waldo  Approach,  the  new  high- 
way leading  to  the  Marin  end  of  the 
Golden  Gate  IJridge,  which  was  the 
State's  contribution  to  this  huge 
[iroject. 

The  Marin  Approach,  popularly 
called  the  Waldo  Approach,  was  con- 
sti'iictcil  liy  the  Division  of  Highways 
from  the  north  landing  of  the  bridge 
to    a    connection    with    the    Redwood 


JNO.   H.   SKEGGS 

Highway  at  Waldo.  The  total  cost 
of  this  project,  including  engineering 
and  rights  of  wav,  will  exceed  $2,000,- 
000. 

DIFFICULT    ROAD    BUILDING 

This  section  of  road,  traversing 
heavy  mountain  slopes  for  the  greater 
portion  of  its  8.()  miles  of  length, 
ends  at  the  Waldo  Junction,  in  a 
marsh  or  tide  fiat  having  a  depth  of 
soft  mud  of  seventy  feet.  Mountain- 
ous as  the  terrain  is,  with  all  the 
usual  attendant  difficulties  of  con- 
struction of  cuts  and  fills  of  vertical 
depths  up  to  150  and  200  feet,  even 
average  mountain  stability  of  forma- 
tion is  lacking,  and  developed  slides 
have  required  the  removal  of  more 
than  two  and  one-half  million  yards 
of    roadway    excavation. 

The  job  required  a  tunnel  1000  feet 
long  with  a  bore  28  feet  9  inches  high 
on  the  center  line.  The  roadway 
width  in  the  tunnel  is  42  feet  and  one 
sidewalk,  42  inches  wide,  is  provided. 

Statistics  of  costs  and  of  construc- 
tion quantities,  however,  have  but 
slight  significance  to  the  average  cit- 
izen.    A  comjiai-isdn  with   jiast  high- 


way construction  achievement  pre- 
sents a  more  vivid  picture,  and  will 
give  a  truer  conception  of  the  magni- 
tude and  economic  value  of  this  im- 
portant contribution  of  the  State  to 
the  Golden  Gate  Bridge  project. 

WALDO  APPROACH  JUSTIFIED 

When  California  voted  its  first  bond 
issue  of  $18,000,000  for  highways  back 
in  1911,  each  section  of  completely 
constructed  highway  was  considered 
an  achievement.  The  three  and  one- 
half  mile  Waldo  Approach,  with  its 
1,000-ft.  tunnel  and  heavy  grading, 
would  have  built  sixty  miles  of  aver- 
age graded  and  concrete  paved  high- 
way's of  that  bond  issue.  It  would 
have  constructed  the  complete  origi- 
nal Redwood  Highway  from  Sausalito 
to  Healdsburg.  Applying  present- 
day  contract  prices  to  the  contract 
quantities  of  the  construction  of  those 
clays,  the  money  required  to  build  the 
Waldo  Approach  would  have  graded 
and  paved  the  original  Redwood 
Highway  from  Sausalito  to  Hopland. 
Another  vivid  comparison  shows  that 
the  cost  of  the  Waldo  Approach 
would  pay  for  all  the  snow  removal 
on  5,000  miles  of  State  highways  for 
four  years,  using  the  maximum  year- 
ly snowfall  ever  encountered  in  the 
State  as  a  basis  for  this  comparison. 

With  these  comparisons  in  mind, 
as  an  essential  part  of  this  great 
bridge  project,  without  which  it  coidd 
not  adequately  serve  its  purpose,  the 
Waldo  Approach  is  more  than  justi- 
fied. 

MUCH    TIME    SAVED 

The  Golden  Gate  Bridge  will  save 
from  24  to  45  minutes  in  travel  timei 
for  San  Franciscans  motoring  to 
northbaj'  points  and  into  the  Redwood 
Empire. 

This  time  saving  is  really  quite 
tangible,  and  has  an  effect  of  bring, 
ing  lioliday  and  vacation  resorts  of 
the   vast    Redwood    playground    from 

(Continued  on  page  12) 


[Two] 


(June  1937)   Culifomia  Highways  and  Public  Works 


^■^-ot'   .  "i 


Or 


A. 


.-^'^>^_-«^ 


Upper  picture  is  of  Waldo  approach  showing  one  of  deep  cuts.  Inset:  View  taken  from  Waldo  tunnel  mouth  looking  south 
towards  Golden  Gate  Bridge.  Center:  Another  stretch  of  new  highway  leading  to  Marin  side  of  bridge  with  south  tower  of  span 
in  distance.      Lower:    Parade  of  official    party   autos  arriving   at   San    Francisco   toll    plaza   after  dedication   ceremonies   on    Marin   side. 


California  Highways  and  Public  Works  (iu„c  1937) 


[Three] 


■■^^ 


This  photograph   taken   on   the  south   slope   of  San   Pedro   Mountain    shows   type   of  existing   winding   and    hazardous   road 
eliminated  by  new  State  highway  now  under  construction  in  San  Mateo  County. 


New  Pedro  Mountain  Highway  Eliminates  Bad  Grade 


The  undoubted  and  great  advantage 
of  easy  grades  that  could  be  had  by 
following  the  more  or  less  level  bench 
above  the  ocean  was  offset  by  the  tre- 
mendous height  of  the  unstable  cliff 
and  the  diffieulty  of  good  alignment 
aroiuid  San  Pedro  Point.  A  patient 
and  thorough  study  of  the  terrain  dis- 
closed a  low  break  in  the  cliff  face 
about  half  way  between  Devils  Slide 
and  San  Pedro  Point.  This  break 
resulted  from  the  erosion  of  a  small 
stream  flowing  easterly  and  with  its 


(Continued  from  page  1) 

headwaters  on  the  easterly  side  of  the 
cliff"  face.  Advantage  was  taken  of 
this  break  and  the  location  wa.s  laid 
down  the  face  of  the  cliff"  from  Sta- 
tions 440  to  400;  and  in  this  short 
distance  are  concentrated  the  main 
construction  problems  on  the  project. 
The  location  of  the  highway  along 
the  cliff  face  required  men  with  the 
agility  of  mountain  goats,  courage,  ex- 
perience, and  complete  lack  of  nerves. 
One  false  step  meant  a  tumble  into 
the  breakers.     The   contractor's   pio- 


neering operations  in  this  area  are 
also  an  epic  in  themselves.  To  launch 
15-tou  cats  into  space  and  carve  a 
precarious  foothold  in  the  cliff's  could 
he  entrusted  only  to  a  few  specially 
skilled  and  daring  cat  skinners.  That 
this  work  was  safely  accomplished, 
with  only  one  serious  injury,  is  a 
tribute  to  the  .skill  and  daring  of  the 
men  and  the  contractor.  On  several 
occasions  shovels,  cats  and  com- 
pressors were  covered  by  great  slides, 
but  only  one  worker  was  injured. 


a    st.^       T  i,\  r'h  ^- 


if*    A    I    0  M  A    R   i    S) 


^J>A.  Vj^  /  Englnwr.  Joint  Hlifhw^Dis 

Scale  1  incli  ■  1000  fort 
Xel  lm</lh  nr project  -Sl.nO.lH  feel  '5.90 mile! 


Sketch  map  shows  proposed  realignment  of  Pedro   Mountain  grade  in  San  Mateo  County.     Dotted  line  indicates  existing  route. 

[Four]  {]Hnc  19)7)   California  Hightuays  and  Public  Works 


I 


Cc-nc:;  on  Ccoan  Shore  State  Highway  In  San  Mateo  County  now  being  built.  Upper — Section  of  scenic  route  which  will  become 
modern  highway.  Center — Stretch  of  new  highway  with  San  Pedro  Mountain  in  distance.  Lower — Constructing  highway  along  face 
of  cliff  on   which   engineers  constantly   battle  slides  which    plunge    into    Pacific    ocean    below. 


California  Highways  and  Public  Works  (jum-  isw) 


I  Five  1 


Photo  Electric  Recorders  Make 
Count  of  Highway  Traffic 


By  K.  A.  MacLACHLAN,  Assistant  Maintenance  Engineer 


FORTY-SEVEN  per  cent  of  the 
16.16  billion  annual  vehicle 
miles  in  California  occur  on  the 
State  Highway  Sj'steni.  It  is  of  vital 
importance  to  the  engineers  design- 
ing highway  routes,  supervising  their 
construction  and  maintaining  them  in 
condition  to  render  the  service 
demanded  of  them,  that  the  flow  of 
trafSe  along  these  roads  and  their 
tributaries  be  adequately  metered. 

In  the  past  this  has  been  done  by 
manual  count  of  passing  vehicles, 
using  the  sampling  method.  Most  of 
the  counts  have  been  16-hour  with 
some  24-hour  records,  and  occasional 
24-hour  full  week  counting.  The  cost 
of  .such  sampling  has  been  relatively 
high,  and  the  samples  necessarily 
limited. 

In  1936  in  connection  with  the 
State-wide  highway  planning  surveys 
the  Bureau  of  Public  Roads  drew  up 
specifications  and  took  bids  on  a  de- 
vice designed  to  count  passing 
vehicles  without  human  aid.  Cali- 
fornia ordered  ten  of  these  counters 
and  they  were  in.stalled  in  January 
and  February  of  this  year. 

24-HOUR  COUNTS 

Inconspicuous  in  appearance,  lo- 
cated where  traffic  proceeds  at  a  nor- 
mal pace,  unlighted,  so  far  as  the 
human  eye  can  detect  without  close 
inspection,  these  recorders  are  giving 
the  Division  of  Highways  24-hour 
counts  day  after  day. 

The  automatic  traffic  counter  oper- 
ates on  the  well-known  photo-electric 
principle.  Two  parallel  beams  of 
infra-red  liglit  are  projected  across 
the  road  to  a  receiving  unit  housing 
the  counting  and  printing  mechan- 
ism. When  one  of  these  beams  is 
interrupted  by  a  passing  pedestrian 
no  count  is  made.  A  vehicle  interrupts 
both  beams  causing  the  counter  to 
work.  At  the  end  of  each  hour  the 
machine  automatically  prints  the 
day,  the  hour,  indicating  whether 
a.m.  or  p.m.,  and  the  cuimdativc 
total  of  passing  vehicles. 


PHOTO-TUBES  USED 

The  photo-electric  tube  employs  the 
principle  used  in  all  radio  tubes,  that 
electric  current  will  flow  across  space 
on  light  waves.  When  light  is  present 
in  the  ordinary  radio  tube,  that  is, 
when  the  filament  is  lighted,  current 
passes  across  the  gap  between  the  fila- 
ment and  plate  and  actuates  the  loud 
.speaker.  In  the  photo-electric  tube, 
the  light  is  supplied  from  an  outside 
source,  and  reflected  into  the  tube, 
providing  a  path  for  electi'ic  impulses 
between  anode  and  cathode  in  the 
photo-tube. 

Since  infra-red  and  ultra-violet 
light  have  the  same  ability  as  white 
light  to  provide  this  current  path,  it 
has  been  possible  to  use  filters  ou  the 
light  source,  eliminating  visible  light, 
which  might  prove  a  traffic  hazard  at 
night. 

The  inconsiderable  current  passing 
the  photo-cell  is  amplified  to  provide 
energy  sufficient  to  operate  a  relay 
at  the  moment  needed  to  introduce 
into  the  circuit  the  comparatively 
powerful  current  needed  to  operate 
the  counting  mechanism. 

OPERATION    COST   LOW 

A  synchronous  motor  also  operat- 
ing on  exceedingly  small  current  op- 
erates the  day,  hour,  and  minute  type 
wheels,  and  by  interruption  of  one  of 
the  relay  circuits  each  hour,  causes 
the  device  to  print  the  total  of 
vehicles  counted  during  the  preceding 
hour.  It  is  thus  seen  that,  except 
when  actually  counting  vehicles,  or 
printing  the  hourly  totals,  the  current 
consumption  is  very  low;  in  fact  the 
average  cost  of  operation  when  count- 
ing 300  vehicles  per  hour  is  about 
$2.25   per   month   for   current. 

The  counter  needs  attention  only 
once  a  week,  when  the  tape,  bearing 
a  printed  record  of  vehicles  by 
hours,  by  days,  is  removed.  The  light 
source  bulbs  have  a  normal  life  of  six 
to  ten  months  and  require  only  occa- 
sional cleaning  and  inspection.  They 


are   ordinary   automobile   headlight 
bulbs  of  50  candle  power. 

LOCATIONS    CAREFULLY    PICKED 

Several  months  were  spent  in 
study  of  the  correct  locations  for  the 
photo-electric  counters.  Two  purely 
physical  limitations  existed,  namely — 
the  need  of  an  a-c  power  supply,  and 
the  necessity  of  locating  on  a  two-lane 
highway  to  minimize  the  error  due  to 
cars  passing  each  other  at  the  re- 
corder. It  was  also  desirable  to  locate 
them  near  Highway  Maintenance  Sta- 
tions so  that  the  operation  could  be 
watched  and  the  tape  could  be  re- 
moved each  week  without  excessive 
travel. 

It  was  desired  to  pick  locations 
which  would  give  hourly  and  seasonal 
variations  of  various  types  of  traffic. 

Three  counters  were  located  on 
secondary  roads  in  agricultural  areas. 
One  is  on  Route  50  just  west  of  its 
intersection  with  Route  7  near  Wood- 
land. Another  is  located  at  Somis  on 
Route  153  just  below  its  junction  with 
Route  154.  A  third  counter  is  east  of 
the  city  limits  of  Calipatria  on  Route 
201.  These  three  counters  are  used  to 
develop  seasonal  factors  representing 
the  fluctuation  of  traffic  in  three  quite 
different  agricultural  districts. 

THREE    COUNTERS  ASSIGNED 

Three  counters  were  assigned  to 
primary  highways.  They  are  on  Route 
3  just  south  of  Redding;  at  the  San 
Joaquin  River  Bridge  on  Route  4  be- 
tween Madera  and  Fresno;  and  just 
west  of  the  junction  of  Route  26  and 
Route  187  at  White  water. 

A  combination  of  thi'ough  and  rec- 
reational traffic  is  registered  by  the 
counter  near  Ukiah  on  Route  1  just 
north  of  the  junction  with  Route  15. 
A  counter  in  the  Santa  Ana  Canyon 
on  Route  43  provides  a  profile  of 
through  traffic  also,  but  combines  it 
with  an  agricultural  factor  of  con- 
siderable importance.  The  Santa  Ana 
Canyon  record  also  reflects  some  of 

(Continued  on  page   27) 


[Six] 


(June  1937)  California  Highways  and  Public  Works 


Upper  picture  shows  aLitomobile  passing  between  traffic  count  machines  on  each  side  of  road  and  being  registered  aLitomaticaily. 
Center  left:  Close-up  of  one  of  traffic  count  devices.  Center  right:  Shows  counting  machine  open  and  member  of  Maintenance  Depart- 
ment staff  reading  ticker  tape  count.  Lower:  Automobiles  have  just  passed  through  two  parallel  beams  of  infra-red  light  projected 
across   road   as   indicated   by   dotted    line. 


California  Hightvays  and  Public  Works  (June  i9i7) 


[Seven] 


Governor  Dedicates  Link  in 
Roosevelt  Highway  in  South 


By  P.  A.  McDonald,  Assistant  Engineer 


COLORFUL  ceremonies  in  wliich 
Governor  Merriam,  a  ' '  Queen, ' ' 
scores  of  civic  leaders  and  sev- 
eral bauds  participated  were  held 
Saturday,  June  5th,  to  open  officially 
the  "Wilmington  link,"  the  final  sec- 
tion of  State  riip:h\vay  Route  60,  com- 
pleting Roosevelt  Highway  in  Los 
Angeles  County,  between  the  cities  of 
Santa  Monica  and  Seal  Beach.  This 
through  traffic  artery,  thirty-six  miles 
in  length,  has  been  constructed  since 
1932  at  a  total  cost  to  the  State  of 
$4,425,000. 

Route  60  is  one  of  the  original 
State  highway  routes,  having  been 
adopted  by  the  Legislature  in  1912 
as  a  primary  State  Highway,  but 
it  was  not  until  1932  that  an  exten- 
.sive  program  was  undertaken  to  im- 
prove this  route  within  Los  Angeles 
County. 

VALUABLE    LINK 

Prior  to  this  time  many  stretches 
of  the  then  existing  traveled  way 
were  of  very  inadequate  20-foot  wide 
pavement.  No  direct  route  was  then 
available  and  traffic  was  forced  to 
detour  over  the  existing  county  roads 
and  city  streets.  As  this  section  of 
highway  serves  the  beach  cities  and 
(•lf)se]y  parallels  the  ocean,  it  is  im- 
portant, not  only  from  a  local  stand- 
point to  each  community,  but  is  iiii- 
poi'tant  as  well  in  that  it  carries 
ti'affic  through  the  lesser  congested 
sections  of  the  l)eacli  cities  comprising 
a  most  valuable  link  in  the  Roosevelt 
Highway  (U.  S.  No.  101-Alt.),  leav- 
ing the  "Coast  Route"  (U.  S.  No. 
101)  at  Oxnard,  in  Ventura  County, 
and  joining  it  again  at  Serra,  near 
San  Juan  Capisti'ano,  in  Orange 
County. 

Ooveruor  ]\Ierriam  c>it  a  blue  and 
gold  ribbon  which  was  carried  away 
by  little  Christine  Book  and  Lou  Ellen 
Trailer,  following  an  liour  dedication 
program  at  the  Avahui  Boulevard  in- 
tersection of  the  new  highway.  The 
dedication  ceremonies  were  attended 
by  some  five  hundred  persons,  includ- 


ing representatives  from  iininy  ei\ii; 
organizations,  and  g  o  v  e  r  n  m  e  n  t 
authorities. 

PIGNrrAKIES    PRESENT 

The  Governor,  Chairman  Harr.y 
A.  Hopkins,  Commissioners  P.  A. 
Stanton  and  Wm.  T.  Hart  of  the 
California  Highway  Commission,  ac- 
companied by  Assistant  Director 
Justus  F.  Craemer,  Harold  F.  Norton, 
and  District  Engineer  S.  V.  Cortelyou 
represented  the  Department  of  Public 
Works. 

Present  also  were  Supervisors  Le- 
land  Ford  and  Gordon  L.  Mae- 
Donough,  of  the  county  of  Los 
Angeles,  E.  J.  Amar,  President  of 
the  Los  Angeles  Board  of  Harbor 
Commissioners;  Mayor  Colfax  Bell 
of  Redondo;  Mayor  Tom  Eaton  of 
Long  Beach ;  Charles  Bland,  Long 
Beacli  harbor  commissioner;  Walter 
Gillman,  representing  Sheriff  Eugene 
Biscailuz;  Edith  Smith,  Tom  Blair, 
Ray  Baldwin,  and  ]\Irs.  J.  R.  Park- 
hurst.  President  of  tlie  East  Wilming- 
ton Property  Owners  Association,  all 
early  organizers  and  workers  for  the 
highway;  as  well  as  a  host  of  others. 

Attending  also  was  a  repi-esentative 
of  the  Canadian  Government,  Mr. 
John  Playfair  Price,  His  Britannic 
ilajesty's  Vice  Consul.  Telegrams  of 
congratulation  were  received  from 
Director  Earl  Lee  Kelly  and  Deputy 
Director  Neron  expressing  regret  in 
not  being  able  to  attend. 

Councilman  Franklin  P.  Buyer  was 
chairman  for  the  day  of  festivities, 
whicli  were  staged  jointly  by  the  Wil- 
mington Property  Owners  Associa- 
tion and  the  American  Legion, 
RoliPi't  Hillyer,  cmnmander.  Super- 
viso!'  Leland  I^'onl  was  master  of 
cei'cmonies. 

OOVERNOR    MERRIAM    SPEAKS 

Governor  I\Ierriam  delivered  tlie 
main  address  and  told  of  his  long 
intei'est  in  this  highway,  first  as  a 
member  of  the  State  A.sserably,  later 
as  speaker  of  llie  Assembly,  then  as 


Lieutenant  Governor,  and  now  as 
Governor.  He  recalled  the  proposal 
to  build  a  highway  along  the 
Pacific  Ocean,  from  San  Francisco  to 
San  Diego,  as  an  objective  in  front 
of  the  Legislature  twenty  years  ago. 
To  this  end,  bond  issues  were  ap- 
proved and  a  .small  beginning  was 
made.  Although  those  first  highways 
have  disappeared,  with  the  original 
bonds  still  standing,  the  entire  project 
stands  completed  today,  and  paid  for 
out  of  the  gasoline  tax. 

The  rapid  development  of  highway 
traffic  was  stressed,  and  he  predicted 
that  before  this  year  is  passed  there 
will  be  registered,  for  operation  on 
the  highways  of  the  State,  two  and 
one-half  million  vehicles. 

"California  already  has  more  ve- 
hicles than  any  other  State  in  the 
Union.  The  resources  of  the  State 
Division  of  Highways  are  constantly 
employed  to  keep  up  with  this  ever 
increasing  demand,"  the  Governor 
stated. 

Governor  Merriam  then  spoke  of 
the  benefits  to  the  communities  of 
such  expenditures,  and  how  four  hun- 
dred million  dollars  collected  through 
the  gas  tax  have  been  spent  in  this 
State  on  highway  construction. 

"You  have  provided  for  yourselves, 
out  of  gas  tax  revenues,  a  great 
opportunity  for  travel  and  traffic  for 
everv  community  of  the  entire  State 
(if  California,"  the  Governor  said  in 
(■(inclusion. 

MUSICAL    PROGRAM 

Preceding  the  program  of  speaking 
and  the  introduction  of  many  promi- 
nent guests,  musical  numbers  were 
given  by  the  Phineas  Banning  High 
School  Band  of  Wilmington,  and  the 
Swiss  Yodler  Family,  a  veiy  talented 
and  colorful  group  in  their  Swiss 
mountain  folk  costumes. 

Following  tlie  dedication  ceremony, 
all  of  the  officials  and  friends  of  the 
jiroject  were  jiresent  for  a  dinner  at 
the  California  Yacht  Club.    Goverudr 

((Continued  on  page  20) 


t  Eight! 


(juTie  1937)  California  Highjvays  and  Public  Works 


Scenes  at  dedication  of  Wilmington  link  of  State  Highway  Route  60,  completing  Roosevelt  Highway  between  Santa  Monica  and 
Seal  Beach.  Upper— Governor  Frank  F.  Merriam  cuts  ribbon  throwing  new  road  open  to  traffic.  Left  to  right:  Councilman  Franklin 
P.  Buyer,  chairman  of  the  day;  E.  J.  Amar,  president  of  Los  Angeles  Harbor  Commissioners;  State  Highway  Commissioner  W.  T.  Hart, 
Governor  Merriam,  Harry  A.  Hopkins,  chairman  State  Highway  Commission;  Supervisor  Leiand  Ford,  Los  Angeles;  Highway  Com- 
mrssioner  Phil  A.  Stanton,  District  Highway  Engineer  S.  V.  Cortelyou,  Assistant  Director  of  Public  Works  Justic  F.  Craemer.  Ribbon 
girls  with  Governor  are  Christine  Book  and  Lou  Ellen  Trailer.  Center — Section  of  new  highway  looking  towards  Long  Beach. 
Lower — View   of   speakers'    platform    at   dedication   ceremonies. 


California  Highivays  and  Public  Works  (j„ne  i9}7) 


Nine! 


Uniform  Pavement  and  Traffic 
Signs  Great  Aid  to  Motorists 


By  F.  M.  CARTER,  Assistant  Maintenance  Engineer 


IN  THIS,  the  sixth  and  concluding 
article  in  the  series  on  California 
highway  signs,  we  take  up  the 
temporary  and  pavement  signs  and 
traffic  signals. 

Uniformity  in  the  wording  and  po- 
sitioning of  temporary  signs  is  just 
as  imperative  as  for  the  permanent 
signs  previously  discussed.  Inas- 
much as  these  temporary  signs  give 
warning  and  indication  of  potential 
hazards  not  expected  and  at  unusual 
lilaces,  it  may  be  said  that  it  is  quite 
important  that  these  temporary  signs 
be  uniform  and  consistently  placed. 
These  signs  should  be  recognized  and 
obeyed  by  the  motorist. 

Because  of  the  fact  that  these  tem- 
porary signs  may  be  placed  at  places 
such  as  long  tangents  where  the  mo- 
torist through  familiarity  has  been 
accustomed  to  fast  traveling,  it  is 
very^  important  that  the  temporary 
signs  are  placed  only  when  necessary 
and  removed  immediately  when  their 
use  is  no  longer  required. 

STANDARD  COLOR  AND   SHAPE 

It  is  necessary  therefore  that  the 
construction  and  maintenance  crews 
using  these  temporai-y  signs  become 
sign  con.scious  so  that  these  signs  will 
not  be  abused. 

In  the  same  manner  it  is  equally 
as  important  that  standard  color, 
wording  and  shape,  as  well  as  posi- 
tioning be  observed  by  all  users  of 
these  signs.  When  this  consistent  use 
and  removal  is  obtained,  more  respect 
will  be  obtained. 

Probably  the  most  important  tem- 
porary sign  is  the  MEN  AND 
EQUIPMEXT  WORKING  sign. 
These  are  supplemented  with  a  I'ed 
flag  and  are  the  only  protection  the 
workmen  have.  These  signs  should 
slow  down  the  traffic  so  that  a  full 
stop  may  be  made  quickly.  While  the 
general  observance  of  the  motorist  is 
good,  full  cooperation  is  not  being 
given  and  steps  will  be  taken  to  see 
that  the  reckless  driver  who  does  not 


[Ten] 


observe  these  protective  signs  is  made 
aware    that   they    are    placed   to    be 

obeyed. 

DETOUR    SIGNING 

On  construction  and  maintenance 
where  detours  from  the  highway  are 
necessary,  standard  uniform  signing 
is  required  as  follows : 

1000  feet  in  advance  of  the  barri- 
cade where  detour  starts  the  STATE 
HIGHWAY  UNDER  CONSTRUC- 
TION sign  is  placed.  If  a  bridge, 
then  BRIDGE  UNDER  CONSTRUC- 
TION. 

At  800  feet,  the  DANGEROUS 
BUT  PASSABLE. 

At  600  feet,  a  CURVE  sign  right 
or  left  90°  or  if  tangent  on  detour 
is  less  than  200  feet,  then  a  reverse 
curve  sign  right  or  left. 

At  400  feet  BEGIN  DETOUR  400 
FEET. 

If  a  narrow  road  is  used  for  detour, 
a  NARROW  ROAD  sign  is  placed  at 
200  feet. 

At  the  barricade  a  ROAD 
CLOSED,  a  9  unit  red  reflector  head- 
on  sign  and  a  W46R  reflectorized 
arrow  sign. 

If  it  is  a  long  detour  pa.ssing  over 
city  streets  or  county  roads,  then  a 
i-eilectorized  directional  sign  is  placed 
on  the  barricade  and  CITRVE  signs 
are  placed  11  advance  of  all  turns 
with  DETOUR  signs  with  an  arrow 
at  the  point  of  turning.  When  a  de- 
tour is  made  over  a  US  or  State  Sign 
Route,  it  is  customary  to  erect  US  or 
State  shields  bearing  small  plates 
reading  DETOUR  to  mark  the  tem- 
porary routing. 

OTHER    TEMPORARY    SIGNS 

When  returned  to  the  main  high- 
way again  an  END  DETOUR  sign 
informs  the  motorist  that  the  detour 
is  com]ileted. 

Other  temporary  signs  jilaced  to 
advise  the  motorist  of  unusual  con- 
ditions are  tlie  SLIPPERY,  SOFT 
SHOULDER,  FRESH  OIL.  et  cetera. 


The  wording,  color,  shape  and  position- 
ing of  these  signs  has  been  standard- 
ized and  the  signs  are  removed  when 
the  condition  is  cleared.  Inasmuch 
as  the  majority  of  these  signs  are  the 
SLOW  type  warning  sign,  diamond 
shape,  strict  observance  should  be 
given  by  the  motorists. 

PAVEMENT    MARKINGS 

The  painting  on  the  pavement  is 
alwaj'S  open  season.  Everyone  has 
ideas  which  can  be  put  on  a  pavement 
with  white  traffic  lacquer.  In  many 
localities  all  sorts  of  pavement  mark- 
ings are  made.  It  would  appear  that 
everything  suggested  is  tried  and 
while  some  of  the  markings  have 
considerable  mei"it,  their  use  as  a 
standard  is  ruined  because  of  their 
lack  of  definiteness. 

When  some  new  pavement  marking 
is  placed,  it  immediately  presents  an 
unusual  appearance.  The  motorists, 
because  of  the  surprise  effect,  tend  to 
slow  down  and  give  the  impression  of 
obedience.  In  many  cases  the  motor- 
ist does  not  know  what  the  marking 
means. 

Because  these  markings  are  appar- 
ently a  success  when  first  tried  they 
are  immediately  painted  for  every- 
thing and  through  this  inconsistent 
use  the  motorist  soon  learns  that  he 
has  been  duped  again  and  he  ceases 
to  give  any  attention  to  the  markings. 

USE   IS   SPECIFIC 

This  is  the  reason  that  many  ap- 
parently worthy  ideas  have  not  been 
adopted  as  standard. 

The  standard  State  Highway  pave- 
ment markings  have  been  held  to  a 
minimum  and  their  use  has  been 
definite  and  sjieeific. 

The  most  common  pavement  mark- 
ing is  the  white  traffic  lane  to  guide 
and  advise  the  motorist  in  daylight, 
darkness  or  fog.  It  is  the  most  ini- 
l)ortaiit  of  all  methods  i'ov  assisting 
traffic. 

(Continued  nn  page  24) 


(June  i9}7)  California  Highways  and  Public  Works 


Pavement  and  Traffic  Group  of  Highway  Signs 


standard    sign    to 
warn    motorists 
they   are   ap- 
proaching con- 
struction  work  on 
highway. 

Standard     sign    to 
inform   traffic   of 
bridge  under  con- 
struction.    These 
first   two   signs 
are   placed    ap- 
proximately  600 
feet  in  advance  of 
construction 
work. 


A   warning    sign 
erected    following 
the  above  signs 
to  notify  traffic  to 
proceed   with 
caution. 


Pavement 
markings    placed 
400  feet  in 
advance  of  an 
intersection   to 
call    attention    in 
advance  to  the 
presence    of    a 
STOP  sign. 


Standard  pave- 
ment marking 
for  a  school 
crossing.    Motor- 
ists   should    pay 
particular   atten- 
tion to  this  sign, 
especially  during 
periods  when 
schools   are    in 


STATE-.   HIGHWAV 

UMDCR 
CONSTRUCTION 


Standard  pave- 
ment marking  for 
Pedestrian  Cross- 
ing other  than  at 
a  school.  Strict 
observance  of  this 
sign  by  motorists 
will  tend  to  lessen 
pedestrian 
accidents. 


OANQEROUS 
BUT 

PASSABLE 


AHEAD 
STOP 

XING 

SCHOOL 


FED 


Uniform  Traffic  Signals 

The  State  of  California  has  in  gen- 
eral adopted  the  Manual  on  Uniform 
Traffic  Control  Device.s  as  issued  by 
the  Bureau  of  Public  Roads,  The 
American  Association  of  State  High- 
way Officials  and  the  National  Con- 
ference on  Street  and  Highway 
Safety. 

The  use  of  traffic  signals  is  very 
carefully  explained  in  this  manual. 

Of  all  other  traffic  control  devices 
it  is  imperative  that  the  motorist 
should  be  presented  with  the  same 
appearance  of  traffic  control  signals 
in  the  same  position.  It  is  very  im- 
portant for  lack  of  observance  means 
serious  accidents. 

The  standard  as  approved  by  the 
foremost  traffic  experts  and  described 
in  the  manual  is  the  three  light  type 
for  far  rigiit  hand  corner  installation. 

UNIFORM    SIGNALS 

The  nuestion  as  to  whether  some 
other  signal  is  not  better  or  some 
other  positioning  would  give  better 
\'iew  is  not  the  issue. 

Many  ditferent  organizations  as 
well  as  traffic  engineers  met  and  dis- 
cussed every  favorite  scheme  and  de- 
vice and  have  given  up  each  pet  idea 
to  form  a  standard  uniform  installa- 
tion, all  of  which  is  described  in  the 
^Manual. 

In  considering  what  should  be 
adopted  as  uniform,  it  was  neces.sary 
for  the  experts  to  choose  a  traffic 
signal  which  could  be  used  every- 
wliere  in  the  United  States — in  cities 
where  expert  mechanics  and  elec- 
tricians are  available  or  in  some 
remote  i-ural  area.  It  was  for  this 
reason  that  the  standard  type  as  ap- 
proved by  the  manual  was  adopted. 

PROBLEM    NARROWED 

The  advantages  of  uniformity  is 
quickly  i-ealized  by  the  traveler. 
WJiat  a  relief  when  he  finds  every- 
where he  knows  just  what  the  speed 
laws  are,  where  he  will  find  his  warn- 
ing informaiton  and  guide  signs,  and 
whei'e  he  will  look  for  his  traffic  con- 
trol signals. 


MEN 

AND 

EQUIPMENT 
WORKING 


Used   to   mark 
a  Temporary 
Detour  routing. 
This  sign  is 
accompanied  with 
an   arrow  sign  at 
turns  showing 
direction    traffic 
is  to  follow. 


Standard  sign 
placed  as  the 
name  indicates. 


Placed    on    a    bar- 
ricade when  a 
highway    is 
closed  for   repair 
or   construction. 


-Bf 


Placed  foilowi 
sign   1  and   in 
advance    of 
detours. 


Used  extensively 
and     accompanied 
by   a    red    flag 
when   mainte- 
nance crew   is 
improving  our 
highways. 
Traffic   should 
proceed  with  cau- 
tion  when   this 
sign    is    displayed. 


Pavement 
Marking    used    in 
connection  v.'ith 
STOP   sign. 

Pavement    Mark- 
ings  for    Railroad 
Grade  Crossing. 
Markings   are   the 
same  on  each 
side   of   track. 


California  Highzvays  and  Public  Works  (ju„c  i9}7) 


[Eleven] 


California's  Chief  Executive  formally  dedicates  Waldo  Approach  to  Golden  Gate  Bridge,  broadcasting  his  words  over  a  nation- 
wide radio  hookup.  Left  to  right:  Highway  Commissioner  Paul  Jasper;  Harry  A.  Hopkins,  Chairman  of  Highway  Commission; 
Governor   Frank    F.   Merriam;    Director  of   Public   Works   Earl    Lee    Kelly 


Governor  Opens 

Waldo   Approach 

To    Gate    Bridge 

Dedicating  the  Waldo  Approach  to  the 
Golden  Gate  Bridge,  constructed  in  the 
mountainous  country  of  northern  Marin 
County  by  the  State  Division  of  High- 
ways, Governor  Frank  F.  Merriam,  at 
ceremonies  held  on  the  Approach  on  the 
morning   of    May   28,   said,    in    part: 

TIIK  HISTORY  of  nations  is 
quite  aecnratel.y  wi-itten  in  their 
roads  and  the  means  of  trans- 
jiortation  of  their  times.  Through 
the  centuries,  the  genius  and  perse- 
verenee  of  tlie  road  builder  have  de- 
termined the  borders  of  nations  and 
liave  given  direction  to  the  course  of 
commerce  and  civilization. 

America  and  California  are  out- 
standing examples.  The  adventurous 
blazed  a  trail,  and  following  came 
the  pioneers  in  constantly  increasing 
numbers  as  facilities  for  transporta- 
( ion  were  lengthened  and  the  barriers 
of  mountain  and  stream  removed. 

Few,  if  any  of  that  time  even 
dreamed  of  today's  accomplishment. 
Tlic  present  heights  were  not  reached 
at  a  single  bound.  By  .slow  and  con- 
stant processes  and  experiences,  from 
the    primitive    trail    marked    by    llii' 

(Cnnlinued  on  page   IC) 


Marin  Approach 

Built  by  State 

(Continued  from  page  2) 

20  to  35  miles  closer  to  San  Francisco. 
This  will  have  a  tendency  to  bring 
new  resort  territory  within  reach  of 
summer  week-end  travel — will  tend 
to  reduce  the  irritation  of  the  slow 
surge  of  stopping  and  starting  prog- 
ress toward  present  ferries  on  the 
Sunday  night  return  home — and  will 
relieve  the  minds  of  motorists  of  a 
feeling  that  they  must  start  homi' 
early  to  avoid  a  traffic  jam. 

Many  hours  of  additional  enjoy- 
ment will  be  afforded  to  all,  in  the  as- 
surance that  they  will  be  able  to  cross 
the  bay  at  any  time  of  the  night  or 
day  in  a  steady  stream  of  traffic. 

FACTOR    IN    NATIONAL    DEFENSE 

As  a  contribution  to  the  national 
defen.se  of  our  country  during  time 
of  war,  and  as  an  economic  advantage 
to  the  military  and  naval  garrisons 
in  time  of  peace,  the  influence  of  this 
highway  project  is  not  easy  to  ana- 
lyze. In  time  of  war,  the  events  of 
minutes  might  influence  the  develop- 
ments of  centuries. 

Suffice  it  to  say  that  the  Presidio 
of    San   Franci-seo,   the   headquarters 

(Continued  on  page  13) 


State's  Share  of 

Bridge    Project 

Is  New  Highway 

Speaking  at  the  dedication  of  the  Marin 
Approach  to  the  Golden  Gate  Bridge  on 
the  morning  of  May  28,  Earl  Lee  Kelly, 
Director  of  the  Department  of  Public 
Works,  which  constructed  the  highway 
leading  to  the  span  through  its  Division 
of  Highways,  said,  in  part: 

THE  State  of  California  today 
joins  happily  with  the  Golden 
Gate  Bridge  and  Highway  Dis- 
trict and  the  counties  of  the  great 
Redwood  Empire  in  dedicating  the 
world's  longest  suspension  bridge. 

Standing  here  this  morning  we  can 
see  the  two  monumental  structures 
that  represent  fulfillment  of  long-ago 
dreams  of  California  Argonauts.  Oflf 
there  to  the  east  is  the  San  Francisco- 
Oakland  Bay  Bridge,  the  largest  over- 
water  span  ever  constructed,  concrete 
realization  of  a  vision  of  San  Fran- 
cisco's pioneers.  It  was  built  by  en- 
gineers of  our  own  State  Division  of 
Highways  with  public  funds  and  ded- 
icated to   public  use. 

Below  us  in  all  its  structural  beauty 
is  the  splendid  span  across  the  Golden 
Gate.  It  will  stand  an  everlasting 
tribute  to  that  valiant  band  of  citi- 

(Continued  on  page  16) 


[Twelve] 


(June  i9}7)   California  Highways  and  Public  Works 


Gate  Span  Approach  Opened  By  Governor  and  Director  of  Public  Works 


■of  tlie  Ninth  Corps  Area  of  tlie  United 
States  War  Department,  will  be  from 
36  to  46  minutes  closer  to  the  Mare 
Island  Navy  Yard,  Marin  Bombing 
Base  (Hamilton  Field),  Fort  Barry 
flnd  Fort  Baker  in  the  North  Bay, 
than  at  the  present  time.  These  north 
"bay  reservations  will  enjoy  compar- 
able savings  in  travel  time  with  Forts 
Scott,  Miley,  Funston,  Mason,  and 
the  Sunnyvale  Air  Base  on  the  Penin- 
sula. The  Marin  Approach  is  a  vital 
factor  in  these  considerations  of 
national  defense. 

The  Redwood  Highway,  with  which 
the  northern  bridgehead  approach 
connects  at  Waldo,  is  an  arterial  of 
major  importance  in  the  California 
State  Highway  System,  officially  des- 
ignated as  State  Highway  Route  1 
and  U.  S.  101.  It  not  only  serves  as 
a  commercial  outlet  for  the  fertile 
agricultural  areas  in  the  valleys  of 
Marin,  Sonoma  and  Mendocino  coun- 
ties, but  leads  into  the  heart  of  the 
great  Redwood  Empire  of  the  north- 
ern California  coast  country  in  Men- 
<locino,  Humboldt,  and  Del  Norte 
counties. 

INTO  REDWOOD  EMPIRE 

It  also  provides  connection  between 
Crescent  City  and  the  Pacific  High- 
way at  Grant's  Pass,  Oregon,  and 
via  State  Route  No.  71,  connects  with 
Oregon's  Coast  Highwa.y  at  the  State 
line  near  Smith  River.  With  the  re- 
cent completion  of  five  major  bridges 


(Continued  from  page  12) 

on  the  Coa.st  Highway  in  Oregon, 
eliminating  five  former  State-operated 
ferries,  the  Redwood  Highway  pro- 
vides a  direct  continuous  scenic  coast 
trip  from  San  Francisco  to  Portland 
and  points  north  via  Astoria  or 
McMinnville. 

The  Redwood  Empire  stretches 
from  San  Francisco  to  Grant's  Pass, 
Oregon,  and  ranks  with  national  parks 
as  a  world  attraction.  It  includes 
the  counties  of  San  Francisco,  Marin. 
Sonoma,  Napa,  Lake,  Mendocino, 
Humboldt,  and  Del  Norte  in  Califor- 
nia, and  Josephine  County  in  Oregon. 

Over  $54,000,000  have"  been  spent 
by  the  Division  of  Highways  and 
these  counties  within  the  Redwood 
Empire.  Difficult  engineering  feats 
characterized  the  construction  of 
many  of  these  roads.  Stream  beds 
were  moved,  rock  cliffs  and  mountains 
blasted,  deep  canyons  and  wide  rivers 
bridged,  big  trees  felled  and  acres  of 
dense  forest  undergrowths  cleared. 
These  hard-surfaced  all-year  highways 
lead  into  one  of  the  most  attractive 
vacation   lands  in  the  world. 

BEAUTY    SPOTS    SER\T:D 

San  Francisco  and  her  sister  coun- 
ties with  their  innumerable  beauty 
spots  will  lie  served  by  the  Golden 
Gate  Bridge. 

Construction  of  the  Redwood  High- 
way from  Sausalito  to  the  Oregon 
line  to  make  it  conform  to  modern 
standards    of    alignment,    grade    and 


width  has  been  a  foremost  considera- 
tion in  the  general  program  of  the 
State  Division  of  Highways,  with  the 
result  that  the  entire  route  has  now 
reached  a  high  standard,  especially 
the  southern  portion  of  one  hundred 
miles  between  Sausalito  and  Hopland. 

The  completion  in  recent  years  of 
the  braided  crossing  at  ilanzanita 
adjoining  Waldo  on  the  north,  the 
Richardson  Bay  Bridge,  the  Green- 
brae,  Corte  Madera  and  California 
Park  bridges  and  highway  on  new 
location,  saving  four  miles  over  the 
former  route  to  San  Rafael,  is  a 
notable  example  of  a  portion  of  this 
])rogre.ss. 

Other  portions  of  the  State  High- 
way System  served  by  the  Redwood 
Highway  and  the  new  Waldo  Ap- 
proach include  the  Black  Point  Cut- 
off, taking  off'  at  Ignacio,  eight  miles 
north  of  San  Rafael  and  leading  to 
Sonoma  and  Jack  London's  famous 
"Valley  of  the  Moon,"  or  to  Napa 
and  Calistoga's  hot  springs  and 
spouting  geysers,  the  extinct  volcano 
of  Mount  St.  Helena  and  Lake  Coun- 
ty's beautiful  Clear  Lake  country, 
so  aptly  named  "The  Switzerland  of 
America. ' ' 

OTHER    ROUTES 

Another  beautiful  highway  vacation 
route  leaves  the  Redwood  Highway 
at  Cloverdale,  proceeding  in  scenic 
mountain      country      to      McDonald, 

(Continued  on  page  IG  ) 


Huge    redwood    logs    forming    barrier    across    Waldo    Approach    to    Golden    Gate    Bridge   were   sawed    apart   by   champion    sav 
at    close    of    ceremonies    dedicating    new    span    across   entrance  to   San    Francisco    Harbor  on    May  28,  1937. 


California  Highivays  and  Public  Works   (jam  mr} 


[Thirteen] 


Road  Compacting  With  Crane 
and  Ball  Cuts  Highway  Costs 


By  VICTOR  E.  PEARSON,  Resident  Ensineer 


EXPERIMENTS  with  a  crane 
and  ball  method  of  compacting 
old  highway  end-dump  fills 
which  had  not  yet  reached  a  state  of 
equilibrium  have  proved  eminently 
satisfactory  on  a  section  of  the  Coast 
Highway  in  Santa  Barbara  County. 
Recent    reconstruction    work    per- 


formed on  a  3.1-mile  section  .south  of 
Gaviota  by  Granfield,  Farrar  &  Car- 
lin,  contractors,  recjuired  the  compac- 
tion of  several  end-dump  fills.  It  was 
planned  to  remove  these  old  fills  to  a 
depth  where  a  relative  compaction 
value  of  90  per  cent  had  been 
developed  by  settlement  under  oTav- 


ity,  and  then  replace  and  recompact 
this  material  by  accepted  methods  of 
embankment  construction. 

A  portable  crane  and  2500-pound 
iron  ball  was  iised  by  the  contractor 
to  break  out  the  old  exi.sting  pave- 
ment, and  it  was  noticed  that  in  vari- 

(Continued  on  page  2S) 


*S-  ■-■e.-^-  ---^c  -:::k:x^M^M 


The  picture  on  the  left  shows  portable  crane  with  2500-pound  iron  ball  attached  which  is  used  to  break  out  old  highway  pave- 
ment. Upper  right:  Iron  ball  in  place  on  crane  truck  for  transportation.  Lower  right:  Pressure  cell  on  steel  plate  and  concrete 
blocks   placed   eight   feet   below   grade   to   test   compaction    strength    of  ball. 


[Fourteen] 


{June  i9}7)   California  Highways  and  Public  Works 


of  stretch   of   newly  completed   Vacaville    By-Pass  constructed      to     route     highway 

district    in    city   of   Vacaville. 


vay    from     schools     and     congested     business 


Vacaville  Highway  Open  to  Public 


By  R.  E.  PIERCE,  District  Ensineer 


THE  VACAVILLE  BY -PASS, 
opened  to  the  public  this  month, 
eliminates  another  bottle-neck 
on  this  important  highway  from  the 
State  Capital  to  San  Francisco  and 
the  bay  region. 

In  addition  to  keeping  the  through 
traffic  out  of  the  business  district  of 
Vacaville,  it  also  removes  the  hazard 
caused  by  both  the  grammar  and  high 
schools  being  located  on  the  old  route. 

While  tliis  by-pass  is  slightly  short- 
er than  the  present  tortuous  route 
through  the  city,  the  principal  ad- 
vantage to  through  tratfic  will  be  in 
reducing  hazard  to  pedestrians,  par- 
ticularly school  children  and  to  the 
saving  of  time  due  to  the  easy  grades, 
dii-ect  alignment,  long  sight  distances 
and  lack  of  congestion  which  now 
exists  on  the  present  route. 

This  is  the  fifth  project  involving 
realignment  on  this  route  between 
the  Carquinez  Bridge  and  Sacramen- 


to,  which  have  made  savings  in  the 
distance  between  these  points. 

These  listed  in  order  of  completion, 
showing  savings  in  distance,  are  as 
follows : 

Cordelia  Cut-off 0.40  miles 

Cordelia-Fairfield  Cut-off  0.75  miles 
Orchard  Line  Change  _^  0.75  miles 
American  Canyon  Cut-off  6.00  miles 
Vacaville  By -pass 0.14  miles 

Total  Saving 8.04  miles 

Possible  future  changes  could  re- 
duce the  distance  by  6  more  miles, 
making  a  total  reduction  of  14  miles. 

The  twenty-foot  Portland  cement 
concrete  pavement  built  in  two  10-ft. 
strips  and  tied  together  with  tie  bolt 
assemblies  is  of  Class  "B"  concrete 
0.5.5'  thick,  increasing  to  0.75'  at  the 
outside  edge  of  each  strip,  starting 
from  a  point  2'  from  the  edge. 


The  pavement  is  bordered  by  road 
oil  mix  surface  treatment  3'  wide  by 
0.25'  thick,  except  that  at  two  rail- 
road grade  crossings,  for  a  distance 
of  300  feet  each  way,  the  pavement 
is  bordered  by  plant  asphalt  mix 
surfacing  10'  wide  by  0.25'  thick. 

COXCRETE  BRIDGE  BUILT 

The  subgrade  is  oil  treated  upon 
which  was  placed  before  the  pavement 
was  laid  selected  material  varying  in 
thickness  from  0.5'  to  0.9'. 

A  reinforced  concrete  bridge  with 
concrete  piles  has  been  constructed 
over  Ulatis  Creek.  The  bridge  has  a 
center  span  of  30'  with  a  23'  span  on 
each  side  of  the  center  span. 

The  two  railroad  crossings  are  each 
protected  by  two  flashing  type  signals, 
as  well  as  two  advance  overhead  il- 
luminated R  X  R  signs,  the  lights  of 
wliich  are  actuated  when  trains  ap- 
liroach   the  crossings. 


California  Highways  and  Public  Works    ijune  i9}7) 


f  Fifteen! 


View  of  section   of  crowd   gathered   to   witness   dedication    of    Waldo    approach    to    the    Golden    Gate    Bridge. 


Governor  Opens 

Approach  to  Bridge 

( i?cMninued  from  page  12  ) 

■courageous  pioneers,  ridden  by  the 
pony  express  and  constantly  devel- 
oped by  the  settler,  this  gi-eat  accom- 
plishment is  the  result  of  obstacles 
■overcome  and  the  application  of  sci- 
ence in  the  preparation  of  plans,  the 
selection  of  materials  and  the  art  of 
construction. 

The  achievement  we  eelebi-ate  to- 
day is  the  direct  result  of  coopera- 
tion of  the  six  coastal  counties  of  the 
Eedwood  Empire  which  have  com- 
"bined  their  energies  as  communities 
and  pledged  their  resources  in  the 
removal  of  a  barrier  to  travel,  and  the 
exchange  of  products. 

The  economic  value  of  improving 
liighways  fvilly  justifies  the  expendi- 
tures made  annually  in  maintenance 
and  construction.  The  saving  in 
time,  the  cost  of  each  mile  traveled 
and  the  less  wear  on  the  machine  and 
tii-es  furnish  a  definite  yardstick  for 
determining  the  value  of  any  high- 
way. This,  multiplied  by  the  number 
of  vehicles  traversing  it  daily,  indi- 
cates the  time  necessary  for  a  road  to 
repay  its  cost  to  the  motorist  who 
supplies  the  funds,  through  the  gaso- 
line tax,  for  such  enterprises. 

This  work  is  carried  on  under  the 
■direction  of  the  Highway  Commission 
of  five  members  and  the  Director  of 
Public  Woi'ks,  Hon.  Earl  Lee  Kelly. 
My  congratulations  to  the  people  of 
tlie  state  upon  the  splendid  personnel 
and  ability  of  the  highway  officials, 
and  upon  their  fine  accomplishments. 


Gate  Span  Approach 
Opened  by  Governor 

(Continued  from  page  13) 

thence  through  Boonville  and  the 
Redwoods  of  the  Navarro  River  to 
the  sea,  Fort  Bragg  and  other  North 
Coast  points. 

All  the  preceding  well  defined  sys- 
tem of  State  roads,  and  all  connecting 
county  roads  will  receive  the  full 
benefit  of  the  Golden  Gate  Bridge. 
Passing  time  only  will  reveal  all  the 
factors  of  influence,  and  the  economic 
contribution,  to  the  development  and 
welfare  of  San  Francisco  and  the 
Redwood  Empire  of  Northern  Cali- 
fornia. 

The  San  Francisco-Oakland  Bay 
Bridge  has  linked  San  Francisco  with 
the  mainland  on  the  east  with  all  its 
transcontinental  arteries  of  commer- 
cial and  tourist  ti-affic,  and  now  this 
noble  span  vaulting  the  waters  of 
the  Golden  Gate  brings  into  close 
union  the  famed  metropolis  of  north- 
ern California  and  the  vast  Redwood 
Empire  country,  whose  possibilities 
of  development  challenge  our  imagi- 
nations. 

The  Golden  Gate  Bridge  removes 
the  last  major  water  barrier  on  the 
Redwood  Empire  and  Pacific  Coast 
highway  systems  between  Canada  and 
Mexico.  It  closely  links  eight  north- 
bay  coastal  counties  with  San  Fran- 
cisco. It  breaks  the  water-bound  iso- 
lation of  the  San  Francisco  peninsula. 
It  is,  indeed,  a  fit  companion  for  the 
great  San  Francisco-Oakland  Bay 
Bridge  which  connects  the  Eastbay 
Empire  with   San   Francisco. 


State's  Share  of 

Bridge  Project 

(Continued  from  page  12) 

zeiis  of  San  Francisco,  Marin,  Sono- 
ma, Napa,  Mendocino  and  Del  Norte 
counties  who  through  the  years  clung 
steadfastly  to  their  purpose  and  who 
today  see  the  vindication  of  their 
faith  and  tireless  efi'orts. 

state's  contribution 

Climaxing  its  own  achievement  in 
bridging  the  bay  from  San  Francisco 
to  Oakland  and  her  sister  cities,  it 
was  a  high  privilege  for  the  State  of 
California  to  participate  in  the  proj- 
ect whose  completion  we  celebrate  to- 
day. The  State,  through  its  Division 
of  Highways  of  the  Department  of 
Public  "Works,  has  had  the  honor  of 
constructing  the  Marin  Approach  to 
the  Golden  Gate  Bridge.  We  call  it 
the  Waldo  Approach. 

The  State's  contribution,  the  Marin 
Approach,  an  outstanding  engineer- 
ing achievement,  extends  from  the 
north  landing  of  the  Golden  Gate 
Bridge  to  a  connection  with  the  Red- 
wood Highway  at  Waldo.  The  total 
cost  of  this  approach,  including  en- 
gineering and  rights  of  way  will  ex- 
ceed $2,000,000. 

The  economic  influence  of  this 
great  project  in  welding  Marin  Coun- 
ty into  the  great  Bay  Area  metro- 
politan district  cannot  be  overesti- 
mated, nor  can  we  fully  foresee  the 
influence  which  this  project  will  have 
in  moving  all  the  Redwood  Empire 
coastal  counties  closer  to  San  Fran- 


[  Sixteen] 


(June  1937)   California  Hightvays  and  Public  Works 


Tortuous  Humboldt  Highway 
Being  Modernixed  By  State 

By  J.  C.  BLACK,  Chief  Draftsman  District  I 


WITH  work  now  50  per  cent 
com]ilete,  the  recoiistriietion 
of  tlip  portion  of  tlie  Red- 
wood Ilighwaj'  between  Trinidad  and 
McNeill's  Ranch  in  Humboldt  Countj' 
is  proceeding  at  a  satisfactory  rate 
which  should  assure  completion  of  the 
project  by  September  of  this  year. 

Designed  to  tlioroughly  modernize 
the  tortuous,  sharp  alignment  at  Mill 
Creek,  near  the  beginning  and  at 
jMcNeill    Creek   near   the   end   of   the 


which  substitutes  a  rolled  gutter  for 
the  old  type,  hazardous  side  ditch 
Poulos  and  McEwen  are  the  con- 
tractors. 

There  are  no  local  deposits  of 
gravel  that  comply  with  the  grading 
requirements  of  the  standard  speci- 
fications for  mineral  aggregate  for 
bituminous  treated  surfacing.  Suit- 
able rock  for  crushing  is  available, 
but  the  cost  of  production  for  so  small 
a  project  would  be  prohibitive.  There 


Based  upon  these  reports  sev( 
test  sections  of  surfacing,  using  a 
combination  of  these  materials,  were 
eon.strueted  by  State  forces  in  1936. 
One  of  the  test  sections  was  con- 
structed using  approximately  80%  of 
the  beach  gravel  and  20%  beach  sand, 
road-mixed  with  liquid  asphalt,  and 
although  constructed  under  adverse 
weather  conditions,  has  shown  that  a 
good,  economical  surfacing  can  be 
obtained  with  the  materials  and  this 


n .  8  _N^  _R^I  _W^  H.B.  &|m 
T.  8  N.,  R.I  E.,  H.B.  8c|M 


Sketch   map  shows  proposed   relocation  of  portion   of   Redwood   Highway    between    Trinidad    and    McNeill's    Ranch 

now   under  construction. 


boldt   County 


project,  and  to  greatly  improve  the 
rolling  grades  of  the  existing  high- 
way, the  present  project  is  of  the 
greatest  importance  in  improving 
road  transportation  conditions  on  this 
section  of  the  Redw-ood  Highway. 

Eight  hundred  feet  in  length,  389 
degrees  of  curvature,  and  one  hun- 
dred sixty-two  feet  of  rise  and  fall 
■will  be  eliminated  in  a  distance  of 
2.3  miles.  The  new  roadbed  will  be 
thirty   feet   wide   of    special    section 


are,  however,  numerous  deposits  of 
ancient  beach  gravel  and  beach  sand 
exposed  in  roadwaj'  cuts  within  a 
short  distance  of  the  project.  This 
material  is  much  finer  in  grading  than 
the  material  generally  used  as  mineral 
aggregate  in  surfacing.  However, 
samples  were  submitted  to  the  Mate- 
rials and  Research  Department  and 
test  results  indicated  the  possibility  of 
developing  a  satisfactory  base  and  oil 
mixed  surfacing. 


type  of  surfacing  has  been  set  up  for 
use  on  the  project  now  under  con- 
struction. 

The  full  width  of  roadbed,  includ- 
ing the  gutters,  is  to  be  surfaced  with 
i-oad  mix  and  sealed  with  a  Class  "B" 
seal  coat. 

Juan  Bodega  discovered  and  named 
Trinidad  on  June  9,  1775,  taking 
possession  of  the  country  in  the  name 
of  King  Charles  II  of  Spain.     Trini- 

(Continued  on  page  20) 


California  Hightvays  and  Public  Works    (junc  i9S7) 


[Seventeen] 


Public  Works  Department 
Moves  Into  New  Building 


By  GEORGE   B.  McDOUGALL,  State  Architect 


CALIFORNIA'S  Department  of 
Public  "Works  moved  this  month 
into  its  new  home,  the  State's 
latest  administrative  building  at 
Twelfth  and  N  streets  in  Sacramento. 

Crowded  conditions  in  the  old  head- 
quarters at  Eleventh  and  P  streets 
necessitated  erection  of  the  new  struc- 
ture to  house  the  Division  of  High- 
ways, Division  of  Water  Resources, 
Division  of  Architecture  and  Division 
of  Contracts  and  Rights  of  Way,  to- 
gether with  the  headquarters  staff  of 
the  Department. 

Due  to  expanding  highway  con- 
struction and  the  large  increase  in 
highway  mileage  effected  by  leg- 
islative enactment,  the  engineer- 
ing force  of  the  Division  of 
Highways  for  several  years  has 
been  working  in  cramped  quar- 
ters in  the  old  building.  In  the 
new  home  the  drafting,  mapping 
and  planning  engineers  of  the 
Division  have  the  room  and  equip- 
ment for  scientific  work  they 
require. 

NO   COST   TO  TAXPAYERS 

The  new  Department  of  Public 
Works  building,  as  well  as  its 
sister  structure  housing  the  De- 
]iartment  of  Motor  Vehicles,  was 
built  without  cost  to  California 
taxpayers.  Prior  to  moving  last 
year,  the  Department  of  ]\Iotor 
Vehicles  had  been  paying  rent  to 
the  Public  Works  Department  at 
Eleventh  and  P  streets.  At  the  rate 
its  rentals  were  accruing  as  an  equity 
in  the  Public  Works  Building  it 
would  not  have  been  long  before 
Motor  Vehicles  would  have  owned  tlie 
building  and  the  Department  of  Pub- 
lie  Works  in  turn  would  have  had  to 
begin  paying  rent  to  the  Motor  Ve- 
hicle Department. 

As  a  result  of  this  unusual  situa- 
tion, Governor  Frank  F.  Merriam, 
Director  of  Public  Works  Earl  Lee 
Kelly  and  Finance  Director  A.  E. 
Stockburger  decided  to  let  each   de- 


partment erect  its  own  building  and 
pay  for  the  same  out  of  their  respec- 
tive equities  in  the  Eleventh  and  P 
streets  structure  and  savings  they 
would  effect  in  rentals.  The  Depart- 
ment of  Finance  bought  the  equities 
of  the  two  departments  and  other 
State  agencies  will  be  housed  in  the 
old  headquarters. 

BUILT  FOR  SCIENTIFIC  WORK 

Architecture  as  a  fine  art  has  a  lan- 
guage of  its  own  and  you  naturally 
look  for  and  find  so-called  monu- 
mental characteristics  in  the  design 
and  plan  of  the  Capitol  Building  with 


Public  Works  Building  at  Twelfth  and   N   Stree 
Sacramento,  California 

its  classical  Corinthian  order  and 
crowning  dome  and  lantern,  which  to 
all  of  us  speak  of  the  actual  seat  of 
the  government  itself,  as  personified 
in  the  Governor  and  other  elective  of- 
ficers, and  the  legislative  chambers  of 
the  Senate  and  Assembly,  and  corre- 
sponding characteristics  also,  subser- 
vient to  the  Capitol  itself,  in  the  Li- 
brary and  Courts  Building  and  its 
companion  structure,  the  so-called 
State  Office  Building. 

The  design  of  the  building  is  in  the 
modern  manner  and  the  plan  is  in  the 
form  of  the  capital  letter  "H"  with 
the  result  that  when  the  thinking 
person  looks  upon  it  either  as  a  whole 
or  in  detail  he  will,  independently  of 


any  technical  knowledge  he  may  have, 
automatically  understand  what  the 
nature  of  its  occupancy  is  and  when 
he  observes  the  interior  arrangement 
as  a  whole  or  in  detail,  he  will  with 
equal  facility  understand  that  there 
is  practically  no  space  in  it  which  is 
not  available  for  the  doing  of  efficient 
scientific  and  technical  work. 

Dignity,  beauty  and  charm  are 
present  in  all  the  characteristics  of 
the  building.  The  force  of  these  char- 
acteristics is  not  lessened  but  rather 
emphasized  and  intensified  by  the 
simple  lines  of  the  exterior  and  the 
directness  of  the  plan  arrangement  of 
the  interior. 


REINFORCED  CONCRETE  STRUCTURE 

The   building   is   of   reinforced 
concrete    construction    including 
its   skeleton   frame.     Due   to   the 
exactness  with  which  the  manu- 
facturer of  reinforced  concrete  is 
controlled,     the     resulting    four- 
story  building  is  as  sound  struc- 
turally   with    reference    both    to 
vertical   and   horizontal   loads   as 
though    its    skeleton    frame    had 
been    fabricated    from   structural 
steel  shapes  at  considerably  great- 
er expense.     Provision   has  been 
made  for  the  addition  of  a  future 
fifth  story.     The  entire  building 
is    air    conditioned    for    proper    cool- 
ing in  the  summer  and  warming  in 
the    winter    and    scientific    acoustical 
treatment  has  been  applied  through- 
out. 

The  citizens  of  California  and  those 
of  Sacramento  in  particular  may  be 
assured  that  this  building  with  its 
sister  structure,  the  Motor  Vehicle 
Building,  measures  up  to  the  loveli 
ness  of  our  beloved  capital  city  ol 
Sacramento  and  to  the  dignity  and 
power  of  the  sovereign  State  of  Cali- 
fornia. 


"JI.v  wife  can  be  an  ansel  when  she  wants 
to  be." 

■'Mine,  ton — any  time,  now." 


[Eighteen] 


(jiuic  i9}7)   California  Highivays  and  Public  Works 


1 

1 

1 

1 

1 

J 


■^^^^^:-^^i 


Palm   sentineled   vista  of  entrance  to   new   Public  Works   Building   in   Sacramento  as  seen  from  Capitol  Park. 

California  Highways  and  Public  Works    (June  1937)  | Nineteen] 


Governor  Dedicates 
Link  in  Roosevelt 
Hishway  !n  South 

(Continuea  from  page  S) 

Merriam  was  unable  to  attend  the 
eveninjr  festivities,  ineludinj;:  the  din- 
ner, a  parade,  and  concluding  cere- 
monies held  at  the  Wilmington 
Women's  Club  under  the  auspices  of 
the  Wilmington  Post  of  the  American 
Legion,  but  was  ably  represented  by 
Assistant  Public  Works  Director 
Craemer. 

The  parade  from  the  California 
Yacht  Club  to  the  Wilmington 
Women's  Club  was  a  very  colorful 
spectacle,  with  several  legion  posts 
taking  part.  Thousands  of  residents 
and  out  of  town  friends  lined  the 
streets  to  cheer  the  marching  units, 
led  by  the  three  times  national  cham- 
pion bugle  and  drum  corps  of  the 
San  Gabriel  Post. 

CORONATION    OF    QUEEN 

Other  uniformed  bodies  also  taking 
part  in  the  parade  were :  Redondo 
Beach  Corps,  Long  Beach  Post  Band, 
Santa  Monica  and  Santa  Ana  Corps, 
Cleveland's  Boys'  Band  of  San  Pedro, 
North  Long  Beach  Auxiliary  Drill 
Team.  Phineas  Banning  High  School 
Band.  Trucks  from  the  fire  depart- 
ment and  units  from  several  other 
organizations  also  took  part. 

Following  the  parade  to  the 
Women's  Club,  approximately  thirty- 
five  hundred  persons  witnessed  the 
coronation  of  Miss  Virginia  Park- 
hurst,  "Queen  of  the  Highway,"  sur- 
rounded by  her  ladies  in  waiting. 
]\Iiss  Parkhurst  had  previously  been 
chosen  through  a  contest  conducted 
by  the  Wilmington  Post  of  the 
American  Legion,  and  is  a  junior  at 
Banning  High  School. 

A  miltary  ball  was  the  concluding 
event  on  the  highway  dedication  pro- 
gram, presided  over  by  the  "Queen" 
and  her  six  ladies  in  waiting. 


California  motorists  consumed  1,459.903 
fjallons  of  gasoline  in  1930  to  lead  all  States 
with  the  e.xception  of  New  Torlt,  Federal 
statistics  reveal. 


An  itinerant  musician  was  stranded  in  a 
village  one  Sunda.v  morning,  and,  as  he  was 
playing  his  cornet  in  the  street,  he  was 
approached  by  the  clergyman  of  the  parish, 
who  said :  "Do  you  know  the  Fourth  Com- 
mandment,  my  good  man?" 

"No."  the  man  replied,  "but  if  you'll  just 
whistle  it  over,  I'll  do  my  best." 


Men  of  Division 
of  Highways  are 
Paid  Compliment 

Motoring  down  the  broad 
highway  in  good  weather  the 
average  motorist  seldom  gives 
a  thought  to  the  toil  and  fore- 
sight that  went  into  the  plan- 
ning, the  construction  and  the 
maintenance  of  the  smooth  rib- 
bon that  unrolls  under  the 
wheels  of  his  machine. 

But  it  is  a  different  story 
when  trouble  comes  along.  As, 
for  example,  when  stormy  wea- 
ther hits  the  highways;  when 
torrential  rains  wash  out  sec- 
tions of  the  road;  when  trees 
or  slides  block  the  route;  or, 
occasionally  when  deep  snow- 
drifts make  travel  impossible. 
Then  the  motorist  becomes, 
suddenly,  acutely  "road-con- 
scious." And  it  is  then  that  he 
begins  to  really  appreciate  the 
work  that  goes  on  daily,  end- 
lessly, year  after  year,  in  the 
maintenance  of  the  public  thor- 
oughfares. 

In  California,  the  State  Di- 
vision of  Highways  is  respon- 
sible for  keeping  the  highways 
clear  at  all  times.  Fair  weather 
or  foul,  it  is  their  duty  to  see 
that  the  roads  are  kept  open 
and  that  travel  may  continue 
uninterrupted.  Under  blazing 
sun  or  in  the  midst  of  a  swirl- 
ing blizzard  the  men  who  com- 
prise the  maintenance  section 
must  play  their  daily  role,  often 
forsaking  family  and  fireside  to 
work  long  hours  overtime  to 
patch  up  some  particularly 
dangerous  sector  of  the  route. 

Those  who  carry  on  that  im- 
portant work  may  be  heroes 
unsung,  but  they  may  rest  as- 
sured that  their  work  stands 
for  itself,  beyond  the  need  of 
mere  human  acknowledgment 
by  thoughtless  humans  who  too 
often  take  such  things  for 
granted. — Eiirrl-a  Standard. 


Humboldt  State 

Highway  Being 
Modernized 

(Continued  from  page  17) 

dad  was  fir.st  settled  by  white  men 
in  1850  and  grew  rapidly,  having  a 
population  of  over  3000  in  1852  when 
the  gold  placer  mines  of  the  Trinity 
River  were  being  operated,  and  was 
at  that  time  the  county  seat  of 
Klamath  County.  Two  years  later 
the  population  dwindled  to  practi- 
cally zero  and  at  the  present  time 
there  are  only  107  inhabitants. 

Little  did  those  early  settlers 
imagine  that  at  one  time  a  wide  sur- 
faced highway  would  be  constructed 
through  the  village  with  between 
three  and  four  thousand  mechanically 
operated  vehicles,  called  the  automo- 
biles, passing  every  day.  Served  for 
many  years  by  a  county  constructed 
wagon  road,  the  residents  probably 
believed  that  the  highway  built  by 
the  State  through  Trinidad  sixteen 
years  ago  was  "the  last  word"  in 
highway  construction.  They  did  not 
realize  that  tratfic  would  increase  so 
rapidly  that  the  then  new  highway 
would  become  obsolete  in  relatively  so 
short  a  time. 

Of  particitlar  interest  from  a  con- 
struction .standpoint  on  this  new 
pro.iect  are  the  methods  being  used 
in  stabilizing  embankments  and  the 
type  of  .surfacing  being  constructed. 

The  new  highway  crosses  an  unsta- 
ble area  at  Mill  Creek  on  a  fifty  foot 
fill.  Trenches  were  excavated  from 
twenty  to  twenty-five  feet  deep 
through  this  unstable  area  and  back- 
filled with  quarry  rock,  with  18-inch 
perforated  metal  pipe  underdrains 
tjlaced  in  the  bottom  of  the  trenches. 
More  than  3000  cubic  yards  of  quarry 
rock  were  used  in  the  backfilling. 


Note  from  teacher  on  Betty's  report  card  : 
"Good  worker,  but  talks  too  much." 

Note  from  father  over  signature  on  back 
•  if  card:  "Come  up  sometime  and  meet  lier 
mother." 


Hitch-hiking  has  .just  been  made 
illegal  in  Long  Beach  following  rob- 
bery of  a  local  motorist  who  had 
picked  up  a  thumb-jerking  walker. 
Numerous  "Good  Samaritans"  have 
been  held  up  at  gun  point  in  payment 
for  their  generosity  and  many  pedes- 
trians have  met  with  the  same  fate 
after  accepting  rides  from  strange 
motorists. 


A  small  boy  was  asked  to  write  an  essay 
in  as  few  words  as  possible  on  two  of  life's 
greatest   problems.      He  wrote,   "twins." 


[Twenty  J 


(June  19}-)    California  Highivays  and  Public  Works 


Upper    picture    is    view    of    section    of    highway     between    Trinidad     and     McNeill's    Ranch    looking    north    across    Mill    Creek    showing 
rolling  grade  of  existing  road,  which   is  being   realigned.     Lower:    Redwood  stumps  which   were  removed   to  widen   highway. 


California  Hightvays  and  Public  Works    (june  1937) 


[Twenty-one  I J 


Evolution  of  Traffic  Stripe  Marker 


EVOLUTION  of  the  higliway  traffic  stripe 
nuirking    equipment    of   the    Division    of 
Ilis-hways  since  the  early  20 's  has  been 
rapid  and  revolutionary. 

The  first  machine  used  to  paint  white  traffic 
lines  on  roads  was  a  home-made,  hand  operated 
one  invented  by  engineers  of  District  IV  of  the 
Division  of  Highways. 

Photo  No.  1 — On  this  machine  the  paint  was 
deposited  in  a  reservoir  attached  to  the  frame 
and  flowed  by  gravity  through  a  rubber  tubing 
to  the  pavement  immediately  ahead  of  a  paint 
brush  which  spread  the  paint  on  the  road.  At 
this  time,  most  of  the  striping  was  confined  to 
curved  sections  of  roadway.  It  soon  became 
obsolete. 

Photo  No.  2 — The  hand-powered  machine  fol- 
lowed the  home-made  one  in  the  late  20 's. 

Photo  No.  3 — Next  came  the  unit  on  which 
the  paint  supply  and  compressor  were  mounted 
on  a  truck.  A  seat  for  the  operator  was 
arranged  on  the  bumper  of  the  truck  and  the 
unit  was  propelled  by  a  push  bar  from  the  truck 
united.     Used  in  early  30 's. 

Photo  No.  4 — Next  came  the  chassis  which 
provided  a  seat  for  the  operator  and  was  con- 
structed with  a  longer  wheel  base,  which  only 
painted  a  single  4-inch  line.  On  this  unit  also 
paint  supply  and  air  compressor  were  mounted 
on  the  truck  propelling  the  unit.  This  was  used 
until  recently. 

Photo  No.  5 — The  most  recent  improvement, 
which  was  constructed  by  Shop  4,  District  IV, 
is  designed  to  lay  the  three-stripe  centerline  on 
pavements  in  one  operation.  The  two  3-iuch 
white  lines  and  one  3-inch  black  line  are  laid  all 
at  one  time,  thereby  saving  considerable  time  in 
doubling  back  over  the  section  to  paint  the 
adjacent  lines,  as  well  as  caring  for  the  drying 
of  the  three  lines  at  one  time  instead  of  in  two 
or  three  operations  as  formerly. 

The  paint  and  air  controls  are  mounted  on  the 
cha.ssis  of  the  striper  which  is  propelled  ahead 
of  the  truck  by  a  push  bar.  The  truck  carries 
the  paint  supply  in  tanks,  one  for  the  black 
paint  and  two  for  white  paint.  The  two  white 
paint  tanks  are  .so  hooked  up  that  one  may  be 
filled    while    the    other   is    being   used. 

The  truck  also  carries  the  air  compressor  unit 
and  mixing  tank  equipped  with  an  agitator 
where  the  paint  is  prepared  for  filling  the  sup- 
ply tanks.  The  supply  tanks  are  filled  by  pump- 
ing the  paint  from  the  mixing  tank. 

Photo  No.  6 — Shows  front  view  of  complete 
unit,  1937  traffic  strijjc  marker  used  in  Dis- 
trict IV. 

Photo  No.  7 — This  is  a  clase-up  of  spray  box 
showing  ])osition  of  the  three  spray  units  on  the 
stripe  marker  now  being  used. 

Photo  No.  8 — Shows  lines  recently  laid  with 
1937  model  traffic  stripe  marker. 


[Twenty-two] 


(June  i9}7)   California  Hightvays  and  Public  Works 


Highway  Bids  and   Awards 
for  the  Month  of  May 

LOS  ANGELES  COUNTY— Carsuii  St.  be 
tween  Lakewood  Blvd.  and  Norwalk  Kd..  4.0 
miles  to  be  graded  and  paved  with  Portlan  1 
cement  concrete  and  plant-mixed  surfacing. 
District  VII,  Route  178,  Section  A.L.Bcli. 
Dimmitt  and  Ta.vlor,  Los  Angeles,  $113,711  : 
Matich  Bros..  Elsinore,  $102,976 ;  J.  E.  Had- 
dock, Ltd.,  Pasadena,  $111,575:  Griffith  Co.. 
Los  Angeles,  $102,162;  United  Pipe  Corji.. 
Los  Angeles,  $117,347;  O.  O.  Sparks  and 
Mundo  Engineering  Co.,  Los  Angeles.  $n'.l,- 
730;  Oswald  Bros.,  Los  Angeles,  $!).S,(;17. 
CcJUtract  awarded  to  Siill,v-:\liller  Cmiti-.'irl- 
iiig  Co.,  ly<iMK  Heaoh.  .$<M'>.!l(i:i.(l(l. 
MONO  CtlllN'l'Y— At  East  Walker  Kivcr. 
(lA  miles  north  of  Bridgeport,  timber  and 
concrete  bridge  to  be  constructed  and  ap- 
proaches graded  thereto.  District  IX,  Route 
!)6,  Section  A.  B.  A.  Hawkins  and  Co.,  San 
Franci.sco,  $9,271 ;  Vido  Kovacevicb,  South 
Gate.  $8,429;  Young  and  Son  Co..  Ltd.. 
Berkeley,  $7,839;  Rexroth  and  Rexrotb. 
BaUersfield,  $9,240;  A.  S.  Vinnell  Co.,  Los 
Angeles,  !1!9,672 ;  Isbell  Construction  Co., 
Reno,  .$8,230;  Parish  Bros,  Los  Angeles, 
$7,957 ;  Contract  awarded  to  Robert  D.  Pat- 
erson,  Santa  Barbara,  $5,878.00. 
SAN  JOAQUIN  COUNTY— An  undergrade 
crossing  under  tracks  of  the  A.  T.  &  S.  Fe 
Ry.  at  Wilson  Way  in  Stockton,  consisting 
of  steel  and  concrete  structure  and  0.29  mile 
to  be  paved  with  Portland  cement  concrete 
and  asphalt  concrete.  District  X,  Route  4. 
Section  Stockton.  Lord  and  Bishop,  Sacra- 
mento, $219,832 ;  Louis  Biasotti  and  Son  and 
,Tohn  Rocco,  Stockton,  $267,084;  O.  H. 
Chain,  Stockton,  $245,100;  Gates  and  Hunt- 
ley, Los  Angeles,  $229,930;  United  Concrete 
Pipe  Corp.,  Los  Angeles,  $210,734;  F.  O. 
Bohnett,  San  Jose,  $220,598;  Lindgren  & 
Swinerton,  Inc.,  Oakland,  $225,650;  Contract 
awarded  to  Earl  W.  Heple,  San  Jo.se,  $212.- 
364.50. 

SAN  LUIS  OBISPO  COUNTY— Between 
San  Luis  Obispo  Creek  and  Cuesta  Siding, 
3.3  miles  in  length  to  be  graded  and  sur- 
faced with  plant-mixed  .surfacing  on  crasher 
run  base.  District  V,  Route  2,  Section  D. 
United  concrete  Pipe  Corporation,  Los  An- 
geles, $846,537;  Granfield,  Farrar  and  Car- 
lin,  San  Francisco,  $741,551;  C.  O.  Sparks 
and  Mundo  Engineering  Co.,  Los  Angeles, 
$708,278;  Griffith  Company,  Los  Angeles, 
.'i!798,881;  Macco  Construction  Co.,  Clear- 
water, $683,137;  Guy  F.  Atkinson  Company. 
San  Francisco,  $794,313 ;  Utah  Construction 
Co.,  San  Francisco,  $773,923 ;  Basich  Broth- 
ers, Torrance,  $737,953 ;  George  Pollock 
Company,  Sacramento,  .$666,033 ;  J.  E. 
Haddock,  Ltd.,  Pasadena,  $726,764;  Boden- 
hamer  Construction  Co.  and  Lewis  Con- 
struction Co.,  Oakland,  $707,070;  A.  Teich- 
ert  and  Son,  Inc.,  Sacramento,  $708,235 : 
Contract  awarded  to  Metropolitan  Constnic- 
tion  Co.,  Los  Angeles.  $646,027.90. 
SISKIYOU  COUNTY  —  Between  Cougar 
and  Macdoel,  20.3  miles  to  be  graded.  (Dis- 
trict II,  Route  72,  Section  B)  Union  Pav- 
ing Co.,  San  Francisco,  $310,229 ;  Hemstreet 
and  Bell,  Marj-sville,  $295,230;  Clifford  A. 
Dunn,  Klamath  Palls,  Oregon,  $225,608; 
Donald  Atkinson,  San  Francisco,  $274,710; 
A.  Teiehert  &  Son,  Inc.,  Sacramento,  $216.- 
607 ;  Geo.  K.  Thompson,  Los  Angeles,  $280,- 


Picture   shows   hov 


highway  engineers   built   detour   through 
protected   trees 


Flood  Compelled 
Detourmg  Through 
Fine  Orange  Grove 

By  E.  T.  SCOTT 
District  Maintenance  Engineer 

WHEN  a  river  decides  to  change 
its  course  it  has  no  respect 
for  anything  in  its  path. 
When  a  miki  little  creek  like  the  Tra- 
buco  Creek  in  Orange  County  becomes 
a  river  it  usually  behaves  as  such,  and 
during  the  storm  of  February  6-7  this 
little  stream  decided  to  change  its 
course,  cutting  out  over  300  lineal  feet 
of  an  important  State  highway  north 
of  Capistrano  to  a  depth  of  about  25 
feet. 

It  not  only  washed  away  the  State 
Highway  but  it  cut  into  a  beautiful 
orange  grove,  one  of  the  few  groves  in 
Southern  California  to  emerge  from 
the  cold  spell  of  the  winter  with  fruit 
that  had  not  been  damaged  by  the 
frost. 

With  the  highway  washed  out  and 
beyond  immediate  repair,  and  with 
the  usual  heavy  traffic  on  this  portion 


of  U.  S.  Highway  101  eager  to  pass, 
the  problem  of  detouring  this  great 
gap  was  made  more  difficult  by  the 
presence  of  the  beautiful  orange  grove 
laden  with  a  fine  crop  of  fruit. 

The  only  possible  chance  of  detour- 
ing- the  washout  was  through  the  or- 
ange grove  since  all  other  roads  for 
miles  around  had  been  rendered  im- 
passable by  the  heaviest  storm  to 
visit  this  part  of  Orange  County  in 
half  a  century. 

The  owner  of  the  orange  grove, 
Judge  R.  Y.  Williams,  was  contacted 
and  permission  was  received  to  permit 
light  traffic  to  go  through  the  orchard, 
provided  same  could  be  done  without 
injury  to  the  trees  or  the  oranges. 

Planks  solved  the  detour  surface 
problem  but  the  beautiful  fruit  would 
have  been  very  tempting  if  it  could 
not  be  removed  from  the  reach  of 
passing  motorists. 

To  pi'otect  the  trees  and  hold  the 
branches  back  from  the  roadway,  a 
fence  built  of  fine  mesh  chicken  wire 
to  a  height  of  seven  or  eight  feet  was 
constructed  parallel  to  the  detour  and 
it  not  only  protected  the  trees  from 
passing  vehicles  but  prevented  per- 
sons from  picking  the  fruit. 


598;  Isbell  Construction  Co.,  Reno,  $269,- 
642 ;  Morrison-Knudson  Co.,  Inc.,  Los  An- 
geles, $198,596 ;  Harms  Bros,  and  Larsen 
Bros.,  Sacramento,  $197,216 ;  Contract 
awarded  to  Harold  Blake,  Portland,  Orgeon, 
$171,882.00. 

TEHAMA  COUNTY— A  plate  girder 
bridge  with  concrete  deck  across  Sacramento 
River  at  Red  Bluff.  District  II,  Route  3, 
Section  D.  Andy  Sordal  and  R.  R.  Bishop, 
Long  Beach,  $347,614;  D.  W.  Thurston, 
Los  Angeles.  .$346,887;  Lord  and  Bishop, 
Sacramento,  $279.214 ;  Bodenhamer  Con- 
struction  Co.,   Oakland,   $297,243;    Guy   F. 


Atkinson  Company,  San  Francisco,  $337.- 
992 ;  Pacific  Bridge  Co.,  San  Francisco, 
$337,200;  George  Pollock  Co.,  Sacramento, 
$309,694;  Gates  and  Huntley,  Los  Angeles, 
.$281,961.  Contract  awarded  to  J.  F.  Knapp, 
Oakland,  $255,194. 

VENTURA  COUNTY— Between  Pyle  Road 
and  Telegraph  Road,  2.2  miles  to  be  graded 
and  surfaced  with  asphalt  concrete  and 
plant-mixed  surfacing.  District  VII,  Route 
79,  Section  B,Fil.,C.  Dimmitt  &  Taylor,  Los 
Angeles,  $91,372;  Oswald  Bros.,  Los  An- 
geles, $97,440;  United  Concrete  Pipe  Corpo- 
ration, Los  Angeles,  $92,084. 


California  Highways  and  Public  Works    (June  i9i7) 


ITwenty-three] 


Uniform  Highway  Signs 


(Continued  from  page  10) 


Oil  a  two  or  three  lane  road  and 
for  all  bnt  the  center  stripe  for 
multiple  lane  roads,  a  four-inch  white 
trafific  lacquer  stripe  is  used. 

For  the  center  of  four-lane  roads 
jiiid  for  the  crests  of  g'rades  where  less 
than  800-foot  .si^ht  distance  is  ob- 
tained, a  so  called  double  line  is  used. 
This  really  is  three  lines  of  striping 
formed  by  two  three-inch  white  lines 
sejiarated  by  a  three-inch  black  line. 

TRANSITION    STRIPE 

The  change  from  two  to  three,  four 
or  more  lanes  either  increasing  or  de- 
creasing the  number  is  made  by  a 
standard  transition  stripe  which 
guides  traffic  into  the  proper  lanes 
for  proceeding. 

On  obscured  view  crests  of  grade 
the  double  line  is  placed  to  give  one 
lane  up  with  a  standard  transition 
on  the  crest  to  permit  two  lanes  down. 
The  length  of  the  double  line  is  deter- 
mined by  adding  four  hundred  feet 
to  each  end  of  the  impaired  sight  dis- 
tance. In  advance  of  the  one  np 
double  line,  a  dashed  single  line 
transition  leads  the  motorist  into  the 
one  lane  up;  because  it  is  da.shed, 
travel  in  the  two  lanes  down  may 
cross  the  transition  line  if  the  way 
ahead  is  clear. 

The  double  white  traffic  line  is 
being  used  to  imply  that  it  should 
never  be  crossed.  Through  this  defi- 
nite use  the  motorist  will  soon  learn 
that  the  double  line  means  just  that. 
Wherever  it  becomes  necessary  be- 
cau.se  of  intersections  or  turns  for 
trafific  to  cross,  the  double  line  is 
eitlier  omitted  or  made  a  solid  nine 
inch  line. 

CITIES    COOPERATE 

Tlie  above  use  of  the  doubU'  line 
is  standard  uniform  practice  on  State 
liigiiways.  Tliose  public  ways  over 
wiiicli  tile  State  does  not  have  juris- 
diction have  been  requested  to  cooper- 
ale  in  this  standard  use  and  with  the 
exception  of  a  few  cities  the  uuiforiu 
striping  is  used. 

It  is  apparent  that  in  order  to 
obtain  uniformity  in  traffic  strijiiiig 
as  well  as  in  signs  and  signals,  it  is 
rri|iiisi1e  that  some  central  control 
Ih'  ohiaiiicd  and  until  the  authority 
is  j:ivcn  to  siii-h  a  emit  nil  llicre  will 
111-  no  uniformil  \-. 


SaFer  Highways  Make 
For  Less  Accidents 

It  will,  of  course,  cost  billions 
of  dollars  to  give  America  even 
100,000  miles  of  the  high  type 
of  roadway,  but  that  100,000 
miles  might  well  carry  100,000,- 
000,000  miles  of  traffic  annual- 
ly, and  if  that  volume  of  traffic 
were  carried  on  such  highways, 
there  would  be  a  great  reduc- 
tion in  the  annual  bill  we  are 
now  paying  for  accidents. 
Leaving-  out  any  calculations 
for  fatalities  themselves,  the 
total  cost  for  property  damage, 
doctors '  bills,  hospitalization, 
and  lost  time  for  1936  was  not 
less  than  $1,250,000,000.  It 
looks  to  us  as  though  America 
is  paying  for  safe  highways 
whether  it  has  them  or  not. — 
Mlrhij/oii  Roads  mid  Coiislriir^ 
tinn. 


Many  states  have  by  legislative 
action  seen  the  necessity  in  the  in- 
terest of  safety  and  the  reduction  of 
accidents  to  place  such  control  in 
their  Department  of  Public  Works. 
The  motorists  soon  learned  upon  en- 
tering a  state  whether  such  uniform- 
ity is  obtained.  It  can  readily  be 
seen  that  when  our  traffic  laws  are 
uniform,  when  our  signs,  signals  and 
markings  are  the  same  everywhere, 
tile  motorist  will  respond  and  our  ac- 
cidents will  be  reduced  because  of 
the  ease  of  enforcement  and  the  con- 
tiileiice  given  to  the  traveler. 

REFLEC'TORIZEn    .SIGNS 

A  recent  form  of  marking  is  the  use 
of  reflectorized  pavement  markers 
placed  on  the  center  line.  In  order 
to  keep  the  respect  of  this  efficient  but 
costly  marking,  these  markers  are 
I)laced  only  on  curves  M'hich  pre.sent  a 
surprise  to  the  motorist.  When  jilaced 
on  a  state  highway  the  motorist  knows 
that  he  should  slow  down  because  of 
the  sharpness  or  unusual  physical 
cliar;icter  of  the  curve  he  is  a]i- 
proachiiig. 


New  Highway  to 

Bay  Bridge  Will  [ 

Be  Ready  July  I 

To  facilitate  travel  to  the  Golden 
Gate  Bridge  Fiesta,  State  Highway 
Engineer  C.  H.  Pnrcell  on  May  2(i 
opened  the  East  Shore  Highway, 
which  forms  a  direct  approach  to  the 
San  Francisco-Oakland  Bay  Bridge 
from  Richmond,  l<;i  Cerrito,  and 
Berkeley. 

Informal  ceremonies,  in  which  the 
Richmond  Junior  Chamber  of  Com- 
merce, the  Berkeley  Junior  Chamber, 
and  the  Oakland  Junior  Chamber 
participated,  Avere  held  at  the  junc- 
tion of  the  road  with  San  Pablo  Ave- 
nue, near  El  Cerrito. 

Harry  A.  Hopkins,  Chairman  of 
the  Highway  Commission  cut  the 
ribbon  which  opened  this  most  recent 
Bay  Bridge  approach.  Others  par- 
ticiiiating  were :  Mayor  of  Berkeley- 
E.  E.  Anient;  Frank  Tiller,  Mayor  of 
Richmond ;  State  Highwav  Engineer 
C.  H.  Purcell;  Colonel"  John  H. 
Skeggs,  District  Highway  Engineer; 
and  J.  N.  Long,  member  of  the  Board 
of  Supervisors  of  Contra  Costa 
County. 

Only  two  lanes  of  the  four-lane 
highway  were  opened  at  the  time  and 
then  closed.  The  final  concrete  pav- 
ing will  be  completed  before  Jidy  1. 
The  project  will  cost  approximatelv 
$1,0:^0,000  (including  the  1452-foot 
concrete  El  Cerrito  Overpass).  The 
section  opened  is  4.14  miles  long.  It 
has  a  10-foot  dividing  .strip  down  the 
center.  When  completed,  it  will  be 
one  of  the  most  modern  and  finest 
stretches  of  highwavs   in   California. 


Bridse  Accidents  Less 

Accidents  on  the  San  Francisco- 
Oakland  Bay  Bridge  were  reduced  40 
per  cent  in  JMay  according  to  the 
monthly  report  of  Roadside  Service 
and  Accidents  made  by  Chief  Engi- 
nein-  C.  II.  Pnrcell. 

There  was  a  total  of  i)  accidents 
on  both  the  bridge  and  api)roaches 
tliiring  the  31  days  of  iMay  as  com- 
jnired  to  15  for  April.  A  reduction 
in  drunk  drivers  and  speeders  over 
the  bridge  was  also  announced. 

The  total  number  of  accidents  since 
the  bridge  opened  was  brought  to  74, 
with  the  number  of  persons  injured 
totaling  75,  out  of  an  approximate 
estimate  of  10,000,000  pati-ons. 


[Twenty-four] 


(June  1937)  California  Highways  and  Public  Works 


Free  Parking 
for  Motorists 
on  Bay  Bridge 

MOTORISTS  nsincr  the  S  h  n 
F  r  a  11  c  i  s  L'  o-Oaklaiul  Bay 
Bridge  are  entitled  to  free 
24-h()iir  parking  in  a  ])aved  and 
feneed  area  situated  beneath  the  main 
apjiroaeh  on  the  San  Franciseo  side. 
Tlie  area  lies  between  Third  and 
Fourth  streets  and  also  inelndes  a 
section  just  west  of  Fourtli  Street. 

Motori.sts  are  advised  that  the  most 
convenient  wav  of  reachiii":  the  area  is 


Bay  Bridge  Ranks  Third  in 
Country  in  Traffic  Carried 


TlIF  five  milliontli  veliicle  crossetl 
the  San  Francisco-Oakland  Bay 
Bridge  May  31,  bringing  the 
actual  total  number  of  vehicles  cross- 
ing the  great  sjian  to  ."i, 007, 027  in 
the  six  and  a  half  months  of  its  opera- 
tion, according  to  Earl  Lee  Kelly, 
State  Director  of  Public  Works. 

The  bay  bridge  ranks  third  in  the 
Tnited  States  in  amount  of  traffic  for 
a  toll  crossing.  This  was  revealed  by 
Chief  Engineer  C.  II.  Pureell,  State 
Highway  Engineer,  in  a  report  on  six 


also  the  opening  of  the  (iohhMi  (iMic 
Bridge,  brought  16(5, 6!)2  vehicles 
across  the  Bay  Bridge. 

Among  the  factors  attributed  by 
Mr.  Kelly  to  Clay's  large  traffic  were 
the  normal  seasonal  rise  and  the  31- 
day  month. 

Traffic  for  May  averaged  28,904 
vehicles  a  day,  an  increase  b.v  approx- 
imately/ 3000  per  day  over  April's 
daily  average  making  ilay  the  banner 
month  for  patronage  since  the  bridge 
opened.     A\('r;igi'  full  per  \-ehicle  was 


Spacious  parking  space  under  San  Francisco  Bay  Bridge  free  for  24-hour  period  to  patrons  of  the  span. 


from  the  Fifth  Street  Plaza,  driving 
right  to  Harrison  Street  and  then 
right  again  to  Perry  Street.  The 
parking  place  lies  longitudinally  be- 
tween Perry  and  Stillman  sti-eets. 

Motorists  leaving  the  parking  area 
should  di'ive  via  Bryant  Street  over 
Third  or  Fourth  Street,  and  thence 
onto  the  Fifth  Street  Plaza  and  over 
the  bridge. 

This  parking  area  leaves  the  motor- 
ist within  only  a  few  short  blocks  of 
the  business  district,  with  Third  and 
Fourth  Street  streetcars  available. 

Motorists  desiring  to  use  the  park- 
ing area  will  be  given  a  ticket  by  the 
toll  collector  on  the  Oakland  side, 
which  will  be  surrendered  to  the  at- 
tendant at  the  parking  site. 


months'  operation  of  the  giant  8]  mile 
structure. 

Aceoi'ding  to  traffic  figures  for 
March,  gleaned  from  the  leading  toll 
crossings,  the  Bay  Bridge  is  exceeded 
only  by  the  Holland  Tunnel  of  New 
York  and  the  Delaware  River  Bridge 
at  Philadelphia. 

Traffic  for  the  month  of  May  topped 
all  records  for  previous  months  by 
approximately  130,000  vehicles,  with 
a  total  of  896,027  vehicles  for  May 
as  compared  with  766,790  for  April, 
heaviest  to  that  time,  he  announced 
from  figures  contained  in  the  monthly 
traffic  report  on  the  Bay  Bridge  sub- 
mitted by  Chief  Engineer  Pureell. 

The  last  four  days  of  the  month, 
including  two  holidays  and  featuring 


.r)237  cents,  with  the  month's  total 
income  amounting  to  $469,240.0.3. 

Other  notable  features  of  May 
traffic  over  the  Bay  Bridge,  ilr.  Kelly 
pointed  out,  were  the  increase  in  auto 
trailers  and  motorcycles  by  a  third 
over  April  figures.  Number  of  trail- 
ers for  May  was  1584;  number  of 
motorc.ycles,  3334. 

The  niimber  of  buses  crossing  in 
May  was  doubled  over  the  pi'eceding 
month,  with  a  total  of  8585  as  com- 
pared to  4559. 

Trucks  and  freight  pounds  show  a 
slight  but  consistent  increase,  with 
56,808,330  freight  pounds  for  May, 
bringing  the  total  to  date  to  289,721,- 
682.  Trucks  numbered  24,981,  in 
comparison  to  April's  total  of  24,737. 


California  Hightvays  and  Public  Works   (June  i9}7) 


[Twenty-five] 


DIVISION  OF 


WATER  RESOURCES 


OFFICIAL  REPORT 

FOR  THE  MONTH  OF 

May,  1937 

EDWARD  HYAH,  State  Ensineer 


IRRIGATION   DISTRICTS 


The  petition  for  a  new  district,  to  be 
Isnown  as  Sliafter-Wasco  Irrigation  District, 
was  approved  as  to  sufEciency  by  the  Kern 
County  Board  of  Supervisors  on  May  10th, 
and  submitted  to  the  State  Engineer  for 
investigation  and  report  as  to  feasibility. 
The  proposed  district  embraces  an  area  of 
about  40,000  acres  northwest  of  Bakerstield. 

A  report  was  made  on  the  proposal  of 
Richvale  Irrigation  District  to  Isstie  bonds 
in  the  amount  of  .fOO.OOO  for  aetiuiring 
additional  water  rights  and  irrigation  facil- 
ities from  the  Sutter  Butte  Canal  Com- 
pany. The  district  was  recently  enlarged 
by  inclusion  of  the  Maxwell  Tract  con- 
taining about  3155  acres. 

Carmichael  Irrigation  District  completed 
plans  for  refunding  an  outstanding  bond 
issue  in  the  amount  of  .$79,600  through  a 
loan  of  iSSS.OOO  from  the  Reconstruction 
Finance  Corporation,  augmented  by  district 
funds. 

Districts  Securities  Commission 

At  meeting  of  the  Commission  held  in  Los 
Angeles  on  May  14th  the  following  district 
matters  were  given  favorable  consideration  : 

The  plan  of  readjustment  of  indebtedness 
of  El  Dorado  Irrigation  District  was  ap- 
proved and  consent  was  given  to  the  filing 
of  a  petition  in  the  superior  court,  pursuant 
to  provisions  of  the  new  Irrigation  District 
Kefinancing  Act. 

The  proposal  of  Tulare  Irrigation  District 
to  expend  $58,7.50  for  purchase  of  additional 
shares  of  capital  stock  in  the  Wutchumna 
Water  Company  was  approved. 

Refunding  bonds  of  Alpaugh  and  of  Beau- 
mont Irrigation  districts,  in  the  amounts  of 
.$101,000  and  $1.50,000  respectively,  were 
validated  for  certification  by  the  State 
Co7itrnlIi.r, 

Plans  of  Imperial  Irrigation  District  for 
development  of  power  on  the  All-American 
Canal  were  approved.  The  district  will 
enter  into  contracts  with  the  Federal  (}ov- 
ernment,  and  issue  revenue  bonds  to  PWA 
and  REA  for  funds  with  which  to  construct 
power  plants  and  distribution  facilities  in 
Imperial  A^alley. 


FLOOD  CONTROL  AND 
RECLAMATION 


li( lief  Jjabor  Work 

During  this  period  an  average  of  75  men 
on  WPA  Project  No.  0805  (formerly  No. 
.5410)  were  engaged  in  clearing  the  Feather 
River    channel    north    of    Marysvillc.      SRA 


Transient  Camp  No.  7.  in  the  Sutter  Basin, 
furnished  an  average  of  25  men.  These  men 
were  engaged  in  cleaning  up  the  grounds 
round  pumping  plant  No.  .3  and  also  jn 
installing  a  tile  drain  system  at  the  Sutter 
maintenance  yard. 

WPA  Project  No.  00.54.  in  Yolo  County, 
furnished  an  average  of  o3  men  during  the 
period.  They  have  been  engaged  in  clearing 
brush  and  timber  in  the  Sacramento  By-pass. 


SUPERVISION   OF   DAMS 


Application  was  received  on  April  23. 
1937,  for  the  alteration  of  the  Huntington 
Lake  Dam  No.  1  of  the  Southern  California 
Edison  Company  situated  on  Big  Creek  in 
Fresno  County.  The  work  contemplated  is 
the  construction  of  an  auxiliary  spillway 
and  the  placing  of  fill  on  the  downstream 
face  of  the  dam.  This  work  was  approvi'd 
on  May  4,  1937. 

Application  was  filed  on  April  22,  1937, 
by  the  Pacific  Gas  and  Electric  Company 
for  alterations  at  Lake  Arthur  dam  located 
on  Dry  Creek  tributary  to  the  Yuba  River 
in  Placer  County.  The  work  comprises 
reconstruction  of  the  crest  to  provide  a 
greater  spillway  capacity.  This  application 
was  approved  on  May  3,  1937. 

Application  was  filed  on  April  22.  10H7. 
by  the  Pacific  Gas  and  Electric  Company 
for  the  alteration  of  the  Lake  Theodore 
Dam  situated  on  South  Fork  of  Dry  Creek 
tributary  to  I'nba  River  in  Placer  County. 
The  work  proposes  the  reconstruction  of 
the  spillway  chute.  This  application  was 
approved  on  May  3,  1937. 


WATER   RIGHTS 


Supervision  of  Appropriation  of  Water 

Twenty-six  applications  to  appropriate 
water  were  received  during  April,  five  were 
denied  and  twelve  were  approved.  In  the 
same  period  seven  permits  were  revoked  and 
the  rights  under  eleven  permits  were  con- 
firmed by  the  issuance  of  license. 

Inspections  of  projects  covered  b,v  permits 
of  the  Division  are  being  made  during  the 
current  month  in  Santa  Cruz,  Santa  Clara 
and  Stanislaus  counties  and  other  coastal 
and  adjacent  counties  northward  to  Del 
Norte  and  Siskiyou  counties. 


SACRAMENTO-SAN   JOAQUIN 
WATER   SUPERVISION 


win-k  has  consisted  of  visiting  all  jioints  of 
diversion  and  acquainting  the  operators  witli 
the  record  keeping  procedure.  Measurements 
are  being  made  of  the  few  plants  which  are 
.ictlvely  operating.  The  pumping  has  not 
l)een  very  heavy  to  date  on  account  of  vhe 
abundance  of  rainfall. 

The  Sacramento  River  at  Sacramento  has 
remained  fairly  high  during  the  past  month 
and  the  flow  on  May  24th  was  .35,000  cubic 
feet  per  second.  The  melting  snows  have 
caus>d  a  rise  in  the  San  Joaquin  Valley 
e,-ist  side  streams  and  the  flow  of  the  San 
.Toacpiiii  River  at  Lathrop  into  the  delta  on 
Jlay  24th  was  18,500  cubic  feet  per  second. 


CALIFORNIA  COOPERATIVE 
SNOW  SURVEYS 


During  the  first  week  of  May  the  final 
scheduled  snow  surve.vs  for  this  year  were 
made  at  all  key  snow  courses.  These  snow 
surveys  were  made  for  the  purpose  of  de- 
termining the  amount  of  snow  melting  that 
had  taken  place  in  the  mountains  during 
the  preceding  month  and  to  serve  as  a  check 
on  the  previously  pvihlished  estimates  of 
stream  flow  forecast  early  in  April. 


WATER   RESOURCES 


San  Luis  Rey  Rirer.  Sau  Diego  County 

The  report  on  the  investigation  and  surve.v 
of  San  Luis  Re.v  River  in  San  Diego  County 
for  the  purpose  of  securing  data  and  pre- 
paring plans  for  flood  control,  rectification 
of  river  channel  and  conservation  and  utili- 
zation of  the  waters  of  the  San  Luis  Rey 
River  was  completed  by  the  Division  of 
Water  Resources  and  released  during  the 
present  month. 


CENTRAL  VALLEY  PROJECT 


During  the  past  month  the  activities  have 
been  both  in  the  field  and  office.     The  field 


The  United  States  Bureau  of  Reclamation 
continued  work  during  the  month  on  the 
preparation  of  plans  necessary  for  starting 
construction  on  the  initial  units  of  the 
project.  Preliminary  investigations  and  ex- 
ploration work  have  been  continued  at  Ken- 
nett  and  Friant  dam  .sites  as  have  the 
surveys  along  the  Contra  Costa  conduit  and 
Friant-Kern  canal.  Appraisers  are  working 
in  the  field  evaluating  lands  and  necessary 
rights  of  way  to  be  acquired.  The  Division 
of  Water  Resources  has  continued  surveys 
and  investigations  in  the  San  Joaquin  and 
Sacramento  Valleys  preliminar.v  to  acqui- 
sition of  properties  and  water  rights. 


[Twenty-six] 


(June  1937)   California  Highways  and  Public  Works 


Photo  Electric  Recorders  Make 
Count  of  Highway  Traffic 


(Continued  from  page  6) 

the  characteristics  of  the  metropoli- 
tan area  of  Los  Augeles. 

Two  counters  have  been  assigned 
to  record  traffic  that  is  definitely 
known  to  be  recreational  in  character. 
One  is  on  Route  42  west  of  its  junc- 
tion with  Route  55,  the  Skyline  Boule- 
vard. This  records  traffic  into  the  Big 
Basin,  Boulder  Creek,  and  Redwood 
Park.  The  second  is  located  on  the 
famous  Arrowhead  Springs  Road, 
Route  43  at  the  Panorama  Point 
Maintenance  Station. 

INTERESTING    VARIATIONS 

Some  interesting  variations  have 
been  observed  in  the  records  turned 
in  by  these  installations.  The  highest 
24-hour  count  recorded  to  date  was 
on  the  counter  at  Whitewater,  Eas- 
ter Sunday,  with  a  total  of  15,862 
vehicles.  This  represented  33%  of 
the  total  traflac  for  that  week, 
whereas  the  average  Sunday  traflBc 
at  Whitewater  is  only  25%  of  the 
week's  total. 

The  counter  at  Panorama  Point,  on 
the  other  hand,  dropped  to  its  lowest 
Sunday  count  on  Easter  Sunday,  a 
total  of  2,265  vehicles.  This  was  337o 
of  the  week's  total  travel,  the  same  as 
at  Whitewater.  However,  the  average 
Sunday  traffic  at  Panorama  Point  is 
54%  of  the  week's  total — more  than 
twice  as  high  a  percentage  as  at 
Whitewater  in  the  valley  below  it. 
Thus  we  find  what  a  great  difference 
exists  in  the  traffic  pattern  of  recrea- 
tional and  primary  through  routes 
even  in  the  same  area. 

Practically  all  records  agree  in  one 
characteristic.  The  traffic  curve  be- 
tween midnight  and  daylight  is 
nearly  a  straight  line,  with  the  same 
number  of  vehicles  passing  each  hour. 
With  the  coming  of  summer  the  curve 
starts  to  rise  at  an  earlier  hour,  and 
the  total  for  the  day  increases  but  the 
total  traffic  at  each  location  during 
the  hours  from  midnight  to  daylight 
does  not  increase  correspondingly. 

The  light  source  and  receiving 
units  are  placed  with  a  skew  angle  of 
23°  across  the  center  line  of  the  road. 
This  does  not  entirely  eliminate  the 
recording  of  a  truck  and  trailer  as 
two  vehicles.   On  the  other  hand  a  cer- 


tain percentage  of  cars  pass  each 
other  at  the  recorder  and  therefore 
record  as  only  one  vehicle  instead  of 
two.  In  some  installations  these  two 
errors  very  nearly  balance  out.  At 
the  counter  located  at  the  San  Joa- 
quin River  bridge  on  Route  4,  the  pre- 
ponderance of  heavy  truck  and  trailer 
traffic  during  the  night  hours  makes 
the  count  higher  than  it  actually 
should  be,  whereas  the  day  count  due 
to  cars  passing  each  other  often  goes 
under  actual. 

In  the  Santa  Ana  Canyon,  the 
counter  sometimes  records  two  or 
more  vehicles  for  one  passing  auto- 
mobile due  to  the  fact  that  cars  ap- 
]iroaching  the  ciirve  on  which  it  is 
located,  at  high  speed,  cut  in  on  the 
shoulder  wliich  is  lower  than  the  cen- 
ter of  the  road,  permitting  the  beams 
to  pass  through  the  glass  of  the  car 
instead  of  being  continuously  inter- 
rupted by  the  body. 

"phantom"  trucks 
Most  of  the  installations  are  so 
placed  as  to  give  a  northern  ex- 
posure to  the  receiving  unit  in  order 
to  minimize  the  effect  of  stray  light. 
In  some  instances  this  has  resulted 
in  "phantom"  trucks  passing  the  re- 
corder without  counting.  This  phe- 
nomenon is  accounted  for  by  the 
fact  that  the  flat  sides  of  a  truck 
painted  white  or  aluminum  color 
will,  at  certain  hours  of  the  day  in 
Spring  or  Fall,  reflect  enough  light 
back  in  to  the  receiving  unit  to  re- 
place the  light  ordinarily  furnished 
by  the  light  source.  This  holds  the 
relay  down  and  does  not  permit  the 
counter  to  operate. 

The  recorders  count  instantan- 
eously and  will  clock  cars  as  fast  as 
they  pass  and  as  close  together  as 
the.y  can  run.  It  has  been  found  ad- 
visable, however,  to  place  them  only 
on  two-lane  highways. 

In  spite  of  the  occasional  errors 
due  to  double  counting,  or  failure  to 
count  the  second  car  when  two  cars 
are  passing  at  the  same  time,  cursory 
inspection  of  the  records  of  the 
machines  indicates  that  the  total  of 
the  errors  is  insisrnificant. 


Father :   "Isn't    it     wonrlerful     lunv    little 
chicks  get  out  of  their  shells?" 

Son :  "What  gets  me  is  how  tho.v  get  in." 


C.  H.  Purcell  Is 

Named  Member  of 

U.  S.  Road  Group 

Twelve  nationally  known  experts  in 
highway  engineering,  including 
State  Highway  Engineer  C.  H.  Pur- 
cell of  California,  have  been  ap- 
pointed by  Secretary  of  Agriculture 
Wallace  to  work  with  the  U.  S. 
Bureau  of  Public  Roads  in  developing 
standards  of  highway  design  to  pro- 
mote maximum  safety  and  highway 
utility. 

The  work  to  be  done  has  the  full 
support  of  the  American  Association 
of  State  Highway  Officials,  which 
through  its  Executive  Committee  re- 
cently stressed  the  urgent  need  of  re- 
viewing administrative  policies  con- 
cerning minimum  standards  for  the 
design  of  roads. 

Meetings  of  the  experts  with 
Bureau  of  Public  Roads  officials  will 
be  held  from  time  to  time  to  consider 
matters  such  as  road  surface  widths, 
maximum  grades  and  curves,  design 
of  multi-lane  highways,  protection  of 
grade  crossings  and  many  other  prob- 
lems. 

Thomas  H.  MacDonald,  Chief  of 
the  Bureau  of  Public  Roads,  will  act 
as  chairman  of  the  committee  of  12 
who  are: 

C.  H.  Purcell,  State  Highway 
Engineeer,  Sacramento,  California. 
Ernst  Lieberman,  Chief  Highway 
Engineer.  State  Department  of  Public 
Works  and  Buildings,  Springfield, 
Illinois.  Fred  Kellan,  Design  Engi- 
neer, State  Highway  Commission, 
Indianapolis,  Indiana.  Hugh  Barnes, 
Chief  of  Highway  Planning,  State 
Highway  Commission,  Topeka,  Kan- 
sas. G.  H.  Delano,  Chief  Engineer, 
State  Department  of  Public  Works, 
Boston,  Masaehusetts.  0.  L.  Kipp, 
Construction  Engineer,  State  Depart- 
ment of  Highways,  St.  Paul,  Minne- 
sota. Murray  D.  Van  Wagoner,  State 
Highway  Commissioner,  Lansing, 
Michigan,  Harold  W.  Giffin,  Engi- 
neer of  Surveys  and  Plans,  State 
Highway  Department,  Trenton,  New 
Jersey.  "  R.  H.  Baldock.  State  High- 
way Engineer,  Salem,  Oregon.  P.  M. 
Tebbs,  Assistant  Chief  Engineer, 
State  Department  of  Highways, 
Harrisburg,  Pennsylvania.  Gibb  Gil- 
christ, State  Highway  Engineer,  Aus- 
tin, Texas.  C.  S.  Mullen,  Chief 
Engineer,  State  Department  of  High- 
ways, Richmond,  Virginia. 


California  Highways  and  Public  Works   (junc  1937) 


I  Twenty-seven  I 


Cost  of  Highway 
Construction  Cut 
By  New  Methods 

(Continued  from  page  14) 

ous  locations  over  old  fills,  consider- 
able settlement  took  place  during  this 
operation. 

EXPERIMENT  ORDERED 

It  was  therefore  assumed  that  a 
thorough  job  of  pounding  might  ac- 
complish satisfactory  consolidation 
without  removal  and  recompaction 
over  shallow  fills,  and  might  be  used 
in  conjunction  with  removal  and  re- 
compaction  of  a  more  shallow  trench 
construction  through  the  deeper  fills. 

Between  Station  386+00  and  Sta- 
tion 387-J-50,  the  portable  crane  and 
ball  operated  over  an  area  of  154 
square  feet  per  hour  at  a  cost  of  $8.79, 
equal  to  5.7  cents  per  square  foot,  and 
was  able  to  break  up  the  old  pave- 
ment and  drive  it  into  the  old  fill  and 
lower  the  grade  of  the  entire  area  by 
one  foot. 

To  subexcavate  and  backfill  in 
order  to  recompaet  this  area  "would 
have  required  complete  removal  and 
disposal  of  the  existing  pavement,  at 
an  estimated  cost  of  about  $76.  At 
the  contract  price  of  30  cents  per 
cubic  yard  for  roadway  excavation, 
the  removal  and  recompacting  cost 
per  sqare  foot  was  2.22  cents  per  foot 
depth  of  fill  reconsolidated.  The  depth 
of  fill  reconsolidation  by  excavation 
and  backfill  methods  equivalent  to  the 
crane  and  ball  method,  therefore,  was 
but  2.56  feet,  and  since  a  satisfactorj' 
job  could  not  be  obtained  without  re- 
compacting  double  this  depth,  it  is 
evident  that  this  method  deserves 
further  consideration. 

Relative  compaction  tests  taken 
before  and  after  tamping  show  very 
favorable  results,  increases  being  as 
follows :  Directly  underlying  the 
existing  pavement,  compactions  in- 
creased from  89.17o  to  92.9%,  and  at 
a  depth  of  5  feet,  the  increase  was 
from  82.1%  to  91.8%.  The  soil  was 
a  mixture  of  black  adobe  and  brown 
clay,  with  a  moisture  content  far 
above  the  optimum  value,  running 
28%  to  33%,  and  therefore  accounts 
for  the  relatively  low  increase  at  the 
surface,  the  value  of  92.9%.  being 
about  the  maximum  compaction  at- 
tainable under  such  high  moisture 
content. 


Sit  ilpmnrtam 

GEORGE  McIVOR 

The  State  of  California  lost 
a  valuable  citizen,  the  Depart- 
ment of  Public  Works  a  faith- 
ful employee  and  co-workers  a 
staunch  friend,  when  death 
suddenly  overtook  George 
Mclvor  of  District  X  of  the 
Division  of  Highways  May  2, 
1937. 

Born  October  17,  1892,  Mc- 
lvor was  educated  in  Tuolumne 
County,  and  spent  a  great  por- 
tion of  his  life  there.  Early  in 
his  career  he  was  employed  by 
large  lumber  companies  and 
the  Sierra  Railway  Company  in 
the  Mother  Lode.  On  May  16, 
1928,  he  joined  District  X  of 
the  Division  of  Highways  as  a 
sub-foreman  and  on  September 
1,  1933,  was  promoted  to  the 
position  of  superintendent  with 
headquarters  at  Bishop  in  Dis- 
trict IX. 

At  Mclvor 's  request  he  was 
transferred  to  District  X  on 
December  1,  1935,  to  serve  as 
superintendent  of  construction 
projects  in  connection  with 
maintenance  improvement  ac- 
tivities. 

While  it  was  known  that 
Mclvor  had  not  been  in  the 
best  of  health  while  on  duty  in 
District  IX,  after  his  return  to 
the  Mother  Lode  country  his 
condition  was  so  much  im- 
proved that  his  sudden  passing 
was  a  shock  and  sorrowful  sur- 
prise to  his  many  friends. 

On  May  2  Mclvor  was  driv- 
ing to  his  new  assignment,  with 
his  nephew  following  in  a  sec- 
ond car.  At  a  point  a  few  miles 
north  of  Jackson,  Mclvor 's  car 
suddenly  left  the  road,  crashed 
into  a  cut  bank  and  turned 
over.  He  passed  away  while 
being  rushed  to  a  Jackson  hos- 
pital. The  coroner's  inquest 
attributed  his  death  to  heart 
failure.  Interment  was  at  Tuol- 
umne. 


HEAVY  PRESSURE  DEVELOPED 

A  pressure  cell  placed  5  feet  under 
ground  was  carefully  backfilled  and 
compacted  by  dropping  the  2500 
jiound  ball  a  height  of  18  feet,  and  a 


]iressure  gauge  placed  at  the  ground 
surface  registered  a  maximum  read- 
ing of  16  pounds  per  square  inch. 
Adding  to  this  value  2.3  pounds  per 
square  inch  due  to  the  5-foot  column 
of  water  between  the  cell  and  the 
gauge,  the  pressure  developed  at  the 
cell  would  be  18.3  pounds  per  square 
inch.  The  dead  load  of  5  feet  of  com- 
pacted earth  would  equal  about  5 
pounds  per  square  inch  at  the  depth 
of  the  pressure  cell,  so  it  is  evident 
that  a  pressure  of  1900  pounds  per 
square  foot  was  being  exerted  by  the 
compression  in  the  soil.  Since  about 
a  10  pound  fluctuation  of  the  needle 
was  visible  at  the  instant  the  ball 
struck  the  ground,  it  is  evident  that 
at  this  depth  there  was  an  additional 
active  force  of  1440  pounds  being 
exerted  toward  compacting  the  soil. 


Harry  A.  Hopkins 
Resumes    Post    As 

Hishway  Chairman 

IN  RECOGNITION  of  his  past 
service  as  a  member  of  the  Cali- 
fornia Highwaj'  Commission  and 
in  response  to  many  requests  from  dif- 
ferent parts  of  the  State,  Harry  A. 
Hopkins,  who  resigned  as  chairman 
of  the  Commission  to  run  for  Con- 
gress in  the  Tenth  District,  was  re- 
appointed head  of  California's  road 
building  agency  by  Governor  Frank 
F.  Merriam  on  May  20.  Mr.  Hopkins 
was  defeated  at  the  May  4  special 
election  held  to  select  a  successor  to 
the  late  Congressman  Henry  E 
Stubbs. 

Mr.  Hopkins,  pioneer  resident  and 
civic  leader  in  Kern  County,  was  ap- 
pointed a  member  of  the  Highway 
Commission  in  January.  1931.  by  thV 
late  Governor  James  Rolph.  Jr.."  and 
in  1932  was  elevated  to  the  post  of 
cliairman,  a  position  he  held  up  to  his 
resignation  last  spring. 

Chairman  Hopkins  was  sworn  in 
by  Judge  Harry  W.  Beatty  of  Taft 
on  the  afternoon  of  May  20.  Present 
at  the  ceremony  as  witnesses  were 
]Mrs.  Harry  Hopkins.  JMrs.  Elmo  Full- 
mer, daughter  of  Mr.  and  Mrs.  Hop- 
kins;  IMiss  Theda  Fleming,  secretary 
to  the  chairman;  W.  H.  Fitzgerald, 
Herb  Arndt,  secretary  of  the  Taft 
Chamber  of  Commerce;  Abe  Marks, 
Lee  Coker,  R.  F.  Ca.sey  and  Miss  Alma 
Wilson.  Judge  Beatty 's  secretarv. 


[Twenty-eight] 


(June  i9i7)  California  Hightvays  and  Public  Works 


STATE  OF  CALIFORNIA 


Department  of  Public  Works 

Headquarters:   Public  Works  Building,  Eleventh  and  P  Streets,  Sacramento 


FRANK  F.  MERRIAM Governor 

JUSTUS  F.  CRAEMER Assistant  Director 


EARL   LEE   KELLY Director 

EDWARD  J.  NERON Deputy  Director 


CALIFORNIA  HIGHWAY  COMMISSION 


HAKKY   A.   IIOPKIXS.   CliMiimnn.   Taft 

PHILIP  A.    STANTON,   Anaheim 

H.  R.  JUDAH,  Santa  Cruz 

PAUL   G.   JASPER,    Fortuna 

WILLIAM  T.  HART,  Carlsbad 

JT'LIEN   D.   ROUSSEL,   Secretary 


DIVISION  OF  HIGHWAYS 


('.  II.  PUISCELI..  State  Ili^'lnvay  Engineer,  Sacramento 
lO.   T.   JIcCOY,   Assistant    State   Highway   Engineer 
'j.    G.    STANDLEY,    Principal    Assistant    Engineer 

R.    H.    WILSON,    Office    Engineer 

T.  E.  STANTON,  Materials  and  Research  Engineer 

FRED  .1.  GRUMM,  Engineer  of  Surveys  and  Plans 

C.   S.   POPE,   Construction   Engineer 

T.   H.   DENNIS,   Maintenance   Engineer 

F.  W.  PANHORST,  Bridge  Engineer 

V.  CAMPBELL,  Engineer  of  City  and  Cooperative  Projects 

R.  H.  STALNAKER,  Equipment  Engineer 

E.    n.   HIGGINS,   Comptroller 

DISTRICT    ENGINEERS 

J.    W.    VICKREY,    District    I.    Eureka 

F.    W.    HASELWOOD,    District    II,    Redding 

CHARLES   H.   WHITMORE,   District   III,    Marysville 

JNO.  H.   SKEGGS,  District   IV,   San   Francisco 

L.  H.  GIBSON,  District  V,  San  Luis  Obispo 

R.  M.  GILLIS,  District  VI,  Fresno 

S.  V.  CORTELYOU,  District  VII,  Los  Angeles 

E.  Q.  SULLIVAN,  District  VIII,  San  Bernardino 

S.  W.  LOWDEN  (Acting),  District  IX,  Bishop 

R.  E.  PIERCE,  District  X,  Stockton 

E.  E.  WALLACE,  District  XI,  San  Diego 

SAN   FRANCISCO-OAKLAND   BAY   BRIDGE 
C.  E.  ANDREW,  Bridge  Engineer 


DIVISION  OF  WATER  RESOURCES 


EDWARD  HYATT,  State  Engineer,  Chief  of  Division 

J.  J.  HALEY,  Jr.,  Administrative  Assistant 

HAROLD  CONKLING,  Deputy  in  Charge  Water  Rights 

A.  D.  EDMONSTON,  Deputy  in  Charge  Water 
Resources  Investigation 

R.  L.  JONES,  Deputy  in  Charge  Flood  Control  and  Reclamation 

GEORGE  W.  HAWLEY,  Deputy  in  Charge  Dams 

SPENCER    BURROUGHS,    Attorney 

EVERETT  N.  BRYAN,  Hydraulic  Engineer  Water  Rights 

GORDON  ZANDER,  Adjudication,  Water  Distribution 


DIVISION  OF  ARCHITECTURE 


GEORGE  B.  McDOUGALL,  State  Architect,  Chief  of  Division 

P.  T.  POAGE,  Assistant  Chief 

W.   K.   DANIELS,   Administrative  Assistant 

HEADQUARTERS 

H.    W.    DeHAVEN,    Supervising   Architectural    Draftsman 

C.    H.    KROMER,    Principal    Structural    Engineer 

CARLETON  PIEItSON,   Supervising  Specification  Writer 

J.  W.  BUTTON,  Principal  Engineer,  General  Construction 

W.  H.  ROCKINGHAM,  Principal  Mechanical  and  Electrical 
Engineer 


DIVISION  OF  CONTRACTS  AND  RIGHTS  OF  WAY 


C.  C.  CARLETON,  Chief 

CLAKENCE  W.  MORRIS,  Attorney,  San  Francisco 

FRANK   B.   DURKEE,   Attorney 

r.  R,  MONTGOMERY,  Attorney 

KOHFJJT  E.  REED,  Attorney 


DIVISION  OF  PORTS 


Port  of  Eureka — William  Clark,  Sr.,  Surveyor 


PM:    If  addressee  has  moved 
notify  sender  on 

Form  3547 

Division  of  Highways 

P.  O.  Box  1499 
Sacramento,  California 


Seattle, 


M^^ 


Wash. 


SEC.  562  P.  L.  &  R. 
,S.  POSTAGE 


PAID 

Sacramento,  Cal. 
Permit  No.   152 


MAP 

SHOWING 

STATE  HIGHWAY  SYSTEM 


LOS  ANGELES  AND  VICINITY 


Seattle  Public  Llbrarr 


^ 


CAU  FORNIX 

HIGHWAYS  AND  PUBLIC  WORKS 


Section  of  Carmel-^San Simeon Uighwau 
"^  :  Where  fea  and  Mountains  Meet 


siiKiiiiiimii 


JULY  •  IQ37 


CALIFORNIA  HIGHWAYS  AND  PUBLIC  WORKS 

Official  Journal  of  the  Division  of   Highways  of  the  Department  of  Public  Works,  State  of  California 

EARL  LEE  KELLY,  Director  C.  H.  PURCELL,  State  Hishway  Engineer  JOHN  W.  HOWE,  Editor 

Published  for  information  of  the  members  of  the  department  and  the  citizens  of  California 

Editors  of  newspapers  and   others  are  privileged  to  use  matter  contained  herein.     Cuts  will  be  gladly  loaned  upon  request. 
Address  communications  to  California  Highways  and  Public  Works,  P.  O.  Box  1499,  Sacramento,  California. 

ol.  15  JULY,  1937  No.  7 


Table  of  Contents 


Page 

A  Dream  Comes  True,  Illustrated 1-2 

By  Lester  H.  Gibson.  District  Eiiyineer 

Photograph  of  Scenes  at  Dedication  of  Carmel-San  Simeon  Highway 3 

State  Builds  Twenty-nine  Bridges  on  Carmel-San  Simeon  Highway 4 

Pictorial  Story  of  Carmel-San  Simeon  Highway  Bridges 5 

State  Constructing  New  Road  Into  Death  Valley 6 

Photographs  of  Construction  Scenes  on  New  Death  Valle.y  Road 7 

Extensive  Highway  Planning  Survej'  Undertaken 8 

By  K.  A.  MacLachlan,  Assistant  Maintenance  Engineer 

Pictures  of  Highway  Planning  Survey  Crew  in  Action 9 

Construction  Progress  and  Pavement  Records  for  19.'Uj,  Illustrated 10-13 

By  Earl  WithycombCj  Assistant  Construction  Enyinecr 

Manchester-Firestone  Boulevard  Opened  by  Cxovernor  Merriam,  Illustrated  li 

By  P.  A.  MacDonald,  Assistant  Engineer 

Another  Link  of  Olympic  Boulevard  Opened 15 

Record  Made  in  Building  Road  Detour,  Illustrated 16 

By  J.  11".  Vickrey,  District  Engineer 

Maze  Road  Relieves  Traffic  Problem,  Illustrated 17 

By  R.  E.  Pierce,  District  Engineer 

Selection  of  Aggregates  for  Portland  Cement  Concrete 18 

By  Allen  Nicol,  Junior  Mineralogist,  Matenals  and  Research  Department 

Last  Link  in  Bay  Sliore  Highway  Dedicated.  Illustrated 19 

Redwood  Log  Crib  Saves  Large  Sum,  Illustrated 22 

III/    E.    M.    Cameron.   District    Mainlrnancc    Engineer 

Highway  I'.ids  and   Awards  for  June.  1937 24-2,') 

Monthly  Rejioil   Dixisiim  of  Water  liesonrces 26 


Scene  at   Pfeiffer   Park   in   Big   Sur  where  Governor   Merriam   set  off   dynamite  blast  to  remove  large  boulder  shown   in  center  foreground, 
thus  officially  opening  Carmel-San  Simeon   Highway   while    costumed   characters   of   the    past    looked    on. 

A  Dream  Comes  True 

By  LESTER  H.  GIBSON,  District  Hishway  Engineer 


A  COLORFUL  pageant  in  which 
costumed  actors  depicted  the 
liistory  of  the  Big  Sur  country 
from  the  period  wlien  it  was  tlie  bed 
of  the  Pacific  Ocean  and  tlirough  tlie 
years  of  the  California  aborigines, 
the  Franciscan  padres,  the  Spanis;h 
and  Mexican  concpiests,  the  coming  of 
the  British  and  the  pioneers  of  early 
days  preceding  American  occupation 
and  leading  up  to  the  road  builders 
of  the  State  Division  of  Highways 
marked  the  final  dedication  of  the 
nine  million  dollar  Carmel-San 
Simeon  Highway  at  Pfeiffer  Park  in 
Monterey  County  on  Sunday,  June  27. 
Lighting  a  fuse  to  a  dynamite 
charge  that  blasted  a  huge  boulder, 
symbolical  barrier  of  the  new  State 
Highway,  Governor  Frank  F.  iler- 
riam  officially  opened  the  completed 
road  to  traffic.  State  Director  of 
Public  Works  Earl  Lee  Kelly  and  the 
Governor  then  operated  a  bull-dozer 
which  removed  the  huge  rock  from  the 
road  and  a  dream  of  40  years  came 
true. 

GOVERNOR  DEDICATES  MONUMENT 

The  occasion  also  was  the  dedica- 
tion of  the  Pfeiffer  redwood  grove 
and  surrounding  acres  as  a  State 
Park.     Ceremonies  concluded  with  a 


barbecue  at  which  talks  were  made  by 
the  Governor,  Mr.  Kelly,  Harry  A. 
Hopkins,  chairman  of  the  California 
Highway  Commission;  Joseph  R. 
Knowland,  president  of  the  California 
Park  Commission ;  Arthur  E.  Hen- 
ning,  Chief  of  the  Division  of  Parks, 
Dr.  John  L.  D.  Roberts,  who  con- 
ceived the  idea  of  the  new  highway 
more  than  four  decades  ago;  Colonel 
Troop  ililler,  connnandant  of  the 
Monterey  Presidio;  State  Senator 
Edward  H.  Tickle,  Mayor  Emmet 
McI\Ienamin  of  ilonterey  and  other 
State,  county  and  civic  officials. 

Previously,  Governor  Merriam  had 
dedicated  the  highway  in  San  Luis 
Obispo  County  and  a  monument  at 
Cambria  to  the  late  State  Senator 
Elmer  S.  Rigdon  who  fathered  legis- 
lation twenty  years  ago  appropriating 
funds  to  start  the  highway. 

Tlie  opening  of  the  Carmel-San 
Simeon  link  of  the  Roosevelt  High- 
way (in  June  27th.  between  Carmel 
and  San  Simeon  brought  to  a  suc- 
cessful culmination  the  dream  of 
many  far-sighted  men  who,  in  spite 
of  opposition  and  lethargy,  have  car- 
ried through  the  fi<rht  to  open  up  to 
the  people  of  California  and  of  the 
entire  TTnited  States  this  .section  of 
coast  country  which  is  outstanding  in 


its  beauty  and  scenic  grandeur. 
While  we  can  not  give  credit  to  all 
those  who  were  instrumental  in  bring- 
ing this  achievement  through  to  a 
reality,  there  are  two  men  who  are 
being  credited  with  the  early  pioneer- 
ing work,  who  should  be  mentitoned 
in  any  story  having  to  do  with  the 
history  of  this  development. 

One  of  these.  Dr.  John  L.  D. 
Roberts,  a  young  practicing  physician 
of  Jlonterey,  at  the  time,  was  im- 
pressed with  the  beauty  of  this  coast 
country  during  his  trips  afoot  or 
horseback  to  attend  the  families  of 
the  early  .settlers.  As  early  as  1897 
this  young  doctor  made  a  five  day 
trij)  on  foot  through  the  rugged  west- 
ern slope  of  the  Santa  Lucia  moun- 
tains. He  obtained  data  and  pictures 
which  twenty  years  later,  in  1917, 
through  the  in.stigation  of  Senator 
Elmer  S.  Rigdon,  were  presented  to 
the  State  Legislature  with  the  result 
that  tlie  legislature  provided  an 
a)inro)iriation  for  making  surveys  and 
engineering  studies  for  this  highway, 
together  with  other  additional  Cali- 
fornia State  highways. 

HONOR  SENATOR   RIGDON" 

What  a  thrill  it  must  have  bin-n  1o 
"Doc"  Roberts  when,  at  the  dedica- 


tioii  of  the  Carmel-San  Simeon  Hio-h- 
way,  lie  saw  Governor  ^lerriani  for- 
mally open  this  scenic  road  to  the  peo- 
ple of  the  State  of  California,  and 
brought  to  a  successful  conclusion  his 
dream  and  efforts  covering  a  40  j-ear 
period  or  more. 

While  "Doc"  Roberts  has  been 
spared  to  actually  see  the  dedication 
of  this  road,  the  other  outstanding 
pioneer.  Senator  Elmer  S.  Rigdon, 
passed  away  in  1922  just  after  con- 
struction was  started.  His  memory 
was  honored  on  June  27th  by  dedica- 
tion of  a  memorial  plaque  at  a  little 
park  on  the  highway.  The  tablet  to 
his  memory  has  been  set  upon  a  large 
rugged  stone  symbolic  of  the  strength 
and  c<iurage  of  this  pioneering  legis- 
lator. The  untiring  efforts  of  the 
Senator  in  obtaining  recognition  from 
the  State  Legislature  were  as  essential 
to  putting  this  road  through  to  its 
jiresent  comnletion.  as  was  the  vision 
and  zeal  of  ' '  Doc ' '  Roberts,  for  neither 
of  these  men  could  have  accomplished 
their  entire  purpose  alone. 

FUNDS  MADE  AVAILABLE 

Following  the  initial  appropriation 
for  surveys,  the  voters  of  California 
in  July,  1919,  ratified  a  Constitutional 


Amendment  providing  for  the  Third 
Highway  Bond  Issue  of  $40,000,000 
which  required  that  the  Carmel-San 
Simeon  Highway  should  be  included 
in  the  State  Highway  System  and,  a 
portion  of  the  bond  issue  be  used  for 
its  construction.  Subsequent  appro- 
priations were  made  from  monies 
available  to  the  Highway  Commission 
for  construction  purposes,  bringing 
the  total  of  such  authorizations  to  an 
amount  slightly  less  than  $9,000,000. 

At  the  time  of  the  first  appropria- 
tion covering  surveys  for  the  road, 
there  were  only  very  limited  means 
of  ingress  to  this  precipitous  coun- 
try. There  was  a  narrow,  winding, 
steep  road  from  Carmel  south  for  a 
distance  of  approximately  35  miles 
to  the  Big  Sur  River.  From  that 
point  south  to  San  Simeon,  it  could 
only  be  traveled  by  horseback  or  on 
foot.  There  only  exisited  the  nar- 
row trail,  known  as  the  Coast  Trail, 
over  which  all  supplies  for  the  sur- 
vey crews,  as  well  as  the  early 
pioneering  settlers,  had  to  be  carried 
on  mule  or  horseback  from  the 
nearest  shipping  or  supply  point. 

The  terrain  through  which  this 
road    pas.ses    is,    generally,    a    rocky, 


precipitous  country,  rising  from  the 
ocean  to  a  height  of  several  thousand 
feet.  Interspersed  are  occasional  flats 
broken  by  many  deep,  steep  canyons 
in  which  there  are  beautiful  growths 
of  redwood  and  other  trees  and  shrub- 
bery indigenous  to  this  particular 
section  of  the  country. 

SURVEYS  AND  ENGINEERING  STUDIES 

Following  the  appropriation  for 
surveys  previously  mentioned,  a  sta- 
dia reconnaissance  survey  was  made 
and  completed  in  1918,  which,  while 
not  too  closely  followed  in  the  final 
location,  formed  a  basis  for  the  ulti- 
mate location  and  construction.  In 
many  places  the  located  line  deviated 
considerably  from  this  early  survey, 
taking  advantage  of  a  lower  plane 
which  offered  a  better  line  and  grade 
and  a  shorter  length. 

In  October  of  1919  a  location  sur- 
vey party  started  to  work  from 
Anderson  Canyon  toward  Big  Sur, 
which  points  are  approximately  50 
and  3.5  miles  south  of  Monterey.  In 
February  of  the  following  year  an- 
other location  survey  was  started 
working  northerly  from  San  Simeon. 
From  that  time  on,  location  surveys 

(Continued  on  page  14) 


Members  of  Governor's  official  party  at  ceremonies  attending  dedication  of  monument  to  late  Senator  Elmer  S.  Rigdon,  whose 
legislative  labors  helped  make  Carmel-San  Simeon  Highway  possible.  Seated,  left  to  right — Ray  W.  Shame!,  president  Cambria 
Chamber  of  Commerce;  Julien  D.  Roussel,  Secretary,  California  Highway  Commission;  Governor  Frank  F.  Merriam,  Director  of  Public 
Works  Earl  Lee  Kelly,  Earl  S.  Anderson,  Registrar  of  Contractors;  Edward  J.  Neron,  Deputy  Director  of  Public  Works.  Standing — 
Justus    F.   Craemer,  Assistant   Director  of   Public   Works,    Highway  Commissioner  H.  R.  Judah. 


[Two! 


(July  1937)  California  Highways  and  Public  Works 


Portion    of   auto 

caravan   at   Carmel- 

San  Simeon  Highway 

dedication. 


Governor   Merriam   places 

wreath  on  monument  to 

late  Senator  Elmer  S.  Rigdon, 

early  advocate  of  highway. 

Left  to   right:    Miss   Barbara 

Edmonson,  San   Luis  Obispo 

"Outdoor  Girl";   Mrs.  Elmer  S. 

Rigdon,  Miss  Joyce  Matheson, 

"Miss  Cambria   Pines"; 

Governor   Merriam. 


Upper — view  of  section  of  new  highway.  Lu.  'i  (.  >  crnor  Merriam  and  Director  of  Public  Works 
Earl  Lee  Kelly  operate  bull-dozer  to  remove  last  boulder  barricade  from  new  highway.  Standing 
beside  them    is   District   Highway    Engineer   Lester   H.  Gibson,  who  supervised  building  of  road. 


California  Highways  and  Public  Works   (juiy  t937) 


[Three] 


State  Builds  29  Bridges  On 
Carmel-San  Simeon  Highway 


IN  BUILDING  the  Carmel-San 
Simeon  Highway,  the  design  and 
construction  of  several  of  the  29 
bridges  now  in  place  presented  dif- 
ficult engineering  problems.  The 
largest  of  these  structures  is  the 
beautiful  reinforced  concrete  open 
spandrel  arch  across  the  mouth  of 
Bixby  Creek,  18  miles  south  of  Car- 
mel. 

Placing  a  bridge  across  the  deep 
gorge  where  Bixby  Creek  empties  into 
the  ocean  was  difficult.  The  concrete 
abutments,  securely  anchored  into  the 
sheer  rock  walls  140  feet  above  the 
creek  bed,  are  330  feet  apart  and  the 
graceful  rings  of  the  open  spandrel 
arch  bow  above  tlie  canyon  mouth  to 
cari-y  the  deck  of  the  bridge  approxi- 
mately 260  feet  above  the  creek  bot- 
tom. The  total  length  of  the  bridge 
deck  is  714  feet,  there  being  three  40- 
foot  reinforced  concrete  approach 
spans  on  the  soutlierly  end  and  six 
on  the  northerly  end.  In  the  con- 
struction   of    this    spectacular    arch 


6,600  cubic  yards  of  concrete  and 
600,000  pounds  of  reinforcing  steel 
were  used. 

The  bridge  is  so  placed  that  the 
curving  highway  approaches  afford 
an  excellent  view  of  the  structure. 
The  Bixby  Creek  bridge  is  the  largest 
concrete  arched  Jiighway  .structure  in 
the  western  states. 

BEAUTIFUL    STRUCTURES 

About  one  mile  north  of  the  Bixby 
Creek  bridge  a  similar,  but  smaller, 
open  spandrel  arch  was  eonsti-ucted 
across  the  mouth  of  Rocky  Creek. 
This  graceful  structure  has  an  arch 
span  of  239  feet  and  the  497  feet  of 
total  deck  length  carry  the  roadway 
150  feet  above  the  creek.  Similar  re- 
inforced concrete  arches  of  shorter 
spans  were  built  across  Granite,  Gar- 
rapata  and  ]\Ial  Paso  creeks  and  a 
sixth  arch  bridge  consisting  of  three 
short  arch  spans  crosses  Wildcat 
Creek  about  five  miles  soutli  of  Car- 
mel. 


Upper  photo  shows  size  of  multi-plate  culvert  used  in  constructor!  of  Carmel- 
San  Simeon  Highway.  Lower — Long  length  of  multi-plate  culvert  used  45  miles 
north  of  San  Simeon  on  new  road. 


Another  bridge  of  interest,  to  be 
built  as  a  unit  of  the  Carmel-San 
Simeon  project,  is  the  514-foot  struc- 
ture across  Dolan  Creek  with  its  180- 
foot  three  hinged  timber  arch  span  in 
the  center.  The  depth  and  width 
of  the  Dolan  Creek  gorge  dictated  a 
structure  with  a  long  central  span 
and  to  eliminate  long  haul  of  concrete 
aggregates  from  Monterey,  a  timber 
structure,  using  the  recently  de- 
veloped metal  ring  connectors  for 
joints,  was  selected.  Built  of  red- 
wood, the  Dolan  Creek  timber  arch  is 
an  impressive  structure  as  it  carries 
the  roadway  150  feet  above  the  creek 
bed. 

MODERN    TOURIST    HIGHWAY 

Most  of  the  bridges  on  this  scenic 
ocean  highway,  such  as  those  across 
Lime,  Prewitt  and  Wildcattle  creeks 
and  Torre  Canyon  are  of  the  usual 
timber  construction,  while  others,  like 
the  Burns  Creek,  San  Simeon,  Pico 
and  Little  Pico  creeks  are  of  steel. 

Completion  of  the  Carmel-San 
Simeon  route  opens  to  the  California 
tourist  a  modern  highway  which  is 
replete  with  the  incomparable  views 
obtainable  only  at  those  rare  locations 
where  the  mountains  meet  the  sea. 
The  majesty  of  rocky  promontories 
with  colorful  surf  breaking  at  their 
bases  will  leave  memories  never  to  be 
forgotten  of  the  natural  grandeur  of 
this  section  of  California.  Such 
points  as  the  Point  Lobos  State  Park, 
picturesque  Carmel  Highlands,  Point 
Sur  with  its  famous  lighthouse  and 
the  palatial  Hearst  estate  at  San 
Simeon  will  all  add  to  the  pleasure- 
able  interest  of  the  trip  along  this 
new  State  highway. 

The  work  on  the  93  miles  between 
Carmel  and  San  Simeon  has  pre- 
sented one  of  the  most  noteworthy 
pieces  of  highway  engineering  ac- 
complished on  the  west  coast  in 
recent  years  and  has  given  to  the 
traveling  public  a  modern  ocean 
shore  highway  of  unparalleled 
beauty  with  superb  views  of  the 
Pacific  from  elevations  ranging  from 
sea  level  to  that  of  Grimes  Point  at 
elevation  1058. 


iFour] 


(July  1937)  California  Highways  and  Public  Works 


Pictorral  story  ot  the  bridges  of  the  Carmel-San  Simeon  Highway.  Six  of  the  twenty-nine  compUt^J  •■  tii.cs  on  the  scenic 
route.  Upper  left — Lime  Creek  Bridge.  Upper  right — Torre  Creek  Bridge.  Center  left— Bixby  Arch.  Center  right— Dolan  Creek 
structure.      Lower    left — Bridge   over    Burns   Creek.      Lower   right — Mai   Paso   Bridge. 


California  Highways  and  Public  Works    (juiy  i9i7) 


[Five] 


State  Constructins  New  Road 
Leading  Into  Death  Valley 


This  is  a  story  of  the  building  of  a  desert  road;  the  story  of  a  road  through  fantastical  formations  to 
romantic  Death  Valley;  the  story  of  a  road  to  connect  the  deepest  portion  of  these  United  States  to  the  high- 
est peak  within  our  country ;  the  story  of  the  Darwin  Cut-Off ,  the  building  of  which  may  best  be  told  by  the 
men  who  directed  the  stages  of  its  growth. 

S.   W.    Lowden,    Acting    District    Engineer. 


RECONNAISSANCE 


By  J.  N.  STANLEY, 

Associate  Highway  Engineer 

A  MAP  of  the  existing  road  from 
Lone  Pine,  iu  the  Owens  Valley, 
-  to  Stovepipe  Wells,  in  Death 
Valley,  shows  a  great  bend  to  the 
south,  with  the  little  settlement  of 
Dai'win  at  its  southernmost  apes. 

It  was  conceived  that  distance 
could  be  saved  if  another  route  could 
be  found,  that  would  cut  across  this 
"dog  leg,"  a  route  that  Avoiild  follow 
tlie  ridges  and  be  out  of  the  path  of 
cloudbursts,  and  with  alignment  that 
could  be  constructed  economically, 
yet  be  an  improvement  over  the  exist- 
ing tortuous  grades  of  Zinc  Hill,  that 
nemesis  of  the  tourist. 

A  narrow,  dusty  road,  approxi- 
mately 19.9  miles  in  length,  with 
grades  of  from  15  to  20  per  cent,  and 
curves  of  30-foot  radius  made  another 
alignment  imperative. 

Bach  summer  cloudbursts  de- 
scended upon  Darwin  Wash,  down 
which  the  old  road  wound  its  way, 
and  each  summer  found  the  main- 
tenance forces  rebuilding  a  State 
highway  which  had  been  obliterated. 

DIFFICULT   RECONNAISSANCE 

In  1934  heavy  footgear  was  put  in 
order,  and  a  start  was  made  upon  a 
reconnaissance  of  that  country  l.ving 
north  of  Darwin.  No  roads  exist  in 
that  jagged  array  of  mountains,  the 
few  trails  made  by  wild  horses  and 
burros  led  nowhere  and  horseback 
riding  was  out  of  the  question  due  to 
the  poor  footing  and  lack  of  grazing 
and  water.  Headquarters  was  estab- 
lished at  Darwin,  and  a  Ford  express 

(Continued  on  page  27) 


Survey  and  Plans 


By  MILTON  HARRIS 

Associate  Highway  Engineer 

NOVEMBER  of  1935  found 
our  location  party  in  Darwin 
ready  to  undertake  the  ta.sk 
of  running  a  line  into  Panamint  Sink 
from  a  point  approximately  six  miles 
west  of  tliat  town. 

Following  the  route  of  the  recon- 
naissance survey  of  the  year  previous, 
centerline  ^vas  rapidly  staked  for  the 
first  six  miles,  and  the  plans  com- 
pleted in  our  field  office.  To  allow 
access  to  that  portion  of  the  project 
lying  in  proximity  to  the  rim  of 
canyons  extending  into  Panamint 
Sink,  a  crude  road  was  built  for  some 
eight  miles  to  the  head  of  what  was 
later  eristened  "Rainbow  Canyon" 
by  the  party.  From  the  head  of  this 
canyon,  an  old  game  trail  was  fol- 
lowed in  reaching  line.  This  trail 
skirted  the  very  edge  of  tliis  many- 
hued  gorge,  estimated  to  be  over  800 
feet  in  depth.  Relics  of  early  Indian 
liabitation  were  discovered  along  this 
trail,  and  as  a  resitlt  of  our  daily  hike 
that  unfolded  the  colorful  strata  of 
the  canyon  walls,  it  was  decided  that 
at  all  costs  we  must  locate  the  new 
highway  so  that  travelers  would  enjoy 
this  scenery. 

ECONOMY    IN    CONSTRUCTION 

Descending  on  a  steady  6  per  cent 
grade  from  the  rim  of  the  high 
plateau,  we  kept  our  line  on  the  best 
possible  ground,  seeking  for  economy 
in  construction  at  all  times.  We 
managed  to  swing  to  the  brink  of 
"Rainbow  Canyon"  after  having 
circled  its  upper  reaches,  unfolding, 

(Continued  on  page  27) 


CONSTRUCTION 


By  A.  C.  BRINEY 

Associate  Highway  Engineer 

ON  DECEMBER  30,  1936,  a  eon- 
tract  was  awarded  the  Penin- 
sula Paving  Company,  and  on 
January  12,  1937,  the  first  equipment 
moved  on  the  project.  Operations 
were  started  at  the  westerly  end  with 
scraper  equipment  as  the  first  5.5 
miles  were  through  loose  material, 
easily  moved  with  this  type  of 
machinery.  Freezing  weather  added 
an  unexpected  obstacle,  however,  as 
the  loose  material  congealed  to  a 
depth  of  from  8  to  10  indies,  necessi- 
tating the  use  of  rooters.  Even  the 
desert  experiences  freezing  tempera- 
tures, especially  at  a  5,000-foot  ele- 
vation. 

The  next  5.3  miles  developed  ma- 
terial that  was  of  a  rocky,  cemented 
nature,  interspersed  with  ledges  of 
solid  rock.  The  latest  type  of  tractor 
equipment  pulled  rooters  through 
this  material,  and  scrapers  were  able 
to  move  the  major  portion  of  the 
excavation  into  place.  The  rocky  por- 
tions were  loosened  with  powder  and 
moved  into  the  embankments  with 
the  aid  of  a  poM'er  shovel  and  trucks. 

THROUGH    VOLCANIC    DEPOSITS 

The  remaining  6.8  miles  of  the 
project  are  composed  of  rock  in  all 
stages  of  hardness,  position  and  mix- 
tures. Past  movements  of  the  eai*th's 
crust  and  volcanic  action  threw  an  in- 
tricate variety  of  problems  into  the 
hands  of  the  contractor. 

A  hillside  of  large  boulders  piled 
one  above  the  other,  each  boulder  of 
a  consistency  that  caused  it  to  ring 

(Continued  on  page  27) 


[Six] 


(j/tiy  1937)  California  Highways  and  Public  Works 


v^ 


Construction  scenes  on  new  highway  leading  into  Death  Valley  and  eliminating  Darwin  Wash.  Drillers  at  work 
stretch  with  Panamint  Sink  and  Panamint  Mountains  in  distance.  Heavy  equipment  at  work  on  grade  which  will  do 
steep,   narrow   roadbed   over  Zinc    Hill    and    Lane    Hill.      Section   of   completed   desert  highway. 

California  Highways  and  Public  Works    (juiy  1937 ) 


on    difficult 
away    with 


[Seven] 


Extensive  Highway  Plannmg 
Survey  Undertaken  By  State 


By  K.  A.  MacLACHLAN,  Assistant  Maintenance  Engineer 


FUR  the  past  year  the  Divisiiai 
of  Highways  lias  been  coiuluet- 
mg  a  state-wide  higliway  i>hiii- 
uiug  survey  in  cooperation  with  tlie 
U.  y.  Bureau  of  Public  Roads.  These 
surveys  are  being  made  by  forty 
states  for  the  purpose  of  collecting 
data  needed  to  coordinate  future- 
highwaj'  planning  efforts. 

On  many  parts  of  the  present 
State  Highway  System  which  were 
constructed  in  the  early  stages  and 
on  parts  which  were  inherited  from 
the  I  oinitie  ■.  tl!e  e'-i,"tin  •■  degr?e  of  im- 
provement is  vastly  inadequate,  made 
so  largely  by  unpredictable  changes 
in  the  design  and  degree  of  use  of 
motor  vehicles. 

The  nature  of  such  changes,  att'et't- 
ing  principally  the  speed  of  vehicle-;, 
determines  the  character  of  the  road's 
deficiency.  These  deficiencies  lie  to  a 
great  extent  in  grades,  alignment  und 
width.  These  three  features  are 
therefore  made  the  sub,iect  of  a 
limited  feature  survey  which  seeks  t  i 
list  and  classify  them  to  the  end  that 
their  modification  mav  be  studied. 


SELECTED    ROUTES    SURVEYED 

In  California  this  particular  phase 
of  the  Highway  Planning  Survej'  has 
been  confined  to  selected  routes  em- 
bracing f».12y  miles  of  State  High- 
way. Federal  Aid  Highway,  National 
Park.  National  Forest,  and  county 
roads.  The  limited  features  re- 
corded were  restricted  horizontal  and 
vertical  sight  distances ;  curvature, 
showing  location,  length  and  radii  of 
curves ;  superelevation  on  curves ;  per- 
centage and  length  of  all  grades  of 
three  per  cent  or  more  when  500  feet 
or  more  in  length.  In  addition,  notes 
were  made  of  the  length  and  type  of 
traffic  stripe,  and  the  type  of  topog- 
raphy of  sections  ti'aversed. 

Much  information  was  readily 
available  on  highway  plans  filed  in 
the  office  of  the  Division  of  Highways. 
Alignment  and  grade  data  for  4,972 
miles  were  transferred  from  these 
l)lans  to  field  check  sheets  to  facili- 
tate the  field  work. 

No  plans  were  readily  available  on 
manv  of  the  inherited  i-onds.      It  was 


therefore  necessary  to  procure  all 
of  the  required  data  on  4,157  miles, 
in  the  field.  To  expedite  this  work, 
special  instruments  were  designed, 
constructed  and  installed  in  two  light 
sedans.  The  design  and  use  of  these 
instruments  are  described  here  in 
some  detail. 

The  instrument  for  measuring  the 
radii  of  horizontal  curves — the  curv- 
ometer — was  attached  to  the  No.  1 
ear.  Those  for  determining  the 
superelevation  on  curves  and  for 
measuring  the  rate  or  per  cent  of 
grades  w^ere  called  a  superometer  and 
gradometer,  respectively,  and  were  at- 
tached to  the  No.  2  car. 

The  curvometer,  of  the  protractor 
type,  was  made  of  plywood  in  the 
form  of  a  half  circle  of  the  same 
diameter  as  the  steering  wheel  and 
attached  with  brackets  to  the  dash 
about  two  inches  under  and  parallel 
to  the  wheel.  A  pointer  was  attached 
to  the  top  of  the  wheel  on  the  exact 
center  when  the  car  was  driven  on  a 
tangent. 

(Coiilinued  on  page  23) 


Meters  used  in  sight  distance  survey.  Left — Curvometer  attachment  on  steering  wheel  of  survey  car  used  to  measure  curvature 
of  highway.  Right — Superometer  mounted  on  car  dash  to  measure  superelevation  and  gradometer  mounted  on  door  to  measure 
per  cent  of  grade. 


[  Eight  1 


(July  i9}7)  California  Hightvays  and  Public  Works 


These  pictures  show  Division  of  Highways  sight  distance 
Taking  measurement  of  limited  sight  distance  on  vertical  curv 
Lower — Measuring    curvature    and    superelevation. 


survey    party    at   work.      Upper — Gradient    being    measured.      Next — 
Next — Measuring     limited     sight     distance     on     horizontal     curve. 


California  Highways  and  Public  Works    (juiy  1937) 


[Nine] 


Construction  Progress  and 
Pavement  Records  for  1936 


By  EARL  WITHYCOMBE,  Assistant  Construction  Engineer 


THE  outstaudiug  feature  in  high- 
way eonstruction  in  California 
during  the  year  .1936  was  the 
preliminary  treatment  of  subgrade, 
prior  to  the  placing  of  pavement,  par- 
ticularly for  asphalt  concrete  and 
Portland  cement  concrete  types.  The 
improvement  of  both  the  foundation 
and  the  immediate  subgrade  are  of  pri- 
mary importance,  and  too  much  em- 
phasis can  not  be  placed  on  the  most 
careful  and  scientific  analysis  and 
proper  treatment  of  these  factors  in 
pavement  eonstruction.  A  brief  de- 
scription of  the  methods  employed  Ls 
given  below.  Details  of  pavement 
construction  and  records  are  shown 
in  accompanying  tabulations. 


sliould  rest  on  an  unyielding  founda- 
tion in  order  to  secure  best  results. 
Insecure  foundation  conditions  are 
largely  the  result  of  subsurface  satu- 
ration, and  wherever  possible,  areas 
which  can  not  be  readily  drained  and 
corrected  are  avoided  in  the  location 
stages  of  highway  design.  It  be- 
comes necessary,  however,  at  times  to 
construct  pavements  over  isolated 
areas  of  this  description,  and  by 
means  of  boring  tests  the  extent  of 
such  instability  is  approximately  de- 
termined. Once  determined,  it  be- 
comes a  question  of  economics  as  to 
the  proper  method  of  correction. 


The 


GRADING  AND  PAVE- 
MENT FOUNDATION 


Methods  Used 

methods    used    in    California, 


Foundation   Important 

The  roadway,  which  is  identical  to 
any     other     engineering     structure. 


listed  as  to  their  feasibility  and  order 
of  consideration,  are  as  follows: 

(1)  Dewatering    by    gravity    flow 
induced  by  subsurface  drains 

(2)  Removal    and    replacement    of 
the  unstable  material 

(3)  Building    of    an    embankment 


strut  between  the  unstable 
mass,  if  dry,  and  an  adjacent 
stable  geological  structure 

(4)  Construction  of  a  stable  road- 
bed by  means  of  a  systematic 
overloading  of  the  roadbed 
area  to  obtain  displacement  of 
underlying  mud  and  followed 
by  removal  of  surplus  over- 
load to  the  planned  elevation 

(5)  The  construction  of  vertical 
drains  for  dewatering  under- 
lying mud 

The  first  four  of  these  methods  are 
in  quite  common  use  by  highway 
engineers.  It  has  become  general 
practice  in  California  construction  to 
supplement  methods  (1)  and  (2), 
wherever  rock  is  available,  by  exca- 
vating a  toe  trench  to  solid  founda- 
tion on  the  lower  side  of  the  unstable 
area  and  backfilling  with  as  coarse 
rock  fragments  as  are  available.  This 
type  of  submerged  gravity  rock  toe 
wall  is  particularly  effective  under  a 
varietv  of  conditions. 


Fine   example   of  20-foot   asphalt   pavement   laid   on   a   3.8    mile  section  of  highway   near  Vacaville   in   Solano  County. 


fTen] 


(July  i9}7)  California  Highways  and  Public  Works 


This   is  a   sample   of  20-foot   road-mix   oiled   surface   on   a   10.9   mile   section   of   highway   in    Riverside   County,  west   of   Indio. 


New   Departure 

Method  (5)  is  particularly  worthy 
of  description,  as  it  is  comparatively 
new  and  was  originated  by  the  Divi- 
sion of  Highways.  This  method  con- 
sists of  sinking  a  large  diameter  well 
casing  to  the  bottom  of  the  unstable 
area  and  as  the  easing  is  removed, 
filling  the  hole  with  a  porous  and 
granular  aggregate.  The  spacing  of 
the  vertical  drains  must  necessarily  be 
on  rather  close  centers,  which  makes 
the  method  rather  expensive.  On  the 
limited  experimental  sections  con- 
structed to  date,  it  would  appear  that 
the  rate  of  consolidation  of  the  un- 
stable material  under  the  load  of  the 
superimposed  roadway  is  greatly  ac- 
celerated, and  if  sufficient  time  can  be 
permitted  between  the  construction 
of  the  roadway  and  the  final  paving, 
distortion  of  the  riding  surface  may 
be  minimized.  Lateral  movement  of 
the  unstable  area  during  consolida- 
tion, however,  may  decrea.se  the 
effectiveness  of  this  method,  and  rea- 
sonable care  must  be  exercised  in  the 
construction.  It  is  necessary  to  con- 
nect the  tops  of  the  vertical  drains, 
by  means  of  porous  subdrains,  to  a 
convenient  outlet. 


STABILIZATION  OF 
SUBGRADES 


Stabilizing  of  subgrades  is  gener- 
ally accomplished  with  a  blanket 
course  of  suitable  material  of  suf- 
ficient depth  to  distribute  the  load  to 
limits  well  under  the  maximum  bear- 
ing power  of  the  underlying  ma- 
terials. Where  suitable  blanket 
material  is  difficult  to  obtain,  con- 
sideration is  given  as  to  whether  an 
admixture  can  economically  be  added 
to  the  native  soil,  or  the  road  re- 
located in  a  more  favorable  locality. 

Even  the  most  economical  of 
foundation  treatments  is  an  expen- 
sive procedure  and  has  resulted  in 
considerably  increased  cost  of  con- 
struction. In  general,  however,  the 
decrease  in  subsequent  maintenance 
expenditures  and  the  increased  con- 
venience to  the  traveling  public  have 
adequately  justified  the  added  ex- 
pense. 


PORTLAND  CEMENT 
CONCRETE 


"Well,     my     pal     has     joined     the     silent 
majority." 
"Dead,  eh?" 
"Married." 


Construction   Methods 

The  conventional  methods  of  finish- 
ing were  used  throughout  the  1!^3G 
season's  Avork.     Due  to  the  difficulty 


in  obtaining  floatmen  with  experience, 
an  effort  was  made  to  reduce  the 
weight  of  finishing  tools,  especially 
the  floats,  to  make  them  more  work- 
able by  the  average  individual. 

Joint    Construction 

All  transverse  joints  are  doweled 
with  I  inch  round  steel  bars  on  14- 
ineh  centers.  The  onlj'  other  steel 
used  is  the  i  inch  square  reinforcing 
bar  fixed  by  chairs  driven  into  the 
subgrade  to  support  each  end  of  the 
dowels,  and  the  longitudinal  tie-bars 
at  selected  locations.  Wherever  sub- 
sequent movement  was  anticipated  in 
high  embankments,  tie-bars  were  used 
across  the  longitudinal  joint  consist- 
ing of  i  inch  square  bars  in  longi- 
tudinal weakened  plane  joints,  and 
threaded  sleeve-connected  f  inch  bolts 
placed  along  longitudinal  construc- 
tion joints. 

The  joint  interval  was  almost  uni- 
formly 20  feet,  with  provision  made 
for  ^  inch  expansion  at  each  60-foot 
interval. 

Mixtures 

Considerable  reduction  in  the 
cement  content  was  undertaken  dur- 
ing the  past  season.  Forty-nine  per 
cent  of  the  season's  mileage  was  con- 
structed of  concrete  -svitli  but  five 
sacks  to  the  cubic  yard.  Provision 
was    made    in    the    specifications    to 

(Continued  on  next  page) 


California  Hightvays  and  Public  Works    ouiy  1937) 


[Eleven] 


PORTLAND  CEMENT  CONCRETE  PAVEMENT  RECORDS  FOR  1936 


^ 

>« 

ra 

O  J3 

T3    C 

Resident 

Street 

J. 

^1 

»E 

s  ^ 

Engineer 

*  -S  j: 

"  DO   C 

<t  0  5" 

|| 

flc.S 

South  ^Entrance   to    Red    Bluff N.    M.    Ball   Sons M. 

Plumas  St.,   Bridge  St.— Scott  St.,  in  Yuba  City-Leo    F.    Piazza J. 

M    St.    Subway — Sacto.    River    Brg A.    Teichert   i    Son J. 

Folger    Ave.    Subway— 9th    St L.  C.  Seidel L. 

SF    Bay   Bridge — Folger   Ave Hanrahan- Wilcox    Corp L. 

Tajiguas    Creek — Arroyo    Hondo Granfield,    Farrar   &   Carlin V. 

U    mi.    S.    of    Kern    Co.    Line— Fort   Tejon Griffith     Company F. 

At    Walnut    Canyon C.    F.    Robbins G. 

Little   Sycamore   Canyon — Encinal   Canyon Oswald     Bros C. 

Seal    Beach — Newport    Beach Geo.    R.    Curtis    Co W. 

Oxnard— Hueneme   Road J.    E.   Haddock G. 

At    Newport    Beach IVIundo    Engineering    Co L. 

Rosemead    Blvd.,    San    Gabriel    Blvd. — Ramona 

Blvd.   C.   O.  Sparks C. 

Sepulveda  Blvd.,  Lincoln  Blvd. — Centinella  Ave. .Match     Bros C. 

Route   19 — Anaheim-Spadra   Road   _C.    R.    Butterfield H. 

Between  Club   Road  and   El  Circulo J.    E.    Haddock,   Ltd G. 

Gypsum    Creek — Riverside    County    Line Gibbons   &    Reed F. 

Santa    Ana    River — Alabama    St.   Matich     Bros J. 

Rosemead   Blvd.,   Longden   Ave. — Fairview   Ave.- J.    E.    Haddock,   Ltd C. 

1    mi.    N.   of  Carquinez    Br. — Cordelia Hanrahan-Wilcox    Corp. A. 

2.2   mi.   West   of   Indio B.    G.    Carroll R. 


Fredericksen__ 
P.    Murphy 

D.  Greene 

G.   Marshall 

G.  Marshall 

E.  Pearson 

M.    Reynolds 

R.    Halton._     _ 
N,   Ainley 

D.    Eaton 

E.    Farnsworth 
R.    McNeely 

P.   Montgomery 

N.    Ainley 

B.    Lindley 

E.    Farnsworth 

B.  Cressy 

M.   Hollister 

P.   Montgomery 

N.    Lund 

C.  Payne   


A.   Bigelow 199.0  4589  1.01  11.6 

__    __      __      48.3  4248  3.80  ___ 

R.    T.   Williams 126.4  3087a  2.13  18.6 

H.    M.    Chapman 190.7  4793  1.78  18.0 

J.    O.    Dietschy 114.3  4780  .85  8.5 

F.  C.    Weigel 370.4  4455  .50  5.2 

C.    C.    Hinsdale 355.5  3427b  .74  4.9 

H.    D.    Johnson 239.8  4498  2.10  8.9 

G.  H.    Lamb 372.7  4074  .44  10.8 

E.    E.   Jackson    -               463.0  4412b  .70  8.0 

G.    H.    Lamb 444.1  5496  .96  12.7 

H.     D.    Johnson 240.8  3980  1.50  12.2 

H.     D.     Johnson 303.5  5172  .86  7.9 

G.    H.    Lamb 432.0  3804  .56  5.5 

H.    D.   Johnson 325.7  5570  .72  12.0 

J.    R.    Rubey 272.0  5039  3.28  13.9 

W.   T.    Lamb 418.8  4306  .65  7.1 

W.    H.   Crawford 358.1  3865b  1.06  12.8 

^.    G.    Black 389.3  5953  1.22  6.1 

L.    E.    Ford 690.0  3636b  .92  25.9 

L.    B.    Munro 290.7  4321  .68  13.2 

Averages 380.5  4180  .85  12.1 


"  10-day    break,    early   hardening   cement. 
'■  Class    B   concrete,    average   strength,    3740;. 
Class   A   concrete   average   strength,   4550;. 


ASPHALT  CONCRETE  PAVEMENT  RECORDS  FOR  1936 


o^ 

5 

•s- 

It 

Location 

Contractor 

Resident 
Engineer 

Street 
Assistant 

1 

■^1 

5  E 

"  E 

t-g 

li 

<  a 

=  ■5 
£.1 

Corning — Proberta    __Peninsula    Paving    Co M. 

C   Street— American    River A.  Teichert  4   Son J. 

Yolo   Causeway— M    St.    Subway A.  Teichert  &  Son j. 

SF    Bay   Bridge — Folger   Ave Hanrahan-Wilcox   Cot  p L. 

34th   St.— 7th   St.,   Oakland Hanrahan    Company F. 

12th    St.,    20th    Ave.— 29th    Ave Heafey-Moore    Co F. 

Richfield   Tower — Santa    Maria    River Heafey-Moore    Co H. 

Approach   to    Marengo    St.    Bridge Tomei    Construction    Co W, 

Verdugo    Road — Flintridge    Country    Club Geo.   R.  Curtis  Paving  Co W. 

San   Fernando   Road   through    Newhall Geo.   R.  Curtis  Paving  Co E. 

At    Newport    Beach Mundo    Engineering    Co. L. 

Fenwick   St. — Scoville   Ave.,    Sunland Southwest    Paving   Co M. 

San    Fernando   Rd. — Central    Ave.,   Glendale Southwest   Paving   Co G. 

Traffic    Circle — Los    Angeles    St Sully-Miller  Co _E. 

Chapman  Ave.  and  Glassell  St. .C.    O.    Sparks H. 

Camarillo   State   Hospital   roads Oswald     Bros P. 

3.7  mi.   N.   of   Fairfield — 0.6  mi.  S.   of  Vacaville..  Union    Paving    Co A. 


Fredericksen —    ' 
P.   Murphy V 

D.  Greene W 

G.    Marshall I. 

W.    Montell '. 

W.    Montell E. 

J.    Doggart B. 

D.    Eaton E. 

J.    Calvin A. 

L.    Seitz ^. 

R.    McNeely H. 

H.   Mitchell M. 

E.  Farnsworth    \. 

A.  Parker A. 

B.  Lindley ^. 

E.  Ruplinger  ^V. 

K.  Nulty E. 


M.    Douglas 247.4  32%«  93.9  11.6 

J.    Braker __  472.0  35%*  91.2  19.3 

W.    Greer 526.0  2358  92.7  19.1 

W.    Smith 488.7  2185  96.0  14.6 

W.    Smith 601.7  26%<  95.9  11.5 

W.    Strandberg-        165.9  2825  87.0  17.2 

G.   Stone 305.0  2930  96.1  11.5 

H.    Dewing 256.8  3462  --  105.8 

L.    Hawkins 579.7  2960  95.6  14.9 

W.    Carr 504.9  3550  96.1  11.4 

D.   Johnson 422.0  39'Vo*  94.3  31.7 

C.  Loose 304.2  2470  97.7  21.5 

W.    Carr 292.1  3250  96.7  50.8 

W.    Carr 642.2  2764  97.3  14.6 

W.    Carr 173.6  3344  96.2  16.1 

W.    Carr .   261.7  3444  92.0  18.8 

D.  Bulton 694.0  2975  93.9  13.0 

Averages 447.0  2650  94.3  14.7 


''  Stabilometer   Test. 


blend  fine  sand  with  the  ordinary 
commercial  product,  but  on  only  one 
job  was  this  found  necessary.  The.se 
mixtures  are  somewhat  harsh,  but  it 
was  demonstrated  durinpr  this  season 


that  excellent  results  could  be  ob- 
tained with  such  reductions  in  cement. 
The  vibration  method  of  placing: 
concrete  was  set  up  as  an  alternate 
method  in   the  specifications,  but  no 


contractor  has  seen  fit  to  avail  him- 
•self  of  this  opportunity.  An  attempt 
was  made  to  substitute  vibration 
alon?  the  side  forms  in  lieu  of  spad- 
ing by  means  of  trailing  individual 


fTwelvel 


(July  19)7)  California  Hightvays  and  Public  Works 


BITUMINOUS  TREATED  SURFACE  RECORDS  FOR  1936 


R:sUent  Engineer 


Plant  Mix 


S.    City    Limits    Eureka — Wabash    Ave IVIercer-Fraser     Co 1. 

1.5   rtii.    E.   of   Bella    Vista — Diddy    Hill Peninsula    Paving    Co L. 

Kyburz — Strawberry    Union    Paving    Co W 

4  mi.   N.  Willows— 1   mi.  S.  of  Artois   (per.) N.    M.    Ball    Sons E. 

Conner     Lake — Truckee Pacific   States  Const.  Co G, 

Walnut    Grove — Freeport     (por.) A.   Teichert   &    Son J. 

4.5   mi.    NE.   of   Tahoe   City — Nevada    Line Hemstreet   &    Bell J. 

Dunnigan — Arbuckle    -Hanrahan    Co.   H 

Main   St.,   Second   St. — Elm   St A.   Teichert   &    Son J. 

Orland — Northerly    boundary N.   M.   Ball   Sons  &   Larsen   Bros A 

Folger   Ave. — Camelia    St Hanrahan    Co. -_L. 

In   Oakland   at    Berkeley   Line Hanrahan    Co.   __  L, 

Soledad — Gonzales     -A.   J.    Raisch    Co J. 

Lincoln   St. — W.   City   Limits,   Salinas --Granite  Construction  Co A. 

Somis — Saticoy     Oswald    Bros P. 

Clark — Sudden    Barrancas Kovacevich    &    Price B. 

At    Teague — McKevett    Crossing Dimmitt    &    Taylor B. 

Beaumont — San    Bernardino    County    Line Oswald    Bros D. 

Verdemont — 0.8    mile    west Geo.    Herz   i   Co G. 

At    Little    Mountain    Entrance   to    San    Bernardino Geo.    Herz   &    Co 1. 

In    Benicia Louis    Biasotti    &    Son A. 

Turlock — Keyes    -S.    M.    McGaw R. 

4   mi.    W.    of   Westmorland — Trifolium    Canal Oswald    Bros F. 

1.4   mi.    S.   of   Thermal — Jet.    Rte.   26 R.   E.    Hazard  <£.   Sons J. 


C.  Black 

H,    Williams     

.   G.    Remington 

Hay 

M.    Leatherwood  — 

D.  Greene 

C.  Womack 

D.  Ragan 

D.  Greene 

P.    Bosworth 

G.     Marshall 

G.     Marshall 

C.  Adams 

L,   Lamb 

E.  Ruplinger 

N.    Frykland 

N.    Frykland 

J.   Stout 

E.  Malkson 

M.    Cowgill 

L.   Tschantz- Hahn 

C.    Clarke 

B.   Stewart 

M.  Hodges 


Average 


26.8 
31.3 
25.9 
76.3 
32.0 
15.6 
38.1 
46.2 
41.8 
22.7 
33.5 
18.3 
28.8 
70.1 
35.4 
25.8 
35.2 
48.2 
14.2 
29.2 
220.9 
43.2 
23.7 
22.1 

33.5 


Road  Mix 

Adin — Rush     Fredericksen    <S.    Westbrook  — 

Ede's    Ranch — Beckwourth    Pass A.   Teichert   &    Son 

1.5    mi.    N.    of    Meyers J.   R.   Galbraith   &   D.   A.   Cane 

Knights     Landing — Robbins .Hanrahan    Co 

Lewis    Creek — Priest    Valley Young    &,    Son 

3   mi.   N.   of   Big   Sur — Molera    Ranch Granfield,   Farrar  &  Carlin 

Bear   Valley — 1    mi.    N.    of    Willow    Creek Union    Paving    Co 

1   mi.   E.  of  Santa   Inez — Los  Olivas Oswald    Bros 

1    mi.   E.   of  Cholame — Kern   Co.   Line A.   Teichert   &   Son   

Hollister    Ave. — Painted    Cave    Road Granfield,    Farrar    &    Carlin— 

4.5    mi.    S.    of    Shafter — Shafter Southern    Calif.    Roads   Co 

Eric — La     Rose A.   Teichert   &   Son 

3   mi.    NE. — 4  mi.    NE.   of  Taft John  Jurkovich 

Yokohl — 1    mi.    N.   of    Lemon    Cove Union    Paving   Co 

West  Casitas  Pass — East  Casitas  Pass Daley  Corporation 

East    Casitas    Pass — Coyote    Creek C.    F.    Robbins 

Camarillo   State   Hospital   roads .-Oimmitt  &  Taylor 

Santa    Ana    River — M    St.    Colton B.   G.   Carroll 

Los  Angeles  County   Line — Pipe   Line   Ave Dimmitt  &  Taylor 

1  mi.    NW.    of    Lake    Arrowhead — Lake    Arrowhead Geo.   J.    Bock  Co 

Westerly    Bdy. — Route    59 Basich     Bros 

Near   Third    St.,    Barstow — 0.6    mi.    East Matlch    Bros. 

10   mi.    W.    of    Indio — Indio Sharp   &    Fellows 

Big    Pine — Keough    Hot    Springs Basich   Bros. 

3   mi.    N.— 12   mi.    N.   of    Mojave A.    S.    Vinnell    Co 

2  mi.   S.   of   Rush   Creek — 2  mi.   N.   of   Leevining Basich  Bros. 

Sullivan    Creek — 3.5    mi.    East Union    Paving   Co 

3.5  mi.   E.  of  Sullivan   Creek — Pooley's -M.   J.    B.   Construction    Co. 


-H.   F.   Caton 68.2 

-C.    A.    Potter 19.7 

-H.   F.  Sherwood 

-J.  W.  Corvin 32.8 

-E.    F.   Carter 90.8 

_K.  B.   Knudsen 54.0 

-R.   Windele 43.3 

V.    E.    Pearson 64.2 

-C.   R.   Burns 33.4 

-V.    E.    Pearson 14.8 

-J.   W.   Cole 26.0 

-O.    G.    Evans 16.5 

-'^.    M.    Reynolds 37.9 

-C.    F.   Oliphant 39.4 

-W.   L.  Welch 22.9 

-W.   J.   Calvin 49.7 

B.    N.    Frykland 26.2 

-E.  A.  Bannister 20.5 

-D.  J.  Stout 33.0 

-G.    E.    Malkson 21.1 

-C.    V.    Kane 41.0 

-O.   B.   Brinkerhoff 45.6 

-=.  L.   Evans 18.3 

-^.  C.   Briney 12.1 

-C.   M.   Rose 23.0 

\.   C.   Briney 29.4 

-G.   R.   Hubbard 32.3 

-  2.   R.   Hubbard 29.4 

Average   30.0 


Miscellaneous  Types 


Putah     Creek— Davis E.    F.    Hilliard 

Scott's   Valley — 1    mi.    N.   Santa    Cruz Peninsula    Paving    Co.- 

Stony    Point    Road— Cotati N.   M.   Ball   Sons 

Across   Thompson    Gulch A.   Teichert   &.    Son 

Bolsa   Ave.,   Bay  Blvd. — Bolsa  Chica   Rd Sulley-Miller    Co 


-M.    E.    Ryan 83.4 

-A.  Walsh 28.9 

H.  A.  Simard 144.2 

-H.  J.   Doggart 75.6 

-~.    B.   Cressy 47.9 

>         Average   60.0 


units  over  the  surface  adjacent  to  the 
side  forms,  but  this  proved  to  be  un- 
successful. 

Construction    Records 

The  maximum  average  daily  out- 
put    of     Portland     cement     concrete 


pavement,  reduced  to  an  .S-liour  com- 
parative basis,  wa.s  placed  on  Con- 
tract 810TC2-.510TC2-410TC8.  road 
X-Sol,  Nap-7,  8-FGHA,  1  mile  north 
of  Carquinez  Bridge  to  Cordelia,  by 
Hanrahan-Wilcox  Co.,  690  cubic 
yards  being  produced  by  two  paver.s. 


A.  X.  Lund  was  the  resident  engineer 
with  L.  E.  Ford  as  street  assistant. 
The  maximum  output  for  one  paver 
was  463  cubic  vards  per  day,  on  Con- 
tract 87VC9,  road  VII-Ora-60SlB,A, 
NptB,  Seal  Beach  to  Newport  Beach, 

(Continued  on  page  20) 


California  Highways  and  Public  Works    (juiy  i9}7) 


[Thirteen] 


i 


Manchester-Firestone  Boulevard 
Is  Opened  By  Governor  Merriam 

By  P.  A.  McDonald,  Assistant  Ensineer 


Uppei Governor     Merriam     cuts     ribbon     to     formally     open     Manchester- Firestone 

Boulevard,  being  assisted  by  Miss  Bernice  Legg  and  Miss  Susanna  Dudlex.  On  the 
Governor's  right  are  Frank  C.  Balfour,  Master  of  Ceremonies,  and  Chairman  Harry  A. 
Hopkins  of  the  California  Highway  Commission.  Lower — View  of  section  of  new 
highway. 


GOVERNOR  Frank  F.  Merriam, 
officials  of  the  Department  of 
I'ublie  Works,  prominent  Los 
Angeles  County  officials  and  civic 
leaders  aided  the  citizens  of  Downey 
Satnrday,  June  26.  in  formally  dedi- 
cating and  celebrating  the  completion 
of  Manchester-Firestone  Boulevard 
through  that  community. 

A  program  of  speaking  was  held  at 
the  intersection  of  Firestone  Boule- 
vard and  Downey  Avenue,  and  the 
official  opening  of  the  boulevard  took 
place  in  front  of  the  speakers'  stand 
when  Governor  Merriam  cut  a  red  rib- 
bon held  by  two  "ribbon  girls,"  Ber- 
nice Legg,  daughter  of  Los  Angeles 
County  Supervisor  Herbert  C.  Legg, 
and  Susanna  Dudlex.  daughter  of 
Sam  Dudlex,  chairman  of  the  day 
and  prominent  Downey  citizen. 

Following  dedication  ceremonies,  a 


luncheon  was  served  to  one  hundred 
and  fifty  guests  at  the  Downey 
Women's  Clubhouse,  where  Governor 
Merriam  again  spoke. 

Supervising  Right  of  Way  Agent 
Frank  C.  Balfour  acted  as  master  of 
ceremonies  at  both  programs. 

Governor  Merriam,  in  his  address, 
told  of  the  inauguration  of  the  gaso- 
line tax.  of  the  many  highways  it  has 
built,  and  of  the  fact  that  the  demand 
for  greater  and  more  highways  keeps 
well  ahead  of  the  ability  to  create  the 
new  traffic  lanes,  and  urged  that  this 
source  of  revenue  be  retained  for  its 
intended  purpose  and  not  diverted  to 
uses  other  than  building  and  main- 
taining highways. 

As.sistant  Director,  Ju.stus  F. 
Craemer.  in  a  short  talk  spoke  of  the 
traffic  toll  and  highway  accidents  and 
urged  greater  caution  in  driving. 


Carmel-San  Simeon 
Highway  at  Last 
Becomes  Reality 

(Continued    from    page    2) 

were  almost  continuously  in  progress. 
Great  credit  is  due  these  engineering 
survey  parties  for  their  stout-hearted- 
ness  in  connection  with  this  location 
work  for  they  were  at  many  places 
only  able  to  obtain  their  information 
by  being  lowered  over  cliffs  on  ropes. 
It  was  surprising  how  quickly  the 
engineers  adapted  themselves  to  this 
rugged  country  and  acquired  an  agil- 
ity resembling  that  of  the  mountain 
goat. 

FIRST  CONTRACT  WORK 

The  first  contract  for  construction 
was  awarded  to  the  firm  of  Blake  & 
Heaney,  who  .started  in  1921  to  grade 
between  Piedra  Blanca  Lighthouse, 
approximately  six  miles  north  of  San 
Simeon,  to  Salmon  Creek.  This  con- 
tract was  completed  in  December  of 
1924,  having  graded  a  road  width  21 
feet  wide  in  cuts  and  24  feet  wide  in 
fills. 

In  September  of  1922,  George  Pol- 
lock &  Company  started  work  on  a 
contract  to  grade  between  Anderson 
Canyon  and  Big  Sur.  This  contract 
covers  one  of  the  most  rugged  areas 
along  the  coast  and  was  fraught  with 
difficulties  such  as  have  been  experi- 
enced in  but  few  places  elsewhere  in 
the  State.  When  the  natural  slopes 
were  disturbed  great  quantities  of 
rock  material  came  down  in  slides 
which  caused  considerable  delay  as 
well  as  danger  to  the  men  and  equip- 
ment doing  the  work. 

In  one  of  these  slides  a  power  shovel 
was  carried  from  the  roadside  down 
to  the  ocean  500  feet  below  where  it 
was  so  completely  wrecked  it  had  to 
be  abandoned.  Great  difficulty  was 
encountered  by  this  contractor  in  get- 
ting his  equipment  and  supplies  to 
the  job  on  account  of  the  very  limited 
hauling  facilities  and  finally  he 
brought  most  of  his  materials  through 
by  launch  and  barge  to  a  sheltered 
cove  about  midway  of  the  job,  where 
liis  camp  was  established. 

CONVICT  LABOR  WORK 

Following  the  completion  of  the 
Pollock  contract  in  October  of  1924. 
no  further  work  was  done  on  the 
Carmel-San  Simeon  highway,  except 
maintenance,    until    1927.    when    the 


[Fourteen] 


(July  i9}7)  California  Highways  and  Public  Works 


decision  was  made  to  utilize  prison 
labor  for  the  construction.  The  first 
prison  labor  camp  was  established 
near  Salmon  Creek  in  March,  1928, 
with  accommodations  for  120  convicts 
and  20  free  men,  who  worked  north- 
erly from  this  point  which  was  the 
northerly  end  of  the  first  named  con- 
tract above.  The  original  intention 
in  establishing  the  prison  labor  camp 
was  to  construct  the  road  principally 
by  hand  methods,  but  this  was  found 
to  be  so  slow  and  inefficient  that  it 
was  later  decided  to  bring  in  equip- 
ment, including  shovels,  scrapers,  etc.. 
and  confine  the  convicts'  operations 
to  purely  hand  labor  work  such  as 
drilling,  constructing  masonry  walls. 
parapets,  etc. 

In  July  of  1928  another  prison 
labor  camp  was  established  near  tlie 
mouth  of  the  Little  Sur  River  about 
18  miles  south  of  Carmel.  from  which 
point  the  grading  of  the  roadbed  along 
the  coastal  cliffs  between  Molera  's 
Ranch  and  Rocky  Creek,  a  distance 
of  8  miles,  was  carried  on.  When  this 
section  of  road  was  completed  the 
camp  was  moved  to  Anderson  Canyon 
where  it  remained  until  the  comple- 
tion of  the  work  in  June,  1937. 
Work  from  this  camp  was  carried 
southerly  from  Anderson  Canyon  to 
Big  Creek,  which  is  approximately 
46  miles  south  of  Carmel. 

T^pon  the  completion  of  this  section 
the  same  crew  started  working  north 
towards  Big  Sur.  The  reconstruction 
and  realignment  of  this  section  was 
the  final  work  accomplished  from  the 
Anderson  Canyon  convict  camp.  The 
southerly  convict  camp  working  north 
from  Salmon  Creek  carried  construc- 
tion through  to  Big  Creek,  moving 
the  camp  ahead  as  the  work  pro- 
gressed to  Willow  Creek  and  later 
establishing  the  camp  at  Kirk  Creek, 
which  is  about  midway  in  the  portion 
of  road  constructed  by  convict  labor. 

HUGE  BLASTING  JOB 

One  of  the  outstanding  construction 
features  on  the  work  handled  was, 
undoubtedly,  the  carving  of  a  road- 
way around  Limekiln  Bluff,  about  37 
miles  north  of  San  Simeon.  This  is 
a  massive  promontory  of  solid  granite 
rock,  rising  several  hundred  feet. 
nearly  vertically  from  the  ocean.  A 
single  charge  of  dynamite  and  black 
powder,  totaling  34  tons,  dislodged 
approximately  97.000  cubic  yards  of 
solid  rock,  of  which,  about  70.000 
cubic  yards  was  blown  into  the  ocean. 
A  total  of  163.000  yards  was  eventu- 
allv  I'emoved  at  this  point,  within  a 
distance  of  1,000  feet. 


The  two  convict  camps  working 
toward  each  other  met  in  September, 
1934.  and  on  the  18th  day  of  that 
month,  the  final  barrier  was  removed 
and  a  few  official  cars  were  driven 
through  the  entire  distance  from  San 
Simeon  to  Carmel  for  the  first  time, 
although  a  considerable  portion  of  the 
road  was  still  what  is  known  as  a  con- 
struction road,  and  only  wide  enough 
for  one  car.  with  steep  detour  roads 
down  into  the  various  deep  canyons 
traversed. 

BRroOES  ARE  NUMEROfS 

While  this  road  work  progressed 
from  either  end.  it  was  necessary  to 
construct  short  detour  roads  down 
into  the  canyons  and  cross  the  streams 
with  short  temporary  bridges,  which 
were  later  replaced  with  permanent 
structures.  A  total  of  29  bridges 
have  been  completed  between  Carmel 
and  San  Simeon.  There  are  still 
three  structures  to  be  completed  to 
span  the  A'arious  streams  along  this 
route. 

All  bridges  were  designed  and  con- 
structed under  the  direction  of  F.  W. 
Panhorst.  Bridge  Engineer. 

RIGHTS  OF  WAY 

The  Division  of  Highways  is  glad 
to  acknowledge  the  generous  coopera- 
tion of  most  of  the  land  owners  along 
the  route.  Rights  of  way  in  the 
undeveloped  sections  were  generally 
donated  and  but  few  selfish  individ- 
uals were  encountered. 

The  most  serious  right  of  way 
jiroblem.  and  the  most  costly  right  of 
way.  was  through  the  highly  devel- 
oped Carmel  Highlands  subdivision, 
about  4.5  miles  south  of  Carmel. 
Through  this  subdivision  the  engi- 
neers made  every  effort  to  avoid  de- 
stroying any  of  the  features  which 
tend  to  make  the  area  one  of  the  out- 
standing attractions  on  the  route. 

The  Carmel-San  Simeon  section  of 
the  Roosevelt  Highway  either  passes 
through  or  is  in  close  proximity  to  the 
Pfeiffer  Redwood  Park  and  Point 
Lobos  Reserve. 

SUMMARIZATION 

When  construction  work  is  com- 
pleted the  State  will  have  moved 
13.000,000  cubic  yards  of  material, 
built  32  bridges,  varying  in  size  from 
small  timber  structures  to  the  stately 
reinforced  concrete  arch  at  Bixby 
Creek,  and  have  expended  close  to 
$9,000,000.  The  money  expended 
covers  all  construction  costs,  the  cost 
of  engineering,  and  payments  foi' 
liirht  of  way. 


Another  Needed 
Link  of  Olympic 
Boulevard  Opened 

FORMAL  opening  of  Olympic 
Boulevard,  between  Bronson 
Avenue  and  Rimpau  Boule- 
vard in  Los  Angeles,  was  celebrated 
on  July  1  by  State,  county  and  city 
officials  and  business  groups  of  the 
Olympic  Boulevard  Improvement 
Association  and  other  organizations. 
The  dedicated  project,  completion 
of  which  will  be  realized  toward 
the  end  of  July  and  in  anticipation 
of  which  festivities  were  held,  is 
one  of  the  most  essential  lengths  of 
the  Olympic  Boulevard  undertak- 
ing. The  new  section  is  an  opened 
and  improved  stretch,  approxi- 
mately three-quarters  of  a  mile  in 
length,  between  Bronson  Avenue 
and  Rimpau  Boulevard,  entailing  a 
cost  of  around  $100,000,  financed 
out  of  gasoline  tax  funds,  and  is 
100  feet  wide  between  property 
lines,  with  a  74  foot  roadway. 

NEEDED    DEVELOPMENT 

Opening  of  this  stretch  between 
Crenshaw  and  Lucerne  boulevards 
was  through  an  area  that  had  been 
about  95  per  cent  built  up.  The 
Olj'mpic  Boulevard  development  ex- 
tends from  Route  60  at  Santa 
Monica,  easterly  to  the  east  city  lim- 
its of  Los  Angeles  at  Indiana  Street, 
where  it  makes  connection  with 
Route  166.  locally  known  as  Ana- 
heim-Telegraph Road. 

Much  credit  for  the  progress  made 
in  this  important  pro.iect  has  been 
given  to  the  Olympic  Boulevard 
Improvement  Association  under  the 
leadership  of  James  C.  Dolan,  its  presi- 
dent, also  to  Dr.  J.  Dryden  Daven- 
port. President  of  the  Los  Angeles 
Street  Property  Owners  Associa- 
tion, and  to  the  many  individual 
property  owners  who  have  donated 
right  of  way  for  the  improvement, 
of  which  approximately  $l,'200,00O 
of  the  State  cooperative  and  |-cent 
gas  tax  funds  have  been  set  aside 
out  of  the  1937-39  biennium. 

'Mr.  Dolan  presided  at  the  dedica- 
tion which  began  after  the  severing- 
by  Miss  Carlyn  Frank  of  a  ribbon 
stretched  across  the  new  boulevard. 

From  a  platform  erected  nearby, 
a  program  of  speaking  was  held  in 
which  Director  of  Public  Works  Earl 
Lee  Kelly  gave  the  principal  address. 


California  Hightvays  and  Public  Works    (juiy  i9}7) 


[Fifteen  I 


Record  Made 
In  Building 
Road  Detour 

By  J.  W.  VICKREY 

District  Engineer 

THE  Division  of  Highways  is  at 
times  called  upon  to  do  emerg- 
ency quick-time  jobs,  in  order 
to  maintain  uninterrupted  traffic 
service,  that  tax  the  resourcefulness 
■of  a  well  trained  organization  to  the 
limit. 

The  old  wooden  truss  bridge  across 
Rock  Creek,  in  northern  Mendocino 
County,  on  the  Redwood  Highwaj- 
.suddenly  and  without  warning  "gave 
up  the  ghost"  on  April  '21st.  The 
bottom  of  the  canyon  at  the  bridge 
site  is  150  feet  below  highway  grade, 
and  the  sides  are  steep,  rocky,  and 
irregular,  in  all  presenting  a  very 
uninviting  location  for  quick  bridge 
replacement. 

The  construction  of  a  detour 
around  the  bridge  was,  from  a  prac- 
tical standpoint,  out  of  the  question 
and  there  are  no  roads  parallel  to  the 
Redwood  Highway  in  this  part  of  the 
county.  The  total  failure  of  the 
bridge  meant  a  complete  tie-up  of  the 
Redwood  Highway  and  an  isolation 
of  Humboldt  County  from  highway 
traffic  almost  equal  to  the  "before  the 
road  was  open"  days. 

The  bridge  members  that  had 
failed  were  quickly  scabbed  and  tlic 
l)ridge  kept  open  to  automobiles  and 
trucks  of  not.  over  four  tons  total 
load.  Excavation  for  footings  for  a 
new  frame  bent  trestle  were  started 
on  April  26th  upstream  and  parallel 
to  the  old  bridge. 

The  almost  perpendicular  side- 
walls  of  the  canyon  required  the  re- 
moval of  some  3,000  cubic  yards  of 
rock  and  shale  in  order  to  secure 
adequate  footings^  To  accomplish 
this  in  quick  time,  a  shovel  and  truck 
were  dropped  into  the  canyon  with 
the  high  line  that  had  been  hurriedly 
set  up  to  place  the  new  bridge 
timbers. 

Approach  construction  and  fram- 
ing of  the  n'yfliX)  feet  of  timber  pro- 
ceeded concurrently  with  the  excava- 
tion work,  and  trucks  were  permitted 
to  cross  the  new  bridge  with  legal 
loads  on  May  29th. 


This    trestle 

detour  built  in 

record  time  over 

Rock  Creek 

was  designed 

on    the   job    by 

Al    Lernhart  and 

was  constructed 

under  the 

direction   of 

Bridge 

Department 

engineers.     The 

timber   was 

framed   under 

the  direction 

of  Ernie  Smith, 

and  the 

excavation  and 

other 

necessary 

work  under 

Carl  Miller, 

Maintenance 

Superintendent. 

It  is  an 

interesting 

fact  that  these 

gentlemen 

directed  the 

construction 

of  the  old 

bridge   in   1916. 

The  old  bridge 

was  designed 

in  the  District  I 

office  under 

the  direction  of 

Mr.  Haselwood, 

now  District 

Engineer  at 

Redding,  and 

was  built  by 

day  labor  forces. 

It  was 

designed,  so 

Mr.  Haselwood 

states,  to  carry 

a  10-ton  roller 

and  to  last 

for  twenty 

years. 


[Sixteen] 


(July  19)7) 


California  Highways  and  Public  Works 


View  of  section   of   Maze    Road   between   Modesto  and   Tracy  which    is  boon   to   agriculturists. 

Maze  Road  Relieves  Traffic  Problem 

By  R.  E.  PIERCE,  Dislricf  Ensineer 


ONE  of  the  roads  added  to  tlie 
State  Highway  System  by  the 
1933  legislature,  under'  the 
Breed  Aet,  called  locally  the  Maze 
Road,  and  which  at  present  runs 
westerly  from  Modesto  to  the  San 
Joaquin  River,  will  be  an  important 
cross  artery  with  the  ridge  and  ap- 
proaches completed  under  a  previous 
contract,  and  further  improvement 
east  and  west  of  the  river  now  about 
completed. 

The  road  originally  propo.sed  to  be 
taken  into  the  system,  under  this  act. 
ran  from  Modesto  to  Westley  with 
bridges  over  the  San  Joaquin  and 
Tuolumne  rivers.  In  general  the 
road.s  taken  into  the  State  system  by 
the  31133  act  were  existing  traveled 
roads.  The  Maze  Road  is  an  exceji- 
tion  to  this  rule,  as  no  road  existed 
across  and  to  the  west  of  the  San 
Joaquin  River. 

The  forward-looking  people  of 
Stanislaus  County  and  especially  of 
Modesto,  had  in  mind  for  many  years. 


a  direct  road  connecting  the  Sjn 
Francisco  Bay  area  and  Modesto,  and 
extending  easterly  to  Yosemite  Val- 
ley, and  action  was  taken  through  the 
board  of  supervisors  to  have  the  Maze 
Road  made  a  part  of  this  ultimate 
plan. 

The  board  agreed  to  secure  right 
of  ways  from  the  westerly  end  of  the 
Maze  Road  to  the  westerly  county 
boundary,  and  grade  and  oil  surface 
their  part  of  this  new  road  lying  ea.st 
of  the  river,  and  with  this  assurance 
the  Maze  Road  was  made  a  State  high- 
way in  lieu  of  the  existing  road  to 
Westley,  which,  as  shown  on  the  ma]i, 
is  out  of  direction  and  has  numerous 
sharp  curves. 

The  San  Joaquin  County  author- 
ities also  agreed  to  secure  the  right 
of  ways  and  grade  the  road  on  the 
portion  in  their  county,  from  the 
easterly  boundary  to  Vernalis  where 
it  connects  with  Route  41,  the  West 
Side  Highway. 

Botli  the  boards  carried  out  their 


agreements  except  that  as  the  oiling 
in  Stanislaus  County  could  not  be 
completed  by  them,  they  turned  over 
an  amount  of  $3,000  to  the  State  as 
the  estimated  cost  of  completing  their 
obligations. 

Funds  for  the  construction  of  a 
bridge  across  the  San  Joaquin  River 
were  originally  set  up  in  1934,  based 
on  building  a  tixed  span.  The  War 
Department  refused  to  grant  a  per- 
mit for  the  construction  of  a  fixed 
span,  and  as  no  more  money  was 
available,  it  was  decided  to  use  this 
money  for  biiilding  a  relocated  road 
lietween  Newman  and  Crows  Landing, 
a  much  needed  improvement  on  this 
important  West  Side  Highway.  Later 
the  War  Dejiartment  withdrew  their 
objection  to  a  fixed  span  and  the  work 
was  soon  advertised  and  under  way. 

Funds  at  first  set  up  were  not  ade- 
quate to  complete  even  a  graded  and 
dust  oiled  road  to  connect  with  the 
West   Side  Highway  at  Vernalis,  .so 

(Continued  on  page  2S  ) 


California  Hightvays  and  Public  Works   (juiy  i9i7) 


[Seventeen] 


Selection  of  Agsregates  for 
Portland  Cement  Concrete 


By  ALLEN  NICOL,  Junior  Mineralogist,  Materials  and  Research  Department 


THE  purpose  of  this  article  is  to 
describe  briefly  a  few  of  tlie 
types  of  rocks  which  are  com- 
monly found  in  the  aggregates  of  this 
State,  with  a  discussion  of  their 
origin,  mineral  composition  and  suit- 
ability in  highway  use. 

Aggregates  comprise  the  coarse 
and  fine  rock  matter  used  with  water 
and  cement  to  fabricate  concrete. 
They  consist  then  primarily  of  rock 
and  sand.  The  rock  particles  above 
a  No.  3  mesh  are  known  as  coarse 
aggregate,  and  below  a  No.  3  mesh 
as  fine  aggregate,  chiefly  sand. 

The  aggregates  used  in  the  con- 
struction of  our  concrete  highwaj's, 
bridges,  subways  and  overhead  struc- 
tures are  most  commonly  obtained 
from  rivers  and  streams,  or  old  river 
channels.  A  considerable  amount  of 
coarse  aggregate  is  obtained  from 
ledge  deposits  and  crushed  to  suit- 
able size.  In  ledge  deposits  the  rock 
is  usually  of  one  type,  whereas  in 
river  gravels  the  three  main  types  of 
rock  may  be  found  all  together. 

VARIETIES  OP   MINERALS 

A  mineral  may  be  defined  as  any 
naturally  occurring  substance  of  de- 
finite composition  forming  part  of  the 
earth 's  crust.  Rocks  are  aggregations 
of  minerals,  although  one  mineral 
alone  may  sometimes  constitute  a 
rock.  Of  some  seventeen  hundred 
known  varieties  of  minerals  but  very 
few  constitute  the  bulk  of  all  rocks. 
One  authority  states  that  99.9  per 
cent  of  the  earth's  crust  is  composed 
of  only  twenty  minerals.  These  are 
the  fundamental  rock  forming  min- 
erals, with  which  we  are  vitally  con- 
cerned from  an  aggregate  standpoint. 
Of  these  twenty  minerals,  a  few  have 
been  found  to  possess  properties 
which  seriously  afl'ect  the  qualit}'  of 
any  rock  of  which  they  are  a  part. 
Inasmuch  as  rock  quality  is  our  cri- 
terior  in  judging  aggregates,  the  link 
between  mineralogy  and  sound  con- 
crete highways  is  readily  seen. 

On  the  basis  of  origin  there  are 
three  main  types  of  rocks :  igneous. 


SOONONe^5     r£JT 
perRoioafcAiLY   cftoufieo  fiocxs 


a^eocii;    TtiTino 


AFTSft    T£SrwO 


CALCA/IBOUS 

seoiMEr^r^RY 

ROCKS 


f/O*/-  C/IL  CAH£0(/S 
JiOCKS 


J^fiCfLLACeOVi 

SeOitJl/iHTARY 

HOCKS 


Siz£  /ierAiNBO 


4»//»  y^'N.  Uti  kllO  ^Mei 


Showing  various  forms   of  rocks   before  and   after  testing   for    Portland   cement 
concrete  use. 


.sedimentary  and  metamorphic.  Ig- 
neous rocks  are  those  which  have 
formed  by  the  solidification  or  con- 
solidation of  molten  magma,  and  are 
therefore  primary  rocks.  Examples 
are  granite,  diorite  and  basalt. 

TYPES  OF  ROCKS 

Sedimentary  rocks  form  from  ig- 
neous rocks  through  the  agencies  of 
chemical  action,  wind  action,  freez- 
ing and  thawing,  and  water.  As 
these  rocks  break  down,  soluble  par- 
ticles are  leached  out  and  carried 
away  in  solution.  Insoluble  particles 
are  carried  in  suspension,  and  both 
ai-e  eventually  redeposited.  These 
rocks  are  called  secondary.  Examples 
are  limestone,  shale  and  sandstone. 
The  metamorphic  rocks  are  formed 
from  preexisting  igneous  or  sedimen- 
tary rocks  and  are  more  or  less  com- 
pletely  changed   from   their   original 


condition  through  the  action  of  great 
heat,  pressure,  or  both.  Examples 
are  gneisses  and  schists. 

The  three  main  types  of  rocks;  i.e., 
igneous,  sedimentarj',  and  meta- 
morphic, are  each  divided  into  hun- 
dreds of  different  varieties  based  on 
mineral  composition,  grain  size  or 
texture,  occurrence,  and  other  prop- 
erties. No  attempt  will  be  made  here 
to  treat  with  the  ramifications  of 
these  varieties,  their  peculiarities,  and 
terminolog3^  Considerable  attention 
needs  to  be  given  to  those  streambed 
aggregates  which  carry  rock  types 
known  to  be  deleterious.  Such  types 
may  be  detected  through  the  abrasion 
and  soundness  tests  as  used  in  this 
laboratorJ^  Special  attention  is  given 
through  the  use  of  the  petrographic 
microscope. 

The  three  types  of  rocks  are  dis- 
ccontinued on  page  21) 


[Eighteen] 


(July  19)7)  California  Hightvays  and  Public  Works 


Ribbon-cutting  ceremony  opening  last  link  in  Bay  Shore  Highway.  Left  to  right  are  Timothy  Reardon,  State  Director  of  Indus- 
trial Relations;  H.  Ray  Judah  of  Santa  Cruz,  State  Highway  Commissioner;  Earl  Lee  Kelly,  with  scissors,  State  Director  of  Public 
Works;  Adron  Beene,  assemblyman,  30th  district;  Richard  French,  president  San  Jose  City  Council;  Col.  John  H.  Skeggs,  district 
engineer;  L.  B.  Lundborg,  State  Chamber  of  Commerce;  Noa  Gayle,  president  San  Jose  Chamber  of  Commerce;  C.  F.  Price,  resident 
engineer,   and    A.   J.    Raisch,   contractor.      Photo   courtesy   San    Jose    Evening   News. 

Last  Link  In  Bay  Shore  Highway  Dedicated 


VISIONED  more  than  thirteen 
years  ago,  th';'  Bay  Shore  Higli- 
way  connecting  San  Francisco 
and  San  Jose,  heart  of  the  rich  Santa 
Clara  Valley  agricultural  empire,  be- 
came a  complete  unit  of  the  State 
Highway  System  on  June  12  with  the 
official  dedication  to  public  service  of 
the  final  3.1  mile  link  from  the  Agnew 
Underpass  to  San  Jose. 

When  Earl  Lee  Kelly,  Director  of 
the  Department  of  Public  Works, 
representing  Governor  Frank  F.  Mer- 
riam,  snipped  the  ribbon  stretched 
across  the  road  his  action  signalized 
the  completion  of  this  $10,000,000 
highway  project. 

The  new  unit  connects  the  Agnew 
Underpass  with  the  Oakland  High- 
way near  Gish  Road.  It  is  a  divided 
highway  with  two  20-foot  strips  of 
concrete  separated  by  an  eight-foot 
section  of  bituminous  surface. 

FINEST    HIGHWAY 

"I  consider  this  the  finest  higli- 
way  in  the  State  of  California,"  said 
Col.  Jno.  H.  Skeggs,  Fourth  District 
Highway  Engineer,  under  whose 
supervision  the  road  was  built,  who 
was  one  of  the  speakers  at  the  dedica- 
tion    ceremonies.     "There     are     no 


grade  cro.ssings,  aside  from  spur 
tracks,  except  one  in  San  .Jose,  which 
we  hope  to  eliminate  within  the  next 
year  and  a  half.  This  highway  link 
cost  $2.30,000  to  construct  and  is  not 
designed  as  a  high  speed  road,  but  a 
safe  thoroughfare  for  all  classes  of 
traffic." 

In  a  brief  dedicatory  talk.  Director 
Kelly  said: 

"We  have  the  finest  highway 
system  in  the  world,  but  so  great  has 
been  the  increase  in  automobile  travel 
in  California  that  we  are  ten  years 
behind  the  times.  The  San  Jose- 
Oakland  and  San  Jose-Gilroy  routes 
need  new  highways  and  we  are  now 
going  ahead  with  plans  for  an  east- 
shore  highway  on  the  Oakland  side  of 
the  bay  to  San  Jose." 

OFFICIALS    CUT    RIBBON 

With  a  pair  of  scissors.  Director 
Kelly  cut  the  barrier  ribbon,  which 
was  held  by  Irene  Tripp  and  Gladys 
Scott.  He  was  assisted  by  Nao 
Gayle,  president  of  the  San  Jose 
Chamber  of  Commerce,  and  Richard 
French,  president  of  the  San  Jose 
City  Council,  who  also  wielded  snip- 
pers. 

Highwav    Commissioner     H.     Rav 


Judah  of  Santa  Cruz;  Timothy  Rear- 
don, Director  of  the  Department  of 
Industrial  Relations,  and  Col.  Skeggs 
made  brief  addresses. 

Short  talks  were  made  by  Mr. 
Gayle,  Assemblyman  Adron  A.  Beene, 
Richard  French,  president  of  the  city 
council;  Joseph  M.  McKinnon,  super- 
visor; City  Manager  C.  B.  Goodwin; 
George  Glans.  president.  Merchants' 
Association ;  L.  B.  Lundborg,  man- 
ager of  the  central  coast  district. 
State  Chamber  of  Commerce ;  Russell 
Pettit,  manager  of  the  local  Chamber 
of  Commerce,  and  I.  B.  Wright,  as- 
sistant secretary,  highway  division  of 
the  State  Chamber. 

The  dedication  ceremonies  were 
held  under  the  auspices  of  the  San 
Jose  Chamber  of  Commerce  and  the 
California  State  Chamber  of  Com- 
merce and  were  in  charge  of  M.  R. 
Bookwalter,  chairman  of  the  highway 
committee  of  the  San  Jose  Chamber 
of   Commerce. 


A  gentleman  was  walking  down  the  .street 
with  his  little  boy  at  his  side  when  the 
youngster  cried  out,  "Oh,  Pa !  There  goes  an 
editor." 

"Hush,  hush,"  said  the  father.  "Don't 
make  sport  of  the  poor  man.  Who  knows 
what  you  may  come  to  yourself  some  day." 


California  Highways  and  Public  Works    (juiy  1937) 


I  Nineteen  I 


Construction  Progress  and  Pavement  Records  for  1936 


(Continued  from  page  13) 

Geo.  R.  Curtis  Co.,  coiitraetor.  W.  I). 
Eaton,  resident  engineer.  Tlie  fiver- 
age  daily  output  for  the  State  dnriug 
1936  was  385.7  cubic  yards,  compared 
to  343.3  cubic  yards  in  1935. 

Strongest   Concrete 

The  strongest  concrete  i)hiced  dur- 
ing 1936  was  on  Contract  87XC18, 
road  VII-LA-172-C,  Route  19  to  Ana- 
heim-Spadra  Road,  with  an  average 
compressive  strength  of  5570  i)onnds. 
C.  R.  Butterfield  was  the  contractor 
and  H.  B.  Liudley,  resident  engineer. 

Out  of  a  total  of  134.900  cubic 
yards  of  concrete  pavement  laid, 
69,270  cubic  yards,  or  51.3%,  was 
Class  "A"  mix,  with  an  average 
strength  of  4550  pounds,  compared  to 
4965  in  1935.  Four  large  pavement 
projects  used  65,628  cubic  yards  of 
Class  "B"  concrete,  being  48.7%  of 
the  total  yardage  placed,  and  having 
an  average  strength  of  3740  pounds 
at  28  daj'S. 

Cement   Control 

The  record  for  cement  control  \\;is 
made  on  Contract  67VC24,  road 
VII-Ven.L.A.-60-A,  Little  Sycanu)re 
Canyon  to  Encinal  Canyon,  with  an 
average  variation  of  0.44%.  Oswald 
Bros,  were  contractors.  C.  N.  Ainley. 
resident  engineer,  with  G.  H.  Lund, 
street  assistant.  The  avei*age  varia- 
tion for  the  State  was  0.85%,  com- 
pared to  0.93%>  in  1935. 


Surface    Smoothness 

The  record  for  surface  smoothness 
was  obtained  on  Contract  S(iV("l- 
46VC4,  road  VI-LA,Ker-4-DA,  ]  mile 
soiitli  of  Kern  County  line  to  Fort 
Tejon.  where  the  average  rouglniess 
per  mile  was  4.9  inches.  The  con- 
tractor was  the  Griffith  Company,  P. 
^I.  Reynolds,  resident  engineer,  and 
C.  C.  Hinsdale,  street  as.sistant.  The 
average  for  the  State  was  12.1  inches 
per  mile,  compared  to  9.3  inches  in 
1935.  During  1936,  the  smoothest 
and  the  roughest  riding  qualities  were 
encountered  on  projects  constructed 
with  5-sack  concrete,  which  seems  to 
indicate  that  especial  care  must  be 
exercised  with  reduced  cement  content 
mixtures  in  order  to  get  good  results. 
With  the  elimination  of  one  such 
Class  "B"  rough  project,  the  average 
roughness  for  the  year  is  reduced  to 
9.0  inches  per  mile,  which  is  com- 
l)arable  with  previous  years'  records. 


ASPHALT  CONCRETE 


Construction    Methods 

A  decided  improvement  has  been 
made  in  the  average  riding  qualities 
of  asphalt  concrete  during  the  past 
season,  wliich  is  largely  due  to  the  im- 
proved equipment  used  to  spread  and 
to  roll  tlie  mixtures,  to  the  use  of  bet- 
ter metliods  in  straightedging,  and  to 
better-trained  personnel.  Contractors 
have     o-enerallv     discarded     obsolete 


equii^ment  and  provided  the  latest  ini- 
lU'Ovements  when  replacements  were 
made.  The  marking  straiglitcdt:!', 
similar  to  that  described  in  the  Febru- 
ary, 1937,  issue  of  California  High- 
ways and  Public  Works,  has  been 
generall}'  used  throughoiit  1936. 

The  large  amount  of  asphalt  con- 
crete pavement  laid  during  1935  has 
given  our  construction  personnel  a 
wider  training  in  laying  this  type  of 
pavement,  and  that  training  has  been 
reflected  in  the  past  season's  \vorl<. 
It  has  been  found  necessary  to  in- 
crease asplialt  contents  to  compensate 
for  the  inert  asphaltenes  which  are 
disclosed  in  the  petroleum  ether  solu- 
bility test.  These  increases  in  asphalt 
are  contributing  to  the  workability  of 
mixtures  and  likewise  aiding  in  ob- 
taining smoother  riding  pavements. 
The  increased  asplialt  should  iiisuic 
a  longer  service  life  in  this  type  df 
pavement. 

Construction    Records 

The  maximum  daily  output  of 
asphalt  I  oncrete  was  obtained  '>u 
Contract  810TC1.  road  X-Sol-7-C. 
3.7  miles  north  of  Fairfield  to  0.<i 
mile  south  of  Vacaville,  by  Union 
Paving  Co.,  694  tons  being  produced 
per  8-hour  day.  A.  K.  Nulty  was  tlie 
resident  engineer  with  E.  D.  Bultini 
as  street  assistant.  The  average  daily 
output  for  the  State  was  447  tons 
during  1936,  compared  to  520.5  tons 
in  1935.  the  reason  for  the  decreased 

fCnntinued  on  page  21) 


Photograph   of  portion   of  5.5  mile  section   of  30-foot   Portland   cement  concrete   pavement   near   Fort  Tejon   in    Kern   County. 


[  Twenty  1 


(July  19)7)  California  Highways  and  Public  Works 


How  Aggregates  for  Portland 
Cement  Concrete  Are  Selected 


(Continued  from  page  IS) 


tinguished  by  different  properties. 
Igneous  rocks  are  composed  of  crys- 
talline minerals  interlocking  with  one 
another,  are  nsnally  massive,  nnstrati- 
fied  and  without  fossils.  Sedimentary 
rocks  are  composed  of  clastic,  organic, 
and  precipitated  materials,  usually 
welded  into  solid  rock  through  the 
effect  of  pressure  or  cementation,  but 
often  lacking  coherence  or  consolida- 
tion, and  commonly  distinguished  by 
the  jn-e'eii'-p  of  bedding  or  stratifica- 
tion BJid  fossils.  Metamorphic  rocks 
often  retain  some  trace  of  original 
structure,  but  their  most  distinguished 
feature  is  banding  or  foliation. 

In  classifying  the  durable  rocks, 
most  of  the  igneous  and  metamorphic 
types  may  be  included. 

Durable  rock  for  Portland  Cement 
Concrete  is  a  type  which  has  not  been 
altered  to  any  e.xtent,  and  which  con- 
tains no  minerals  likely  to  undergo 
alteration  after  incorporation  into 
concrete.  Further,  the  rock  must  be 
free  of  joints,  fissures,  or  weak  cleav- 
age planes.  These  requirements  ap- 
]ily  to  both  igneous  and  metamorphic 
rocks.  Due  to  their  foliated  charac- 
ter, however,  a  higher  percentage  of 
metamorphic  rocks  exhibit  weak  cleav- 
ages along  which  they  may  break. 
Schists  show  this  wealv  tendency  to 
a  greater  extent  than  do  gneisses. 
The  Los  Angeles  Rattler  test  is  ad- 
vantageous in  determining  these  types 
of  metamor])hics.  Soft  decomposed 
igneous  rock  will  also  be  detected  in 
the  rattler  tests.  The  fine  grained 
igneous  rocks  are  generall.v  more  dur- 
able than  the  coarse  grained. 

ACIDIC    ROCKS 

Acidic  rocks  (those  high  in  per- 
centage of  silica)  are  generally  more 
resistant  to  normal  weathering  than 
the  basic  rocks  (those  deficient  in 
silica  and  high  in  silicates  of  iron  and 
magnesium).  The  reason  for  this  is 
that  silica  (quartz,  formula  SiO.,)  is 
a  hard,  resistant  mineral  that  under- 
goes negligible  change.  The  silicates 
of  iron  and  magnesium,  however, 
readily  undergo  oxidation,  with  the 
formation  of  new  compounds.  These 
minerals  are  not  stable  chemically, 
hence  auv  rocks  of  which  they  are  a 


part  must  of  necessity  be  easily 
altered.  The  amphibole  and  pyrox- 
ene groups  of  minerals  are  examples 
of  this  class. 

Mention  has  before  been  made  that 
sedimentary  rocks  are  the  least  dur- 
able of  the  three  main  types.  Of  the 
sedimentary  types,  shales  are  particu- 
larly unsatisfactory.  They  are  of 
many  different  kinds,  depending  upon 
origin  and  composition.  A  shale  is  a 
compact  rock  composed  of  welded 
argillacwius  material  in  which  the 
average  size  of  grain  is  less  than  .01 
mm.,  and  shows  good  bedding  along 
which  it  splits  readily. 

The  minerals  of  shales  are  often  dif- 
ficult of  positive  identification  be- 
cause of  their  extremely  fine  state  of 
subdivision,  but  consist  mostly  of 
hydrated  silicates  of  aluminum,  hy- 
drated  iron  oxides,  finely  divided 
mica,  some  calcareous  and  carbon- 
aceous matter,  sulphide  of  iron,  and 
other  fine  partii'les  liberated  by  rock 
weathering.  In  spite  of  the  enormous 
variations  in  shales  according  to  their 
parentage  and  composition,  they  are 
to  be  regarded  as  nondurable  so  far 
as  use  in  Portland  Cement  Concrete 
is  concerned. 

The  sandstones  are  also  sedi- 
mentary rocks  of  questionable  dur- 
ability. However,  a  well  cemented 
sandstone,  one  in  which  each  mineral 
grain  is  cemented  to  its  neighbor, 
may  be  a  durable  type  of  rock  for  con- 
crete. The  uonporous  sandstones  and 
conglomerates  also  do  not  allow  i)er- 
meation  of  any  soluble  salts  that  may 
hasten  breakdown  either  in  actual 
use  in  concrete  or  in  the  soundness 
tests.  The  porous  sedimentary  i\r.ki 
have  shown,  however,  a  decidedly 
weak  resistance  to  the  soundness  test  ^ 
as  made  in  the  Research  Laboratory. 
In  California,  where  large  areas  are 
covered  by  a  mantle  of  sedimentary 
rocks  from  the  Jurassic  up  to  the 
Pliocene,  shales,  sandstones  and  con- 
glomerates constitute  the  bulk  of  the 
beds.  Shales  of  the  Tertiary,  par- 
ticularly the  Miocene,  have  been 
found  to  be  extremely  nondurable 
from  observations  based  upon  tests 
and  upon  field  performance. 


1936  Pavins  Records 

(Continued  from  page  20) 

average  tonnage  being  the  increased 
number  of  small  projects. 

The  highest  average  stability  of 
surface  mixture  was  3550  pounds,  ob- 
tained on  Contract  87VC2-67VC27, 
road  VII-LA-23-H.  San  Fernando 
Road  through  Newhall,  by  Geo.  R. 
Curtis  Co.,  Contractor;  E.  L.  Seitz 
was  resident  engineer  with  A.  W. 
Carr,  sti-eet  assistant.  The  average 
stability  for  the  State  was  2650 
pounds,  compared  to  2908  pounds  in 
19.35. 

The  densest  surface  mixture  was 
placed  on  Contract  87VC5-57-VC6j 
road  VII-LA-9-LA,  Fenwick  Street  to 
Scoville  Avenue,  Sunland,  with  a  re-- 
lative  specific  gravity  of  97.7%. 
Southwest  Paving  Co.,  was  the  eon- 
tractor  and  M.  H.  ]\Iitcliell,  resident 
emrineer.  The  State  average  was 
94.3%,  compared  to  95%,  in  1935. 

The  smoothest  asphalt  surface  was 
placed  on  Contract  87VC2-67VC26, 
road  VII-LA-23-H,  San  Fernando 
Road  through  NewhaU,  with  11.4 
inches  per  mile.  The  contractor  was 
Geo.  R.  Curtis  Paving  Co.,  E.  L. 
Seitz.  resident  engineer,  and  A.  W. 
Carr.  street  assistant. 

The  average  smoothness  for  the 
State  was  14.7  inches  as  compared  to 
21.1  inches  per  mile  in  1935. 


BITUMINOUS  TREATED 
SURFACES 


The  mileage  of  road-mix  surfacing 
again  predominated  in  1936,  thei'e 
being  constructed  some  126  miles  of 
this  type  as  compared  to  82  miles  of 
plant-mix. 

The  record  for  surface  smoothne.ss 
of  plant-mix,  14.2  inches  per  mile, 
was  made  on  Contract  88VC7  in  San 
Bernardino  County,  from  Verdemont 
to  0.8  mile  west.  Contractor,  Geo. 
Herz  Co.,  and  Resident  Engineer,  G. 
E,  Malkson.  The  average  roughness 
index  for  the  State  during  1936  was 
33.5  inches  per  mile,  compared  to  36 
inches  in  1935. 

For  road-mix  type,  the  smoothest 
.surface  was  obtained  on  Contract 
89VC1-49CS6  in  Inyo  County  be- 
tween Big  Pine  and  Keougli  Hot 
Springs,  with  12.1  inches  per  mile. 
Tlie  Contractor  was  Basich  Bros.,  and 
Resident  Engineer.  A.  C.  Briney.  The 
average  roughness  index  for  the 
State  during  1936  was  30  inches  per 
mile,  compared  to  37  inches  in  193.5, 


I  California  Highways  and  Public  Works    (juiy  i9}7) 


[Twenty-one] 


Redwood  Log  Crib  Saves  Large  Sum 

By  E.  M.  CAMERON,  District  Maintenance  Ensineer 


DURING  the  winter  of  1935- 
36  a  portion  of  the  highway 
constructed  by  the  Bureau 
of  Public  Roads  on  Route  84  on  the 
Trinity  River,  in  Humboldt  County, 
between  Willow  Creek  and  the 
Iloopa  Indian  Reservation,  was 
washed  out. 

The  location  of  the  wash  was  such 
that  to  have  thrown  the  line  into 
the  hillside  to  obtain  sufficient  w-idtli 
of  roadway  would  have  cost  approxi- 
mately $21,000  for  original  construc- 
tion, without  considering  what  would 
have  to  be  expended  later  for  re- 
moval of  slides,  as  the  material  is  of 
a  very  unstable  nature.  Protection 
of  the  slope  from  future  erosion 
from  the  river  was  included  in  the 
above  cost.  It  was  decided,  there- 
fore to  place  a  crib,  constructed  of 
redwood  logs,  as  a  protection  from 
future  erosion,  which  would  act  also 
as  a  retaining  wall  and  permit  the 
center  line  of  the  highway  to  remain 
in  its  original  location. 

This  portion  of  Iliimboldt  County 
is  not  in  the  redwood  belt  and  it  was 
therefore  necessary  to  haul  the  logs 


in  from  the  coast.  The  Hammond 
Redwood  Company  was  low  biddir 
on  a  contract  to  supply  redwood  logs 
for  the  crib  at  a  price  of  $1.25  ])er 
lineal  foot  for  logs  32  feet  long  with 
an  average  butt  diameter  of  30 
inches.  The  length  of  haul  was  :m) 
miles. 

The  crib  is  approximately  120  fed 
long  and  the  height  36  feet.  The 
photographs  show  the  crib  at  a  timr 
when  it  was  nearing  completion  and 
gives  an  indication  of  the  size  of  tlir 
structure  as  well  as  the  location  with 
respect  to  the  Trinity  River.  The 
bottom  log  of  the  crib  is  below  tlie 
ground  elevation  shown  in  the  pic- 
tures. Construction  was  done  by 
State  forces  under  the  direction  of 
E.  M.  Cameron,  District  Mainte- 
nance Engineer,  and  G.  W.  Lane, 
Maintenance  Superintendent. 

The  work  involved  and  the  cost. 
inchuling  the  furnishing  of  logs,  is 
given  below : 

Excavation 1633  Cu.  Yds.     $1,273.71 

Backfill 4576  Ou.  Tds.       1,130.62 

Logs  in  place_-_3688  Lin.  Ft.         7,436.65 


Upper  picture  shows  size  of  Redwood  crib  on 
Trinity  River  to  protect  highway.  Lowei — View 
of     river     bed     and     road     above     where     erosion 


Total  cost $0.,S40.0S     occurred. 


[Twenty-two] 


(July  1937)  California  Hightvays  and  Public  Works 


State  Makes  Extensive  Highway  Survey 


(Continued  from  page  8) 

To  compensate  for  the  play  in  the 
steering  gear  of  the  ear,  two  zero 
points  were  drawn  near  the  top 
center  of  the  protractor.  The  car  was 
then  taken  to  a  flat  cleared  area  and, 
with  the  pointer  on  the  wheel  held 
at  the  one-quarter  point  on  the  pro- 
tractor, driven  in  a  complete  circle. 
The  radius  of  the  circle  was  then 
measured  and  noted. 

The  car  was  next  driven  in  com- 
plete circles  with  the  pointer  on  the 
one-eighth  and  one-half  points  and 
the  radius  of  eaeli  circle  measured. 
From  these  measurements  the  pro- 
tractor was  calibrated  and  marked. 
It  was  later  checked  many  times  on 
highway  curves  of  known  radii  and 
foiind  to  check  within  about  10  per 
cent  on  curves  of  1.000  feet  radius  or 
less  and  about  25  per  cent  on  curves 
from  1.000  feet  to  1,500  feet  radius. 
Radii  of  curves  of  more  tlian  1,500 
feet  were  estimated. 

SUPEEOMETER    CONSTRUCTION 

Tlie  superometer  was  constructed 
as  follows.  A  piece  of  one-quarter 
inch  diameter  ]iipe,  three  feet  long 
was  attached  horizontally  to  the  dash 
of  the  car.  A  vertical  pipe  fifteen 
inches  long  was  connected  to  the  left 
end  of  the  horizontal  pipe  with  the 
necessary  fittings,  the  u]">per  end  be- 
ing capped  and  vented.  On  the  right 
end  of  the  horizontal  pipe,  a  water 
gauge  glass,  15  inches  long,  was  con- 
nected vertically  with  specially  made 
fittings.  The  top  of  the  glass  was 
also  capped  and  vented.  The  pipes 
and  glass  were  then  filled  with  light 
valve  oil  to  the  middle  of  the  glass. 
An  adjustable  vernier,  calibrated  to 
hundredths  of  a  foot  per  foot,  was 
attached  to  the  gauge  glass.  It  was 
found  that  wlien  the  ear  stopped  on  a 
curve,  the  oil  came  to  rest  at  once, 
thus  enabling  the  recorder  to  note 
the  superelevation  at  a  glance. 

The  gradometer  was  made  on  the 
same  principle  as  the  superometer 
and  was  attached  to  tlie  inside  of  the 
right  front  door  of  tlie  No.  2  sedan. 
The  instrument  was  sturdy,  easily 
read,  and  reasonably  accurate. 

TWO    SURVEY    CARS 

The  No.  2  car  was  equipped  with 
an  odometer  registering  to  the  hun- 
dredth of  a  mile,  and  frequent  check 
was  made  of  its  accuracy.    Car  No.  1 


liad  the  usual  type  which  shows  tenths 
of  a  mile. 

To  facilitate  intercommunication 
between  the  cars,  spot  lights,  by 
which  signals  could  be  exchanged, 
were  mounted  on  the  top  rear  of  No. 

1  car  and  top  front  of  No.  2  car. 
With    tliis    equipment    the    party, 

consisting  of  four  men,  took  the  field 
on  February  4,  1937.  The  survey 
was  at  fir.st  confined  to  the  Sacra- 
mento and  San  Joaquin  valleys  and 
to  routes  in  the  southern  part  of  the 
state  where  winter  road  conditions 
would  not  afl'ect  the  progress  of  the 
work. 

METHOD  OP  SURVEY 

In  surveying  sections  for  which 
plans  were  available  the  party  pro- 
ceeded as  follows:  The  odometers 
were  set  at  zero  at  the  beginning  of 
a  road  section.  Number  1  car  then 
preceded  No.  2  car  at  a  distance  of 
about  1,000  feet.  Wlien  a  curve  was 
reached  where  the  horizontal  sight 
distance  appeared  to  be  less  than 
1,000  feet.  Car  No.  1  would  stop  at 
wliat,  from  the  ]ilans  and  the  driver's 
own  observation  seemed  to  be  the 
critical  point  of  obstruction.    Number 

2  car  would  then  close  up  until  No. 
1  car  was  again  in  sight.  The 
odometer  reading  was  recorded  at 
this  point,  then  recorded  again  after 
coming  up  to  the  position  of  No.  1 
car.  The  intervening  distance  was 
recorded  as  the  horizontal  sight  dis- 
tance. The  type  of  obstruction  was 
also  described  on  the  log  sheets. 

Vertical  sight  distances  previously 
computed  in  the  office  were  clieeked 
by  the  field  observations,  and  where 
not  previously  computed,  were  mea- 
sured in  the  field  in  a  manner  similar 
to  that  used  for  horizontal  sight  dis- 
tances. 

RECORDERS    MAKE    NOTES 

Car  No.  2  was  stopped  on  curves  to 
record  superelevation.  The  recorder 
in  this  ear  also  noted  length  and  type 
of  traffic  strijies,  and  the  general 
topography  of  tlie  country. 

The  recorder  in  the  fii'st  ear  had  a 
duplicate  set  of  notes  and  by  observ- 
ing the  odometer  reading  he  kept  the 
chief  of  party  informed  as  to  the  be- 
ginning and  end  of  curves,  radius 
and  vertical  sight  distances.  Thus 
the  chief  of  party  was  enabled  to  note 
any  discrepancies  between  the  notes 
and    the    road    as    constructed.      In 


some  instances  it  was  found  that 
curves  had  been  omitted  from  the 
notes  or  that  changes  in  alignment, 
which  did  not  show  on  the  plans,  had 
been  made  under  maintenance.  These 
changes  were  recorded  and  later 
transferred  to  the  original  set  of 
notes  which  was  kept  in  the  second 
car. 

CLOSE  FIGURING 

On  sections  of  road  for  which  no 
plans  were  available  the  chief  of 
party  in  Car  No.  1,  upon  reaching  the 
beginning  of  a  curve,  would  read  the 
odometer,  estimating  the  nearest  hun- 
dredth of  a  mile,  and  record  this 
reading  on  the  duplicate  set  of  notes. 
As  the  ear  proceeded  around  the 
curve,  the  chief  of  party  would  call 
out  the  radius,  as  shown  by  the  pro- 
tractor, and  this  would  be  recorded 
opposite  the  beginning  of  the  curve. 

Where  a  curve  was  compounded, 
the  first  car  would  be  stopped  at  the 
approximate  point  of  compound  and, 
by  a  prearranged  signal  with  the  spot 
light,  the  driver  of  tlie  second  car 
would  be  advised  to  note  this  point  to 
tlie  nearest  hundredth  of  a  mile 
when  it  was  reached. 

Practically  all  the  work  in  South- 
em  California  has  been  completed. 
Route  No.  1  to  the  Oregon  line  and 
many  routes  in  the  west  central  part 
of  the  State  are  also  included  in  the 
total,  to  date,  of  4,816  miles  of  high- 
way that  have  been  covered. 

TABLES    WILL    BE    PREPARED 

From  the  data  secured  tables  will 
be  prepared  which  will  list  the 
county,  route  and  section,  the  Fed- 
eral aid  number,  the  U.  S.  Route 
number,  the  general  topography,  tlie 
location,  sight  distance  and  type  of 
obstruction  at  each  restricted  siglit. 
The  type  and  width  of  surface,  the 
type  and  location  of  traffic  stripes, 
the  number  of  lanes,  the  radii  and 
length  of  horizontal  curves,  the  length 
and  per  cent  of  all  grades  of  three 
per  cent  or  more  will  also  be  listed. 

Preparation  of  these  tables  is 
simplified  by  the  use  of  card  punch- 
ing and  sorting  machines. 

The  tables  will  later  be  consolidated 
into  four  prineijial  tables  for  com- 
parison with  conditions  in  other 
States,  by  the  Bureau  of  Public 
Roads. 


California  Hightvays  and  Public  Works    (juiy  i9}7) 


I  Twenty-three  ] 


ALAMEDA  COUNTY— Between  Waim 
Springs  and  Irvinston.  3.2  miles  to  be  sur- 
faced with  plant-mixed  surfacing  and  shoul- 
ders to  be  constructed  of  crushed  run  base 
and  oil  treatment  applied  thereto.  District 
IV,  Route  69.  Section  A.  TTnion  Paving 
Co..  San  Francisco,  .<;24.i17S  ;  Leo  F  Pinzzi 
San  Jose,  .$.S.').4(1« :  Chas.  L.  Haniev,  San 
Francisco,  !?L>0,1S5.  Contract  awarded  to 
Jones  &  King.  Ila.vward.  $23,173,75, 

ALAIMEDA  COUNTY— Crusher  run  base 
to  be  constructed  and  armor  coat  applied 
between  Sunol  and  Dublin,  about  2.4  miles 
District  IV.  Route  107.  Section  B.  Granite 
Constr.  Co..  Ltd..  Watsonville,  .'i!17.786 : 
E.  A.  Forde.  San  Anselmo.  $10.  91,5:  .Tones 
&  King.  Hayward.  $15.  947  :  Lee  J.  Immel, 
Berkeley,  $1,S.105 :  Independent  Constr,  Co,. 
Ltd..  Oakland.  $15,420.  Contract  awarded 
to  Piazza  &  Huntley.  San  Jose.  $14,847,50. 
ALAMEDA  COUNTY— Between  Moun- 
tain House  and  Greenville,  8.4  miles,  grade, 
surface  with  cm.sher  run  base  and  road- 
mix  surfacing.  District  IV,  Route  5.  Sec- 
tion E.  Chas.  L.  Hamev  &  Piombo  Bros.. 
&  Co..  San  Francisco.  $960,124;  D.  McDon- 
ald, Sacramento,  $932,0:14:  A.  Teichert  & 
Son,  Inc..  Sacramento,  $872,356:  Morrison- 
Knudsen  Co.,  Inc..  and  Ceo.  W.  Condon  Co 
Los  Angeles.  $1,107..522:  The  Utah  Con- 
struction Co..  San  Francisco.  $1.137.4.33: 
Heafey  Moore  Co.,  and  FredricUson  &  VFat- 
son  Const.  Co.,  Fredrickson  Bros..  Oakland. 
.$850,299;  George  K.  Thompson  and  Com- 
pany. La  Canada.  $993,969:  Lewis  Const 
Co.-Odenhamer  Const.  Co.,  Oakland,  $931. 
.579;  Mefropolit.nn  Construction  Co.,  Los 
Angeles.  $8,82.093;  George  Pollock  Co.. 
Sacramento,  $984..537:  Macco  Const.  Co.. 
Clearwater  .$882,267;  Guv  F,  Atkinson  Co., 
San  Francisco.  $927,800;  D.  W,  Thurston 
Los  Angeles,  $1,139,224.  Contract  awarded 
to  Granfield.  Farrar  &  Carlin,  San  Fran- 
cisco, .$,<i48.1 93.40, 

AMADOR  AND  ALPINE  COUNTIES— 
Furnishing  and  applying  liquid  asphalt  to 
24.5  miles  of  roadwav  between  Bartons  and 
Picketts.  District  X.  Route  34,  Sections 
E,  F,  G,  II,  .-VB.  Lambs  Transfer  Co., 
Long  Beach,  $9,533;  Garcia  Const,  Co,, 
Irvington,  $13,440:  A,  Soda  &  Son,  Oakland, 
$12,765:  Oilfields  Tnicking  Co.,  Bakersfield, 
$in,.5.82:  Lee  J.  Immel.  Berkeley,  $10,320. 
Contract  awarded  to  Sheldon  Oil  Co.,  Sui- 
snn,  $8,940, 

COLTTSA,  YOLO  AND  BUTTE  COUN- 
TIES— Between  Route  15  and  Madison, 
and  between  Oroville  and  west  branch  of 
Feather  River;  about  27,5  miles,  penetra- 
tion oil  treatment  to  be  applied.  District 
TIL  Routes  .50  and  21.  Sections  A.  ABC.  B 
E.  P.  Hilliard.  Sacramento.  ,89,220;  I>ce  J 
Immel,  Berkelev,  $9,563;  J.  P.  Breen.  Sac- 
ramento. $10,420;  Ilavward  Buildinsr  and 
Material  Co.,  Havward.  $9,472;  Garcia 
Construction  Co..  Irvington,  $9,905.  Con- 
tract awarded  to  E.  A.  Forde,  San  Anselmo. 
$9,196.75. 

CONTRA  COSTA  COUNTY— Between 
Walnut  Creek  and  3.5  miles  northerly, 
about  3.5  miles  to  be  surfaced  with  plant- 
mixed  surfacing  and  shoulders  to  be  con- 
structed of  crushed  run  base  and  oil  treat- 
ment applied  thereto.  District  IV.  Route 
75.  Section  B.  .Tones  &  King.  Hayward. 
S27.145;  T^nion  Paving  Co.,  San  Francisco, 
.831,4.86:  Leo  P.  Piazza,  San  Jose,  .828.306; 
Pacific  States  Const.  Co.,  San  Francisco, 
$34,934:  Contract  awarded  to  Frederick- 
son  &  Watson  Const,  Co.,  &  Prederickson 
Bros..  Oakljind.  $26,613.40. 

DEL  NORTE  COUNTY— A  reinforced 
concrete  bridge  across  Myrtle  Creek,  10  miles 


north  of  Crescent  City  and  0.24  miles  of 
roadway  to  be  graded  and  treated  with 
asphalt.  District  I,  Route  1.  Section  C. 
Contract  awarded  to  P.  O.  Bohnett,  San 
Jose,  ,$50,644.50. 

GLENN  COUNTY— Between  Willows  and 
Artois,  about  7,0  miles — portions  to  be 
graded  and  surfaced  with  asphalt  concrete. 
District  III,  Route  7,  Section  B.  Union 
Paving  Co.,  San  Francisco,  $201,760;  Han- 
rahan  Co.,  San  Francisco,  .$239,412,  Con- 
tract awarded  to  N,  M.  Ball  Sons,  Berkelev, 
$193,698,30, 

INYO  COUNTY— Between  Bishop  and 
Owens  River,  2,2  miles  to  be  graded  and 
road-mix  .surface  treatment  applied.  Dis- 
trict IX.  Route  76.  Section  A.  Oswald 
Bros.,  Los  Angeles,  ,$33,022;  Young  &  Son 
Co,,  Ltd,,  Berkeley,  $33,210;  Claude  Fisher 
Co.,  Ltd.,  Los  Angeles.  .$34,270;  A.  S.  Vinell 
Co..  Los  Angeles.  $3.5.608 :  Triangle  Rock  & 
Gravel  Co..  San  Bernardino.  $36,801 ;  Leo 
P.  Piazza,  San  Jose.  $38..392.  Contract 
awarded  to  Basich  Bros.,  Torrance,  $27.- 
736, 

KERN  COUNTY— East  of  Monolith,  0.8 
mile  to  be  graded,  roadmix  surface  treatment 
applied  and  a  timber  bridge  to  he  con- 
structed. District  VI,  Route  58,  Section  G, 
Wm.  C,  Horn  Co.,  Pomona,  $21,470;  Dim- 
mitt  and  Tavlor,  Ix>s  Angeles,  $19,823; 
Basich  Bros..  Torrance.  $20,119;  A.  S.  Vin- 
nell  Co.,  Ixis  Angeles.  $20,396;  Rexroth  and 
Rexroth.  Bakersfield.  $21.4.36;  Claude  Fisher 
Co.,  Ltd..  Los  Angeles,  $22,140:  Triangle 
Rock  and  Gravel  Co,,  San  Bernardino, 
824,940;  .Tohn  .Turkovich,  Fresno,  $24,986: 
Ignited  Concrete  Pipe  Corporation,  Los 
Angeles,  $25,156.  Contract  awarded  to 
Young  and  Son  Co.,  Ltd.,  Berkeley,  $17,- 
110.60. 

KERN  COUNTY— Railroad  Grade  Cross- 
ing and  approaches  over  Central  Pacific  Rail- 
road between  3.03  and  2.56  miles  south  of 
Inyokem.  0,5  mile  to  be  graded  and  treated 
with  liquid  asphalt.  District  IX.  Route 
145,  Section  C,  A.  S.  Vinnell  Co.,  Los 
Angeles,  $4.911 :  Oswald  Bros..  Los  Angeles, 
.$4,710;  Rexroth  &  Rexroth.  Bakersfield. 
.85.592;  Young  &  Son  Co.,  Ltd,,  Berkelev, 
85,999.  Contract  awarded  to  Basich  Bros., 
Torrance,  $4.661..50, 

KERN  COUNTY— Between  Maricopa 
and  Taft,  about  5.5  miles  in  length  to  be 
graded;  plant  mixed  .surfacing  to  be  placed: 
road-mix  surface  treatment  to  be  applied  and 
a  bridge  with  concrete  deck  to  be  constructed. 
Di.strict  VI.  Route  1,38.  Section  A.  A. 
Teichert  &  Son.  Inc..  Sacramento,  $133,640; 
Harms  Bros.  &  N,  M.  Ball  Sons,  Berkeley, 
$141, .508;  Oswald  Bros.,  Los  Angeles, 
8146,034;  ITnion  Paving  Co.,  San  Francisco, 
$172,.363:  George  Pollock  Company,  Sacra- 
mento. $178,339:  Basich  Brothers.  Ton-ance, 
8162.660;  Geo.  K.  Tliompson  Company.  La 
Canada.  $1.3.8.991;  Southern  California 
Roads  Co..  Los  Angeles,  $1.5.5.693;  J.  E. 
Haddock,  Ltd.,  Pasadena,  $1.54.951 ;  Dim- 
mitt  &  Taylor,  Los  Angeles.  $145,277; 
Alias  Construction  Co.  and  C.  F.  Bobbins. 
Pasadena  and  Los  Angeles.  $156.1.59;  Stew- 
art &  Nuss,  Inc..  and  Oilfields  Trucking  Co.. 
Fresno,  $146,932;  Hanrahan  Co.,  San  Fran- 
cisco, $153,839.  Contract  awarded  to  Grif- 
fith Co.,  I^s  Angeles.  $128,573.20, 

KERN  COUNTY— Between  Rosedale  and 
Route  141,  5.5  miles  to  be  surfaced  with 
plant-mixed  surfacing  and  borders  to  be  con- 
structed. District  VI,  Route  58,  Section  L. 
Union  Paving  Co.,  San  Francisco.  ,$40,445; 
Oswald  Bros.,  Los  Angeles.  $41,860;  Grif- 
fith  Co.,   Ix)s   Angeles,    $42,266;    Hanrahan 


Co.,  San  Francisco,  $42,795.  C*)ntract 
awarded  to  Piazza  &  Huntley,  San  Jose, 
$37,931. .50. 

KERN  COUNTY— At  Radenmacher,  about 
2.8  miles  in  length,  to  be  graded  and  road- 
mix  surface  treatment  applied.  District  IX 
Route  145,  Section  P..  Young  &  Son  Co., 
Ltd..  Berkeley,  $14,895;  M,  J,  Ruddy, 
Modesto,  $15,905;  A,  S.  Vinell  Co,.  Los 
Angeles,  $15,922;  P.  Embleton,  Albany, 
$17,461;  George  K,  Thompson  &  Co.,  La 
Canada.  $18,102;  Rexroth  &  Rexroth, 
Bakersfield,  $18,447;  William  C.  Horn  Co., 
Pomona.  $19,182.  Contract  awarded  Basich 
Bros..  Torrance.  $13,465. 

KINGS  COtTNTY— Between  Kings  River 
Slough  and  Halls  Corner.  8.6  miles  to  be 
surfaced  with  plant-mixed  surfacing  and  bor- 
ders to  he  constructed.  District  VI,  Routes 
10,  12.5,  Sections  B,  E.  Stewart  and  Nuss, 
Inc.,  Fresno,  $44.672 ;  Union  Paving  Co.. 
San  Francisco.  $46,351;  Osw.ald  Bros.,  Los 
Angeles,  .$48,205:  N.  M.  Ball.  Sons.  Berke- 
ley, $49..388.,50 ;  Hanrahan  Co.,  San  Fran- 
cisco. S49..524  :  L.  A.  Brisco,  Arroyo  Grande, 
$.51,468:  Leo  P.  Piazzi.  San  .lose,  $53,188, 
Contract  awarded  to  Griffith  C6.,  Los  An- 
geles, $42,521. 

LASSEN  COUNTY— Road-mix  surfacing 
to  be  applied.  District  II.  Routes  29-73, 
Sections  D.  A.  B.  Harms  Bros.,  Litchfield, 
$11.530 :  Garcia  Constr.  Co.  Irvington,  $14.- 
220.  Contract  awarded  to  George  French, 
Jr.,  Stockton,  .$9,365, 

LASSEN  COUNTY— Between  Termo  and 
Madeline  about  14.2  miles  to  be  surfaced 
with  cm.sher  run  base  and  penetration  oil 
treatment  applied.  District  II,  Route  73, 
Section  P.  A.  Teichert  &  Son,  Inc,  Sac- 
ramento, .$44,418:  Clifford  A.  Dunn.  Klam- 
ath Falls.  .$44,500;  .T,  A.  Casson,  Havward, 
.844.265:  Prederickson  &  Westbrook,  Lower 
Lake,  ,$46,587;  E.  B.  Bishop.  Orland, 
.845.690;  Harms  Bros.,  Litchfield.  $47,112; 
Louis  Biasotti  &  Son,  Stockton.  $49.4.52; 
Hemstreet  &  Bell.  Marv.sville.  $.50,517;  Lee 
J.  Immel,  Albany,  $.55.811 :  Hanrahan  Co., 
San  Francisco,  $58,594.  Contract  awarded 
to  Geo.  Pollock  Co.,  Sacramento,  $38,327.50. 

LOS  ANGELES  and  ORANGE  COUN- 
TIES—At  various  locations  about  33.9 
miles,  road-mix  surface  treatment  to  be 
applied  to  the  shoulders.  District  VII,  vari- 
ous routes.  Oilfields  Trucking  Co.,  Bakers- 
field, .843,416;  MaHch  Bros,,  Elsinore, 
831,730;  Griffith  Co..  Los  Angeles,  $34,7.52; 
Dimmitt  &  Tavlor.  Los  Angeles,  $33,672; 
A,  S,  Vinnell  Co.,  I^s  Angeles,  $33,936; 
Oswald  Bros.,  Los  Angeles  82.8,608.  Con- 
tract awarded  to  So.  Calif.  Roads  Co,,  Los 
Angeles,  $26,244, 

LOS  ANGELES  COUNTY— Between 
east  limits  of  Los  Angeles  and  west  limits 
of  Monterey  Park,  about  3. .8  miles  of  exist- 
ing roadbed  shoulders  to  be  road-mix  sur- 
face treated.  District  VII.  Route  26.  Sec- 
tion D.  So.  Calif.  Roads  Co.,  Los  Angeles, 
810,493;  Dimmitt  &  Tavlor,  Los  Angeles, 
$8,687;  Vido  Kovacevich,  South  Gate, 
.88.1.55;  Road  Mix.  Inc..  South  Pasadena. 
.$9..576;  A.  S.  Vinnell  Co.,  Los  Angeles, 
.$9,715,  Contr.nct  awarded  to  Oswald  Bros., 
Los  Angeles,  $7,8.53.75. 

LOS  ANGELES  COITNTY— Between  Las 
Plores  Canyon  and  West  Channel  Road, 
7.1  mile  road-mix  surface  treatment  to  be 
applied  to  shouldei-s.  District  VII,  Route 
60,  Section  B.  LA.  Oilfields  Trucking  Co., 
Bakersfield.  $19,101:  J,  E.  Haddock,  Ltd,, 
Pasadena,  $18,474;  Oswald  Bros,,  Los  An- 
geles, $16,799.  Contract  awarded  to  A.  S. 
Vinnell  Co.,  Los  Angeles,  $15,956. 


[Twenty-four] 


(July  1937)  California  Highways  and  Public  Works 


MADEIIA  COUNTY— Between  Kelshaw 
Corners  and  Coarse  Gold,  S.O  miles  under- 
drains  to  be  installed.  District  VI,  Koute 
125,  Section  C.  Bodenhamer  Const.  Co., 
Oakland,  !t>2i),4U!).  Contract  awarded  to 
Milton  A.  I'urdy,  Oakland,  $27,958.70. 

MENDOCINO  COUNTY— Between  Sapp 
Creek  and  I'epiierwuod  School,  3.1  miles 
to  be  graded  and  surfaced  with  plant-mixed 
surfacing.  District  1,  Koute  1,  Section  H. 
I'iombo  Bros.  &  Co.,  San  Francisco,  $161^- 
572 ;  Union  Paving  Co.,  San  Francisco, 
$230,181;  A.  Teiehert  &  Son,  Inc.,  Sacra- 
mento, $18U,06S;  Clias  L.  Harney,  San 
Francisco,  $241,254 ;  D.  McDonald,  Sacra- 
mento, $155,875 ;  Donald  Atkinson,  San 
Francisco,  $lS4,St;4  ;  John  Carlin,  San  Fran- 
cisco, $185,188;  Harms  Bros,  and  Larsen 
Bros.,  Sacramento,  $188,138.  Conti-act 
awarded  to  Hemstreet  &  Bell,  Marysville, 
$155,753. 

MODOC  COUNTY— Between  1.4  miles 
west  of  Hot  Creek  and  Alturas,  10.1  miles 
to  be  graded  and  surfaced  with  plant-mixed 
surfacing.  District  II,  Koute  28,  Section  B, 
Alt.,  Union  Paving  Co.,  San  Francisco, 
$282,559 ;  Harms  Bros,  and  Larsen  Bros., 
Sacramento,  $190,097  ;  A.  Teiehert  and  Son, 
Inc.,  Sacramento,  $195,730;  George  Pollock 
Co.,  Sacramento,  $249,200 ;  Hemstreet  and 
Bell,  Marysville,  $193,435;  Harold  Blake, 
Portland,  Oregon,  217,802 ;  D.  McDonald, 
Sacramento,  $219,299.  Contract  awarded 
to  Hanrahan  Company,  San  Francisco,  $192,- 
2S3.55. 

MONTEREY  COUNTY— Various  loca- 
tions between  Greenfield  and  Salinas  River, 
about  1.3  miles  to  be  surfaced  with  plant- 
mixed  surfacing.  District  V,  Koute  2,  Sec- 
tion D.  Contract  awarded  to  Granite  Con- 
struction  Co.,   Ltd.,   Watsonvillo,   $9,247. 

MONTEREY  COUNTY— Between  San 
Ardo  and  King  City  and  between  Santa 
Rita  and  northerly  boundary,  25.7  miles, 
roadmix  surface  treatment  and  seal  coat 
to  he  applied  to  shoulders  and  class  "B" 
seal  coat  to  be  applied  to  portions  of  existing 
pavement.  District  V,  Route  2,  Section  J. 
Granite  Construction  Co.,  Ltd.,  Watsonville, 
$22,538.  Contract  awarded  to  L.  A.  Brisco, 
Arroyo   Grande.      $22,201.00. 

NAPA  COUNTY — Surfacing  with  im- 
ported surfacing  material  and  Penetration 
Oil  Treatment  between  Summit  of  Mt.  St. 
Helena  and  Northerly  boundary  about  3.3 
miles.  District  IV,  Route  49,  Section  A., 
Lee  J.  Immel,  Berkeley,  $12,128 ;  A.  Soda  & 
Son,  Oakland,  $14,380;  Frank  Embleton, 
Berkelev,  $12,803 ;  E.  A.  Forde,  San  An- 
selmo,  $12,490;  Rock  &  Gravel  Trucking 
Co.,  Oakland,  $12,402.  Contract  awarded 
to  Harold  Smith,  St.  Helena,  $10,254.50. 

NAPA  COUNTY — Between  west  bound- 
ary and  Napa,  4.7  miles  surface  with 
crusher  run  base  and  plant-mixed  surfacing 
shoulders  to  he  constructed.  District  IV, 
Route  8,  Section  A.  Jones  &  King,  Hay- 
ward,  $48,150 ;  Chas.  L.  Harney,  San  Fran- 
cisco, $48,350;  Granite  Const.  Co.,  Ltd., 
Watsonville,  ,$51,440 ;  Pacific  States  Const. 
Co.,  San  Francisco,  .$52,402 ;  Piazza  &  Hunt- 
ley, San  Jose,  $52,408.  Contract  awarded 
to  E.   A.   Forde,   San  Anselmo,  $48,104. 

ORANGE  COUNTY— Newport  Beach 
grade  separation,  existing  southwest  ramp 
to  be  widened  and  paved.  District  VII, 
Route  60,  Section  A.  Sander  Pearson, 
Santa  Monica,  .$3,360;  Vido  Kovacevich, 
South  Gate,  .$3,186;  Thomas  Construction 
Co.,  Burbank,  $3,160;  C.  O.  Sparks  & 
Mundo  Eng.  Co.,  Los  Angeles,  $3,016 ;  Mo- 
jave  Corporation,  Los  Nietos,  $2,993.  Con- 
tract awarded  to  J.  E.  Haddock,  Ltd., 
Pasadena,  $2,420. 

PLUMAS  COUNTY— Between  Howels 
and  i  mile  south  of  Keddie,  20.0  miles  seal 
coat  to  be  applied.  District  II,  Route  21, 
Sections  B,  C.  Lee  J.  Immel,  Berkeley, 
$31,160;  E.  A.  Forde,  San  Anselmo,  $31,- 
380;  Heafey  Moore  Co.  and  E.  F.  Hilliard, 
Sacramento,  $31,791;  Geo.  French,  Jr., 
Stockton,  $32,750;  Frank  Embleton,  Albany, 


$33,245;  Hemstreet  and  Bell,  Marysville, 
$34,725.  Contract  awarded  to  Hayward 
Building  Material  Co.,  Hayward,  $30,870. 

PLUMAS  COUNTY— A  reinforced  con- 
crete girder  bridge  across  Spanish  Creek,  i 
mile  north  of  (juiucy  to  be  constructed. 
District  II,  Route  21,  Section  C.  F.  C. 
Amoroso  &  Sous,  San  Francisco,  $43,925 ; 
F.  O.  Bohnett,  San  Jose,  $45,282;  Boden- 
hamer Const.  Co.,  Oakland,  $45,614 ;  A. 
Soda  &  Son,  Oakland,  $49,004.  Contract 
awarded  to  S.  D.  Bechtel,  San  Francisco, 
$41,750.50. 

PLUMAS  COUNTY— Between  Feather 
River  Inn  and  Beckwourth,  16.1  miles  to  be 
surfaced  with  road-mix  surfacing  and  seal 
coat  applied  thereto.  District  II,  Route  21, 
Section  F.  Geo.  French,  Jr.,  Stockton, 
$45,820;  Harms  Bros.,  Litchfield,  $46,460; 
Pacific  States  Const.  Co.,  San  Francisco, 
$46,036 ;  A.  Soda  &  Son,  Oakland,  $49,389 ; 
F.  A.  Forde,  San  Anselmo,  $51,605.  Con- 
tract awarded  to  Fredericksen  &  Westbropk, 
I^wer  Lake,  $37,014. 

PLUMAS  COUNTY— Between  Almanor 
Inn  and  Koute  29,  7.0  miles  to  be  surfaced 
with  road-mix  surfacing.  District  II,  Koute 
83,  Section  D.  Lee  J.  Immel,  Berkeley, 
$7,625 ;  George  French,  Jr.,  Stockton, 
$7.740 ;  Fredericksou  &  Westbrook,  Lower 
Lake,  $9,380.  Contract  awarded  to  Harms 
Bros.,    Litchfield,   $7,110. 

RIVERSIDE  COUNTY— Furnish  apd 
apply  liquid  asphalt  to  existing  shoulders 
between  Indio  and  Desert  Center,  45.1  miles. 
District  XI,  Koute  64,  Section  H.I.B. 
Square  Oil  Co.,  Los  Angeles,  $16,383 ;  Paul- 
sen &  March,  Los  Angeles,  $11,372 ;  Gilmore 
Oil  Co.,  Los  Angeles,  $13,775 ;  Lamb  Trans- 
fer Co.,  Long  Beach,  $11,565;  Oilfields 
Trucking  Co.,  Bakersfield,  $14,623.  Con- 
tract awarded  to  Morgan  Brothers,  May- 
wood,  $11,089.55. 

RIVERSIDE  COUNTY— Edom  to  3 
miles  S.  of  Coachella  ;  Indian  Wells  to  Indio, 
liquid  asphalt  to  be  applied  for  a  distance  of 
28.6  miles.  District  XI,  Route  26-04,  Sec- 
tion E,  F,  Q,  Ind.  Consumers  Oil  Co., 
Los  Angeles,  $4.834 ;  Morgan  Bros.,  May- 
wood,  $4,833;  Lamb  Transfer  Co.,  Long 
Beach,  $4,703;  Regal  Oil  Co.,  Long  Beach. 
$5,215.  Contract  awarded  to  Paulsen  & 
March,  Los  Angeles,  $4,635.50. 

SAN  DIEGO  COUNTY— Furnish  and 
apply  liquid  asphalt  to  existing  roadbed  be- 
tween Jamul  and  White  Star,  13.5  miles. 
District  XI,  Route  200,  Sections  B,  C,  D,  E. 
Square  Oil  Co.,  Los  Angeles,  $3,600;  Paul- 
sen &  March,  Los  Angeles,  $3,500;  Oilfields 
Trucking  C  o.,Bakersfield,  $14,623.  Con- 
Oil  Co.,  Los  Angeles,  $3,789 ;  Morgan 
Brothers,  Maywood.  $3,654.  Contract 
awarded  to  Regal  Oil  Co.,  Long  Beach, 
.$2,955. 

SAN  LUIS  OBISPO  COUNTY— Bridge 
to  be  constructed  across  Arroyo  Laguna 
about  2  miles  north  of  San  Simeon.  Dis- 
trict V,  Route  56,  Section  A.  F.  C.  Stolte 
Co.,  San  Simeon,  $5,965;  F.  O.  Bohnett, 
Cami)bell,  .$6,188.  Contract  awarded  to  Val- 
ley Const.  Co.,  San  Jose,  $5,820. 

SAN  LUIS  OBISPO  COUNTY— At  Cali- 
fornia Polytechnic  School  at  San  Luis 
Oliispo,  constructing  tennis  courts  ;  furnish- 
ing and  erecting  court  fence  and  nets ;  and 
painting  playing  lines.  District  V.  F.  C. 
Stolte  Co.,  San  Simeon,  $4,164.  Contract 
awarded  to  Granite  Constniction  Co.,  Ltd., 
Watsonville,   $3,212.24. 

SANTA  BARBARA  and  SAN  LUIS 
OBISPO  COUNTIES— Between  Santa 
Maria  and  Gary  and  between  Route  56  and 
3  miles  easterly,  about  7.5  miles,  road-mix 
surface  treatment  and  seal  coat  to  be  applied 
to  existing  roadbed.  District  V,  Route  148, 
125,  Section  B,  A.  Harry  L.  Foster,  San 
Diego,  $12,280;  Road  Mix,  Inc.,  South 
Pasadena,  $13,071 ;  L.  A.  Brisco,  Arroyo 
Grande,  $14,900.  Contract  awarded  to 
Oilfields  Trucking  Co.,  Bakersfield,  $12.- 
238. 


SHASTA  COUNTY— Between  Antler  and 
north  boundary  34.5  miles  in  length,  mineral 
aggregates  and  screenings  to  be  furnished. 
District  II,  Route  3,  Section  C,  D.  E.  R. 
Bishop,  Orland,  $20,925.  Contract  awarded 
to  Geo.  Pollock  Co.,  Sacramento,  $19,404. 

SHASTA  COUNTY— At  China  Gulch,  0.7 
mile  to  be  graded  and  surfaced  with  crusher- 
run  base  and  road-mix  surfacing.  District 
II,  Route  3,  Section  A.  Louis  Biasotti  and 
Son,  Stockton,  $28,627.25 ;  A.  Soda  and 
Son,  Oakland,  $29,258.80;  J.  P.  Brennan, 
Redding,  $23,673;  Piazzl  and  Huntley,  San 
Jose,  $23,209.75.  Contract  awarded  to  Lee 
J.   Immel,  Berkeley,  $23,118.50. 

SIERRA  COUNTY— Between  Sierra  City 
and  Route  83,  about  17.0  miles  liquid 
asphalt  to  be  furnished  and  applied.  Dis- 
trict III,  Route  25,  Section  B,  C.  C.  F. 
Frederickson  &  Sons,  Lower  Lake,  $13,205 ; 
Sheldon  Oil  Co.,  Suisun,  $12,988;  Edward 
F.  Hilliard,  Sacramento,  $12,580;  Lee  J. 
Immel,  Berkeley,  $11,968;  Garcia  Const. 
Co.,  Irvington,  $13,872.  Contract  awarded 
to  J.  P.  Breen,  Sacramento,  $11,764. 

TEHAMA  COUNTY— Between  Route  86 
and  Morgan  Springs,  3.8  miles  to  be  sur- 
faced with  road-mix  surfacing  and  seal  coat 
applied  tliereto.  District  II,  Route  83,  Sec- 
tion A.  A.  Teiehert  and  Son,  Inc.,  Sacra- 
mento, $16,258.05;  Louis  Biassotti  and  Son, 
Stockton,  $17,292.75;  A.  Soda  and  Son. 
Oakland,  $17,461.25;  Leo  F.  Piazzi,  San 
Jose,  $19,436.  Contract  awarded  to  Lee  J. 
Immel,  Berkeley,  $14,881. 

TULARE  COUNTY— Constructing  steel 
structure  bridge  across  Kaweah  River,  3.0 
miles  south  of  Woodlake.  District  VI, 
Route  129,  Section  E.  Bodenhamer  Const. 
Co.,  Oakland,  $29,028;  F.  O.  Bohnett,  San 
Jose,  $29,127 ;  Peter  J.  McHugh,  San  Fran- 
cisco, $29,739;  R.  R.  Bishop,  Long  Beach, 
$30,642;  F.  O.  Amoroso  &  Sons,  San  Fran- 
cisco, $33,591;  Schuler  &  McDonald,  Inc., 
Oakland,  $36,333.  Contract  awarded  to  N. 
M.  Ball  Sons,  Berkeley,  $27,331.80. 

TUOLUMNE  COUNTY— Between  Stod- 
dard Springs  and  McCoy  Saddle,  6.2  miles 
to  be  surfaced  with  untreated  crushed  gravel 
or  stone  base  and  road-mix  surfacing.  Dis- 
trict X,  Route  13,  Section  E.  Georg* 
French.  Jr.,  Stockton,  $64,210.  Contract 
awarded  to  Beerman  and  Jones  and  A.  R. 
Maestretti,  Stockton,  $57,890. 

VENTURA  COUNTY— Between  3.2  and 
4.5  miles  east  of  Santa  Susana,  about  0.5 
mile  in  length,  to  be  graded  and  paved  with 
plant-mixed  surfacing.  District  VII,  Route 
9,  Section  C,  C.  O.  Sparks  &  Mundo  Eng. 
Co.,  Los  Angeles,  $33,425;  Dimmitt  &  Tay- 
lor, Los  Angeles,  $26,320;  J.  E.  Haddock, 
Ltd.,  Pasadena,  $25,629;  C.  F.  Robbins. 
Los  Angeles,,  $28,337;  Griffith  Cb.,  Los 
Angeles,  $26,785 ;  Oswald  Bros,  Los  Angeles, 
$29,046.  Contract  awarded  to  A.  S.  Vinnell 
Co.,  Los  Angeles,  $23,380. 


An  8.1  per  cent  increase  brought  the  1936 
motor  vehicle  registration  in  Los  Angeles 
county  near  the  one  million  mark  with  a 
total  of  994,927  passenger  cars,  trucks, 
trailers  and  motorcycles  registered,  accord- 
ing to  State  figures  just  released.  Nearest 
competitor  to  Los  Angeles  was  Alameda 
county  with  a  total  registration  of  172,351. 
Entire  registration  throughout  the  State 
during  1936  was  2,448,925. 


Mr.  Brown  was  astounded  to  see  in  the 
paper  an  announcement  of  his  death.  He 
rang  up  his  friend  Smith. 

"Hello,  Smith,"  he  said,  "have  you  seen 
the  announcement  of  my  death  in  the 
paper?" 

"Er — yes,"  replied  Smith,  "where  are  you 
talking  from?" 


California  Highways  and  Public  Works   (juiy  isi?) 


[Twenty-five] 


DIVISION  OF 

WATER  RESOURCES 


.»1^,!^^g^'^»:f,-f»y^^>t- 


OFFICIAL  REPORT 

FOR  THE  MONTH  OF 

June, 1937 

EDWARD  HYAH,  Slate  Engineer 


At  an  elet'tioii  held  June  16,  the 
Imperial  Irrigation  District  voted  by 
a  large  majority  for  acceptance  of 
contracts  with  the  Federal  Govern- 
ment and  for  issuance  of  revenue 
bonds  to  develop  and  distribute 
hydroelectric  power  from  the  All- 
American  Canal.  In  addition  to  a 
grant  of  $1,242,000,  the  government 
has  approved  two  loans  to  the  district 
for  this  project.  One  in  the  amount  of 
$1,518,000  from  PWA  for  construc- 
tion of  power  plants  and  main  trans- 
mission lines,  the  other  of  $700,000 
from  REA  for  extension  of  distribu- 
tion lines  to  rviral  areas  in  Imperial 
Valley. 

Excavation  work  on  the  All- Ameri- 
can Canal  is  70  per  cent  completed. 
The  balance  of  11  miles  is  now  under 
contract.  Imperial  diversion  dam  and 
desilting  works  on  the  Colorado  River 
are  reported  to  be  65  per  cent  com- 
pleted. 


IRRIGATION    DISTRICTS 


La  Mesa.  Lemon  Orove  and  Spring  Valley 
Irrigation  District  entered  into  contract  and 
started  work  during  the  month  on  El  Monte 
pumping  plant  which  will  link  the  district 
with  the  pipe  line  from  El  Capitan  reser- 
voir and  eliminate  the  last  stretch  of  old 
wooden  flume  constructed  in  1888. 


FLOOD   CONTROL   AND 
RECLAMATION 


Relief  Laior  Work 

Owing  to  lack  of  men  all  WPA  projects 
have  been  discontinued,  with  the  exception 
of  WPA  Project  No.  6654  in  Yolo  County, 
on  which  an  average  of  25  men  have  been 
engaged  during  the  period  in  cleaning  levees 
and  clearing  brush  in  the  Sacramento  By- 
Pass. 

lUuik   Proicctioii    Profjram 

R.  I/.  Jones,  dcjiuty  in  charge  of  Flood 
Control  and  Reclamation,  with  B.  A.  Etche- 
verry,  consulting  engineer  for  the  Ueclama- 
tion  Board,  appeared  before  the  Board  of 
Engineers  for  llivers  and  Harbor.s  on  May 
24th  in  Washington,  D.  C,  and  presented 
arguments  to  support  a  request  that  a  modi- 
fication be  made  in  the  recommendation  of 
tlie  California  Debris  Commission  in  its  re- 


[  Twenty-six] 


port  of  March  20,  1037,  in  respect  to  the 
division  of  cost  and  maintenance,  particu- 
larly a.s  to  bank  protection  of  the  Sacra- 
mento Flood  Control  Project. 


SUPERVISION  OF  DAMS 


Application  was  filed  on  May  26,  1937, 
for  approval  of  the  Cannon  Ranch  Dam  in 
Butte  County.  This  is  a  small  dam  wliicli 
was  constructed  many  years  ago. 

Application  was  filed  by  the  City  and 
County  of  San  Francisco  on  May  4th  for 
pi-nni.ssion  to  install  observation  wells  on 
the  San  Andreas  Dam.  This  application 
was  approved  on  June  14.  1937. 

Application  was  filed  by  the  City  and 
County  of  San  Francisco  on  May  4th  for  jier- 
mission  to  install  observation  wells  on  the 
Pilarcitos  Dam.  This  application  was  ap- 
proved on  June  14,  1937. 

Construction  on  the  Mad  River  Dam  for 
the  city  of  Eureka  has  been  resumed. 

The  enlargement  work  at  the  O'Shaugh- 
nessy  Dam  of  the  City  and  County  of  San 
Francisco  is  progressing  rapidly  and  satis- 
factorily. 

The  Metropolitan  Water  District  of 
Soutlieru  California  is  continuing  work  on 
the  Cajalco  Dam  and  work  is  being  started 
on  the  Gene  Wa.sh  and  Copper  Basin  Dams. 

Work  of  placing  fill  on  the  San  Gabriel 
Number  One  Dam  of  the  Los  Angeles 
County  Flood  Conti-ol  District  is  rapidly 
nearing  completion  and  work  is  actively  in 
progress  on  the  construction  of  the  spillway. 

Repairs  on  several  dams  throughout  the 
State  are  being  made  and  a  considerable 
amount  of  maintenance  work  is  being  done. 
Most  reservoirs  are  practically  full  and 
maintenance  and  operations  inspections  are 
in   full   progress. 


WATER    RIGHTS 


Supervision  of  Appropriation  of  Water 

Twenty-seven  applications  to  appropriate 
water  were  received  during  May,  five  were 
denied  and  thirteen  were  approved.  During 
the  same  period,  four  permits  were  revoked 
and  thirteen  passed  to  license. 

Inspection  of  projects  under  permit  are 
being  made  during  the  current  month  in 
Plumas,    Nevada    and    Sierra    counties. 


SACRAMENTO-SAN   JOAQUIN 
WATER  SUPERVISION 


Field  work  is  now  being  carried  on  in 
full  force,  measurements  are  being  made  of 
diversions,  stream  flow  and  return  flow,  and 
records  of  the  same  are  being  obtained. 


Tlie  irrigation  plants  along  the  river  are 
nearly  all  operating.  Rice,  fruit  and  sugar 
beets  are  the  main  crops  being  irrigated 
and  when  the  grain  is  removed,  additional 
land  will  be  flooded  for  beans. 

The  Sacramento  River  has  fallen  rapidly 
but  the  rain  in  the  valley  on  June  15-16 
caused  about  a  six  foot  rise  in  the  vicinity  of 
Knights  Landing.  However,  this  is  only  a 
temporary  condition  and  the  river  should 
continue  to  fall.  The  flow  at  Sacramento 
on  May  24th  was  35,0(X)  cubic  feet  per 
second,  while  on  June  21st  it  was  17,500 
cubic  feet  per  second. 

The  flow  of  the  San  Joaquin  River  at 
Lathrop  on  June  19th  was  13,500  cubic  feet 
per  second. 


CALIFORNIA  COOPERATIVE  SNOW 
SURVEYS 


With  the  opening  up  of  the  mountain 
roads  at  high  elevations  during  the  past 
month,  the  snow  surveying  equipment  that 
had  been  kept  at  the  shelter  houses  during 
the  winter  was  gathei-ed  up  and  collected  at 
convenient  central  locations.  Here  it  will 
be  init  in  good  repair,  and  stored  away 
for  distribution  to  the  shelter  cabins  again 
next  fall. 

Work  in  the  oflice  has  continued ;  previ- 
ous forecasts  are  being  given  a  final  overall 
check,  snowpack-runoff  curves  are  being  re- 
vised and  brought  up  to  date,  and  all  sup- 
porting data  gathered  during  the  past  autumn 
and  winter  are  being  reviewed  and  put  into 
shape  for  permanent  filing.  Research  work 
is  l)('ing  done  regarding  the  snowpack-runoff 
relations  in  certain  areas,  where  it  is  believed 
forecasts  even  more  accurate  than  those 
obtained  at  the  present  time  may  be  obtained 
by  modifying  the  procedure  at  present  fol- 
lowed in  forecasting  for  these  areas. 


WATER   RESOURCES 


i>!oiith   Coastal   Basin   Inrestiyalion 

Work  on  the  South  Coastal  Basin  Investi- 
gation. Southern  California,  continued  along 
routine  lines  in  the  field  and  oifice  during 
the  month   of  June. 


CENTRAL   VALLEY   PROJECT 


The  United  States  Bureau  of  Reclamation 
coutiuued  work  during  the  month  on  the 
preparation  of  plans  necessary  for  starting 
construction  on  the  initial  units  of  the 
project.  Preliminary  investigations  and 
exploration  work  have  been  continued. 


(July  1937)  California  Highways  and  Public  Works 


New  Highway  Leads  to  Death  Valley 


Reconnaissance 


(Continued  from  page  6) 

furnished  transportation  across 
country  until  boulders  too  lar^'e  and 
numerous  to  permit  further  travel 
were  encountered.  From  there  on  ex- 
ploration was  conducted  on  foot. 

Reconnoitering  the  easterly  side  of 
this  plateau  was  fairly  simple,  the 
terrain  allowing-  ea.sy  alignment  and 
gentle  grades,  but  descending  from 
this  plain  into  Panamint  Sink,  which 
lies  at  an  elevation  below  2,000  feet, 
brought  one  face  to  face  with  a 
variety  of  canyons  extending  westerly 


Survey  and  Plans 


(Continued  from  page  6) 

first,  a  far  glimpse  of  Panamint  Sink 
from  between  its  high  walls,  then  a 
clear  view  of  its  colorful  depths  from 
a  closer  point  of  vantage. 

Steadily  dropping,  we  followed  our 
grade  contour  into  and  out  of  can- 
yons, around  ridges,  across  washes, 
reversing  our  direction  time  after 
time  in  an  effort  to  lose  elevation  on 
ground  that  would  lend  itself  to  easy 
construction,  yet  maintaining  a  mini- 
mum radius  curvature  of  200  feet. 

In  this  broken  area,  we  experienced 


Construction 


(Continued  from  page  6) 

like  a  bar  of  steel  when  struck  with  a 
hammer,  proved  to  be  only  a  few  feet 
thick  and  overlying  a  loose  deposit 
of  cinders. 

A  stratified  limestone  outcrop 
developed  layers  of  such  tenacity  that 
a  few  inches  of  hole  per  hour  was 
considered  good  progress,  and  drill 
bits  had  to  be  changed  at  the  rate  of 
9  per  foot  of  hole  drilled. 

Steady  progress  has  been  main- 
tained by  the  contractor  by  means  of 
double  shifts,  with  the  result  that  the 


WtLLEY 


Sketch   map  shows   location   of  new   highway  leading  to   Death   Valley  and   avoiding   Darwin   Wash.     Black   line   is   realigned   route. 


into  the  range  from  the  floor  of  the 
sink.  To  overcome  the  difference  in 
elevation  meant  much  looping  and 
curving  of  line,  but  by  hanging  pre- 
cariously to  lava  rims,  dodging  basalt 
cliffs,  and  meandering  around  cinder 
cones,  a  satisfactory  route  was  ob- 
tained at  last,  and  one  that  joined  the 
present  road  at  the  mouth  of  Darwin 
Wash.  Alignment  and  gradient  stand- 
ards were  met  at  economical  cost, 
cloudburst  conditions  were  minimize(l, 
and  the  first  step  in  a  new  road  intp 
Death  Valley  was  accomplished. 


some  ilifficulty  in  walking  to  and  from 
our  work,  as  it  was  found  to  be 
shorter  to  drive  down  Darwin  Wash 
on  the  existing  road,  and  then  climb 
the  escarpment  above  the  wash  to  the 
site  of  our  woi'k.  This  entailed  climb- 
ing approximately  2,000  feet  and 
carrying  all  the  paraphernalia  of  a 
survey  party,  including  our  water, 
which  is  at  a  premium  in  that 
country. 

In  the  latter  part  of  April,   1936, 
the  field  work  was  completed,  a  junc- 

(Continued  on  page  28) 


completion  of  the  work  is  scheduled 
for  early  in  September  of  this  year. 

Local  organizations  are  planning  a 
jubilee  pageant  to  mark  the  comple- 
tion of  this  highwa}-,  commemorating 
the  evolution  of  various  modes  of 
transportation  into  Death  Valley. 
The  passage  of  burro  and  miner, 
mule-team  and  freighter,  truck  and 
automobile  over  this  new  road,  on 
that  day,  .will  mark  the  final  step  in 
the  complete  building  of  a  safe  and 
modern  highway. 


California  Highways  and  Public  Works    (juiy  i9)7) 


[  T-wenty-seven  ] 


Locating  Death  Valley 
Highway  Was  Hard  Task 


Maze  Road  Proves 
Aid  to  Tracy  and 
Modesto  Traffic 


(rfintinuecl  from  pag-e  27) 


tinii  witli  tlif  existinii'  i-oacl  estHbli.slied 
at  till'  nioutli  of  Darwin  Wash,  and 
the  preliminary  survey  proved  the 
fact  tliat  an  et-onomical  line  was  pos- 
sible with  a  niaxiimnii  grade  of  7.8 
l)er  cent  for  the  last  three  miles,  and 
a  minimum  radius  curvature  of  200 
feet.  This  work  was  completed  .iust 
in  time,  as  the  heat  waves  rising  from 
the  baked  ground  and  >>las.sy  rocks 
were  proving  a  factor  which  might 
iirevent  the  eomiiletion  of  the  work. 
As  the  field  work  was  progressing, 
the  maps  were  lieing  constructed  in 
the  field  and  district  offices,  and  after 
the  completion  of  the  survey,  the  de- 
sign of  the  final  location  was  attacked 
in  earnest.  Aside  from  the  usual  ])ro- 
( edure  of  balancing  the  excavation 
quantities,  several  factors  arose  that 
were  of  interest,  and  entailed  a  .study 
to  determine  their  relative  values. 

CLOUDBURST    AREA 

Here  was  a  road  through  a  cloud- 
burst area,  subject  to  an  intense  de- 
luge concentrated  in  relatively  small 
S|)ace.  yet  whose  |)oint  of  impact  was 
as  unpredictable  as  the  striking  of  a 
bolt  of  lightning.  Tons  of  water 
down  a  small  wash — and  dry  ground 
a  quarter  of  a  mile  away!  Culverts 
to  accommodate  all  drainage  would 
cost  a  fortune,  so  the  fills  across  the 
various  depressions  were  designed  to 
be  |)ermeable,  and  so  allow  wliatever 
water  struck  them  to  pas.s  through 
with  but  little  restriction.  In  some 
of  the  larger  wa.shes  which  showed 
signs  of  having  carried  floods  re- 
cently, a  relief  ])ipe  was  designed  to 
be  ]ilaced  close  to  the  top  of  the  fill, 
just  as  a  precautionary  measure. 

Cognizance  was  taken  of  the  geo- 
logical formations  and  wherever 
.strata  was  encountered  that  was  in- 
clined in  such  a  direction  as  to  be  in 
a  position  to  slip  into  the  roadway 
during  construction,  allowance  was 
ma(h>  for  its  removal  and  disposal. 

FLOOD   PROTECTION 

T(i  further  the  stability  of  fills 
under  the  action  of  rushing  water, 
the  U])stream  faces  were  flattened  by 
the  placing  of  additional  material.  In 
those  localities  where  an  unusually 
large  amount  of  water  would  be  ex- 


pected, dips  in  the  grade  line  were 
designed  to  allow  the  water  to  pass 
across  the  .surface  of  the  roadway  in- 
stead of  through  the  fill,  and  in  these 
cases,  the  upstream  faces  were  flat- 
tened to  the  extent  of  filling  the 
washes  level  with  the  grade  of  the 
highway. 

Due  to  the  inaccessible  location  of 
the  project.  s)ieeifieations  were  drawn 
NO  the  lu'oject  would  be  as  attractive 
as  possible  to  jirospective  bidders. 
Close  finishing  of  the  slojies  was 
eliminated  in  this  region  as  it  was 
felt  that  the  severe  windstorms,  which 
are  prevalent,  would  soon  undo  what- 
ever work  man  could  accomiilisli,  and 
so  would  be  a  total  lo.s,s  to  the  State. 

End-dumping  in  the  construction 
of  fills  was  allowed  as  the  material 
was,  in  general,  very  rocky,  and  sub- 
soil investigation  disclosed  the  fact 
that  but  little  subsidence  would  re- 
sult and  shrinkage  would  be  negli- 
gible. The  time  limit  was  placed  at 
a  very  liberal  date,  and  the  require- 
ment of  water  in  compacting  em- 
bankments was  entirely  eliminated 
due  to  its  scarcity. 

CURVATURE    STATISTICS 

As  a  result  of  this  design,  bids 
were  opened  on  December  6,  1936 — 
the  Peninsula  Paving  Company  of 
San  Praueisco  being  low  bidder,  and 
offering  to  complete  the  ]5roject  for 
ajiproximately  6.79<  under  the  Engi- 
neer's Estimate. 

Another  step  toward  a  highway 
into  Death  Valley  was  completed. 

The  following  statistics  of  curvature  and 
length  afford  a  graphic  picture  between 
the  old  and  the  new: 

Present    245     12,065   OO'OO"     30     19.900 

Proposed  ___   72       4,111    48'20"  200'    17.541 


Difference  ..173       8,953M1'40" 


Iiulications  that  as  many  as  100,000 
new  house  trailers  will  be  produced 
in  the  United  States  during  1937  are 
contained  in  reports  received  from 
various  sources  in  the  trailer  industry. 


Motor  trucks  in  use  in  the  United 
States  last  A'ear  numbered  approxi- 
mately 4,020,000. 


the  first  contract  sto]i|)ed  at  the  River 
Road,  about  21-  miles  short  of  the 
West  Side  Highwa.v. 

DISTANCE    IS    SHORTENED 

This  new  cross-valle,v  road  westerly 
from  Modesto,  and  using  the  existing 
West  Side  Highway  into  Tracv,  will 
shorten  the  distance  between  ilodesto 
and  Tracy  about  one  mile,  as  com- 
pared with  the  present  State  highway 
from  I\[odesto  through  Salida,  Ripon 
and  Manteca  to  Trac.v.  There  will  be 
a  considerable  saving  in  time  due  to 
the  new  road  avoiding  all  cities  and 
built-up  areas.  A  change  in  the 
West  Side  Highway  east  of  Tracy 
would  save  another  one  and  one-half 
miles. 

The  first  contract  included  build- 
ing a  bridge  over  the  San  Joaquin 
River  and  grading  and  oil  mix  sur- 
face treatment  of  about  3.1  miles,  be- 
tween River  Road  and  two  miles  west 
of  Gates  Road.  This  bridge  has  a 
total  length  of  1573  feet  7f  inches 
and  consists  of  two  steel  truss  spans 
at  135  feet  3  inches  each  over  the 
main  channel  and  sixty-eight  19-foot 
trestle  spans,  sixt.v-three  east  of  and 
five  west  of  the  Main  Channel. 

The  steel  spans  are  su]i|K)rted  on 
concrete  piers  founded  on  wooden  pil- 
ing. All  trestle  piles  are  creosoted. 
The  deck  is  concrete.  24  inches  be- 
tween guard  rails.  There  is  a  two- 
foot  walk  on  each  side  of  the  struc- 
ture. 

This  contract  was  completed  by 
the  Pacific  Bridge  Co.  The  contract 
l)rice  was  $162,973.50. 

The  second  contract,  let  to  Basich 
Bros,  for  a  contract  price  of  $46,- 
285.80,  consisted  of  grading  and  road 
mix  surface  treatment  for  about  4  7 
miles  of  roadway.  1.85  miles  lies  east 
of  aiul  adjacent  to  the  first  job  and 
2.83  miles  lies  to  the  west ;  the  west- 
erly 1.39  miles  is  in  San  Joaijuin 
County,  the  balance  is  in  Stani.slaus 
County. 

This  I'oad  should  i-elieve  to  a  con- 
siderable degree  the  traffic  congestion 
on  the  jiresent  highway  between 
Modesto  and  Tracy,  and  mean  a  con- 
siderable saving  in  time  to  traffic 
using  it. 


I  T-wenty-eight  ] 


(]iiiy  19)7)  California  Highways  and  Public  Works 


STATE  OF  CALIFORNIA 


Department  of  Public  Works 

Headquarters:   Public  Works  Building,  Twelfth  and  N  Streets,  Sacramento 


PRANK  F.  MERRIAM Governor 

JUSTUS  F.  CRAEMER Assistant  Director 


EARL  LEE  KELLY Director 

EDWARD  J.  NERON Deputy  Director 


CALIFORNIA  HIGHWAY  COMMISSION 


HARRY  A.  HOPKINS,  Chairman,  Taft 

PHILIP   A.    STANTON,    Anaheim 

H.  R.  JUDAH,  Santa  Cruz 

PAUL   G.   JASPER,    Fortuna 

WILLIAM  T.  HART,  Carlsbad 

JULIEN  D.  ROUSSEL,   Secretary 


DIVISION  OF  HIGHWAYS 


C.  H.  PURCELL,  State  Highway  Engineer,  Sacramento 
G.  T.  McCOY,  Assistant   State  Highway  Engineer 
J.    G.    STANDLEY,    Principal    Assistant    Engineer 

R.    H.    WILSON,    Office    Engineer 

T.  E.  STANTON,  Materials  and  Research  Engineer 

FRED  .1.  GRUMM,  Engineer  of  Surveys  and  Plans 

C.  S.  POPE,  Construction  Engineer 

T.   II.   DENNIS,  Maintenance  Engineer 

F.  W.  PANHORST,  Bridge  Engineer 

V.  CAMPBELL,  Engineer  of  City  and  Cooperative  Projects 

R.  H.  STALNAKER,  Equipment  Engineer 

E.   R.   IIIGGINS,   ComptroUer 

DISTRICT    ENGINEERS 

.L    W.    VICKREY,   District   I.    Eureka 

F.    W.    HASELWOOD,    District    II,    Redding 

CHARLES   H.   WHITMORE,   District   III,   Marysviile 

JNO.  H.   SKEGGS,   District   IV,   San   Francisco 

L.  H.  GIBSON,  District  V,  San  Luis  Obispo 

R.  M.  GILLIS,  District  VI,  Fresno 

S.  V.  CORTELYOU,  District  VII,  Los  Angeles 

E.  Q.  SULLIVAN,  District  VIII,  San   Bernardino 

S.  W.  LOWDEN  (Acting),  District  IX,  Bishop 

R.  E.  PIERCE,  District  X,  Stockton 

E.  E.  WALLACE,  District  XI,  San  Diego 

SAN   FRANCISCO-OAKLAND  BAY  BRIDGE 
C.  E.  ANDREW,  Bridge  Engineer 


DIVISION  OF  WATER  RESOURCES 


EDWARD  HYATT,  State  Engineer,  Chief  of  Division 

J.   J.   HALEY,   Jr.,  Administrative  Assistant 

HAROLD  CONKLING,  Deputy  in  Charge  Water  Rights 

A.  D.  EDMONSTON,  Deputy  in  Charge  Water 
Resources  Investigation 

R.  L.  JONES,  Deputy  in  Charge  Flood  Control  and  Reclamation 

GEORGE  W.  HAWLEY,  Deputy  in  Charge  Dams 

SPENCER    BURROUGHS,    Attorney 

EVERETT  N.  BRYAN,  Hydraulic  Engineer  Water  Rights 

GORDON  ZANDER,  Adjudication,  Water  Distribution 


DIVISION  OF  ARCHITECTURE 


GEORGE  B.  McDOUGALL,  State  Architect,  Chief  of  Div;sion 

P.  T.  POAGE,  Assistant  Chief 

W.  K.  DANIELS,  Administrative  Assistant 

HEADQUARTERS 

H.    W.    DeHAVEN,    Supervising   Architectural    Draftsman 

C.    H.    KROMER,    Principal    Structural    Engineer 

CARLETON  PIERSON,  Supervising  Specification  Writer 

J.  W.  DUTTON,  Principal  Engineer,  General  Construction 

W.  H.  ROCKINGHAM,  Principal  Mechanical  and  Electrical 
Engineer 


DIVISION  OF  CONTRACTS  AND  RIGHTS  OF  WAY 


C.  C.  CARLETON,  Chief 

CLARENCE  W.  MORRIS,  Attorney,  San  Francisco 

FRANK   B.  DURKEE,   Attorney 

C.  R.  MONTGOMERY,  Attorney 

ROBERT  E.  REED,  Attorney 


DIVISION  OF  PORTS 


Port  of  Eureka — William  Clark,  Sr.,  Surveyor 


GEORGE  H- MO 


PM:    If  addressee  has  moved 
notify  sender  on 

Form  3547 

Division  of  Highways 

P.  O.  Box  1499 
Sacramento,  California 


Seattle  Public  Library. 
Seattle, 

Wash . 


SEC.  562  P.  L.  &  R. 
U.  S.  POSTAGE 

PAID 

Sacramento,  Cal. 
Permit  No.  152 


MAP 

SHOWING 

STATE  HIGHWAY  SYSTEM 


LOS  ANGELES  AND  VICINITY 


.,M,jy..  m  settingrfor^ 
Feather Mi}>erM'ghway  and  iis  bridges. 


AUGUST- 1937 


UJ(j  so  "3/ 


CALIFORNIA  HIGHWAYS  AND  PUBLIC  WORKS 

Official  Journal  of  the  Division  of  Highways  of  the  Department  of  Public  Works,  State  of  California 

EARL  LEE  KELLY,  Director  C.  H.  PURCELL,  State  Highway  Engineer  JOHN  W.  HOWE,  Editor 

Published  for  information  of  the  members  of  the  department  and  the  citizens  of  California 

Editors  of  newspapers  and  others  are  privileged  to  use  matter  contained  herein.     Cuts  will  be  gladly  loaned  upon  request. 
Address  communications  to  California  Highways  and  Public  Works,  P.  O.  Box  1499,  Sacramento,  California. 

Vol.15  AUGUST,  1937  No. 


Table  of  Contents 

Page 

Feather  Elver  Route  Opens,  Illustrated 1-7 

By  F.   W.  Haselwoodf  District  Engineer 

Sail  Gabriel  Dam  Dedicated  by  Governor  Merriam,  Illustrated 8-9 

By  Edward  Hyatt,  State  Engineer 

Improved  Sherwin  Hill  Grade  Increases  Lure  of  High  Sierra 10 

By   C.   Cleman,  District  Maintenance  Engineer 

Pictures  of  Sherwin  Grade  Realignment 11 

Award  of  Contract  Dooms  Curves  on  Cuesta  Grade 12 

By  Lester  H.   Gibson,  District   Engineer 

Pictures  of  Cuesta  Grade  Construction 13 

Highwaj'  Progress  Puts  End  to  Obsolete  Road  East  of  Colton 14 

By  E.  Q.  Sullivan.  District  Engineer 

Pictures  of  New  Redlands-Colton  Highway 15 

Modern  Highway  Replaces  Old  Winding  Jack  Rabbit  Trail 16 

By  A.  Everett  Smith,  Assistant  Highway  Engineer 

Pictures  of  the  New  Jack  Rabbit  Trail 17 

Traffic  Flows  While  Highway  is  Being  Built 18 

By  R.  M.  Gillis,  District  Engineer 

Pictures  of  Improved  Section  of  Route  4  North  of  Fresno 19 

Construction  Work  on  Altamont  Pass  Highway  Project  Launched, 

Illustrated  20 

Picture  of  San  Gabriel  Dam 21 

Traffic  on  State  Highways  Shows  Increase  over  1936 22 

By  T.  H.  Dennis,  Maintenance  Engineer 

Highway  Engineers  Preserve  Roadside  Growth,  Illustrated 23 

New  Road  Conquers  Waste  Lands  from  Mountain  Pass  to  Nevada 24 

By   C.   V.  Kane,  Resident  Engineer 

Pictures  of  New  Highway  from  Mountain  Pass  to  Las  Vegas 25 

Bay  Bridge  Terminal  Construction  Under  Way 26 

Drawings  of  Proposed  Bay  Bridge  Terminal  Building  and  Approaches 27 

liighways  Serve  to  Boost  State  Fair  Attendance,  Illustrated 30,  31 

New  Viaduct  Adds  Link  in  Highway  60 32 

Pictures  of  N  and  0  Street  Viaduct  in  Wilmington,  Los  Angeles  County 33 

Retirement  of  Colonel  R.  B.  Marshall  is  Loss  to  Public  Works  Department  34 

Highway  Bids  and  Awards  for  July,  1937 35 

In  Memorium,  Harry  J.  Pearce 36 


Engineers  Conquer  Cliffs  and 
Deep  Gorges  to  Construct 

New  Scenic  State  Road 


CARVED  out  of  solid  rock,  hewn  throiig-h  granite  cliffs, 
crisscrossing  mountain  streams,  the  eight  million  dollar 
Feather  River  Highway,  State  sign  route  No.  24.  was 
dedicated  to  public  service  by  Governor  Frank  F.  IMerriam 
with  impressive  ceremonies  held  in  the  shadow  of  Grizzly 
Dome  in  the  canyon  of  Rio  de  las  Plumas  on  August  14. 

First  sul•^'eyed  for  a  wagon  road  by  the  pioneer  engineer 
Arthur  Walter  Keddie  in  1867.  the  Feather  River  Highway. 
a  dream  of  seventy  years,  built  at  a  cost  of  $100,000  a  mile, 
is  a  reality. 

California  and  Nevada,  the  counties  of  Butte  and  Plumas 
and  many  sections  of  the  State  represented  by  officials  and 
the  California  State  Chamber  of  Commerce  participated  in  a 
three-day  celebration  in  observance  of  the  opening  of  this 
splendid  new  highway,  one  of  the  most  picturesque  in  the 
west. 

CHIEF   WINNEMUCCA   ATTENDS 

A  banquet  and  dance  at  Oroville  on  Friday  night.  August 
13,  colorful  dedication  ceremonies  the  following  morning  at 
Grizzly  Dome,  an  outdoor  luncheon  tendered  to  Governor 
Merriam  and  his  party  and  representatives  of  Governor 
Richard  Kirman  of  Nevada  and  the  Reno  Chamber  of  Com- 
merce at  Quincy  Saturday  noon,  followed  by  a  program  of 
speech  making,  and  a  banquet  in  Reno  Saturday  night 
featured  the  highway  jubilee,  which  closed  with  a  rodeo  at 
Portola  on  Sunday. 

To  the  dedication  at  Grizzly  Dome  came  Chief  Winnemucea. 
sole  surviving  chieftan  of  the  Piute  tribe  of  Indians,  who  once 
ruled  the  wilderness  domain  through  which  runs  the  Feather 
River  Highway.  With  Winnemucea  were  the  boys'  band  of 
the  Carson  City  Indian  School  in  Nevada,  and  braves,  squaws 
and  papooses  of  the  tribe,  representatives  of  a  vanishing 
nation  of  redmen. 


SMOKE  PIPE  OF  PEACE 

The  chief  and  his  people  camped  on  the  highway  at 
Grizzly  Dome  and  after  Governor  Merriam.  Director  of  Pub- 
lie  Works  Earl  Lee  Kelly  and  State  Highway  Engineer 
Robert  A.  Allen  of  Nevada  had  made  short  dedicatory  talks. 
Governor  Merriam  left  the  speakers'  platform,  went  to  the 
tejiee  of  Chief  Winnemucea  and  there  smoked  a  pipe  of  peace 
with  the  aged  chieftan,  signalizing  the  Indians'  recognition 
of  the  march  of  progress  of  their  white  brothers. 

In  his  talk.  Governor  Merriam  praised  the  engineers  of  tlif 
Division  of  Highways  who  built  the  road  and  dwelt  upon  tin 
magnitude  of  the  task  they  tackled.  Director  Kelly  tool; 
occasion  to  pay  tributes  to  Bert  B.  Meek,  former  Director  ol 
Public  Works,  under  whose  supervision  the  actual  construc- 
tion of  the  highway  was  launched,  and  to  Attorney  General 
U.  S.  Webb,  whose  wise  legal  decisions  made  it  possible  to 
start  the  work  of  building  the  road. 

To  Fred  C.  Tatton  of  the  California  State  Chamber  of 
Commerce;  Erie  Cullenward,  Publicity  Director,  and  to 
Chairman  L.  B.  O  'Rourke  and  the  members  of  the  general  com- 
mittee in  charge  of  the  celebration  is  due  credit  for  the 
successful  and  unusual  ceremonies  attending  dedication  of  the 
new  highway. 


Feather  River 
Route  Opens 

By  F.  W.  HASELWOOD 

District  Engineer 


Deliglitfiil     stretcl 


oaching 


BEFORE 

This  picture  shows  start  of  highway   tunnel  operations    on    face    of    Grizzly    Dome,    huge 
granite   pile,    in    Feather    River   Canyon. 


ANOTHER  GREAT  HIGHWAY 

The  dedication  and  formal  openiii;^' 
of  tlie  Featlier  River  hi»liway  sit;- 
iialized  tlip  completion  of  another  of 
California's  truly  g-reat  higlnvav 
projects. 

This  highway  opens  the  door  in 
another  phase  of  development  for  tlu' 
mountain  area  that  it  will  serve  and 
brings  to  reality  the  dreams  long 
cherished  by  residents  of  Plumas 
County  for  closer  contact  with  tlu'ir 
neighbors  in  the  great  Central  Val- 
ley. It  marks  the  fulfillment  of  the 
mandate  of  the  people  as  expressed 
at  the  polls  in  1909,  when  $18,000,000 
was  voted  to  lay  out  and  begin  n in- 
struction on  the  State's  great  high- 
way system. 

The  Oro-\ulle-Quincy  county  sent 
lateral,  or  Feather  River  highway, 
follows  the  Feather  River  and  its 
tributaries  for  77.75  miles.  The  jinr- 
tion  eomjileted  and  now  dedicated  tn 
public  service  is  70.75  miles  between 
Oi-oville  and  Keddie.  It  was  neees- 
sar.v  to  complete  this  entire  unit  be- 
fore through  traffic  could  be  served. 
The  seven  miles  between  Keddie  and 
Quincy  is  traversed  by  a  usable  road 
that  is  yet  to  be  developed  into  a 
standard  highway. 

ELIMINATES  OLD  ROADS 

Plumas  County,  like  other  moun- 
tain counties  of  California,  rich  in 
mineral  deposits  and  timber,  and  with 
fertile  valleys  and  abundant  water 
supply,  was  settled  early  in  the  his- 
tory of  the  State  and  was  served  by 
the  usual  narrow  and  crooked  moun- 
tain roads  over  which  the  six-  or 
eight-horse  freight  wagons  slowly 
mo\'ed.  These  were  mostly  one-way 
roads  even  for  wagons,  and  it  is  re- 
called that  no  longer  ago  than  190.'i, 
not  far  out  of  Beekwourth,  our  survey 
line  wagon  had  to  be  let  over  tlic 
grade  to  permit  a  freight  wagon  to 
pass. 

This  survey  was  for  the  Westi'rn 
Pacific  railroad  which  came  into  the 
county  over  Beekwourth  Pass,  fol- 
lowed" the  Middle  Fork  to  Spring 
(4arden  and  the  North  Fork  to  Oro- 
ville.  breaking  through  for  the  first 
time,  the  commercial  isolation  of  the 
county  and  opening  the  way  for  de- 
velopment of  the  natural  resources. 

Railroad  operation  began  in  the 
same  year  that  the  people  of  Cali- 
fornia decided  that  a  system  of  im- 
proved highway.s  was  nece.ssary  to 
provide  for  the  growing  demands  of 
the  new  type  of  traffic  resulting  from 


[Two] 


(August  19)7)  California  Highways  and  Public  Works 


the  phenomenal  development  and  use 
of  the  motor  vehicle. 

PLUMAS  COUNTY  INSISTENT 

But  the  narrow  wagon  roads  of 
Plumas  County  were  of  little  or  no 
use  to  the  motor  vehicle,  and  as  this 
type  of  traffic  rapidly  developed, 
Plumas  County  again  relapsed  into 
a  state  of  comparative  isolation.  Its 
people  were  never  quiescent,  however, 
but  always  firmly  and  respectfully 
demanded  their  birthright.  And  high- 
way commissions  consistently,  l)ut 
without  sufficient  funds,  tried  to  do 
something  about  it. 

A  highway  between  Oroville  and 
Quincy,  fulfilling  the  mandate  of  the 
constitution  for  connecting  county 
seats  to  tlie  main  trnnlc  highways,  if 
constructed  along  the  Feather  River 
or  any  of  its  tributaries,  would  cost 
more  than  contemplated  by  any 
financing  provided  for  highway  work 
and  would  be  of  no  value  unless 
entirely  completed. 

JIERRIMAC  CtRADE  TACKLED 

Along  about  1918,  however,  a  pro- 
posal was  under  way  to  start  con- 
struction on  this  highway  following, 
in  general,  the  existing  ridge  route 
by  way  of  Bidwells  Bar,  Berry  Creek, 
Merrimac,  Letter  Box,  Bucks  Ranch, 
Tollgate  and  Meadow  Valley.  This 
route  has  been  the  principal  road 
serving  Plumas  County  and  since 
1926  has  been  maintained  by  the 
State,  serving  as  a  detour  during  the 
construction  of  the  river  road.  Sur- 
veys were  started  in  the  vicinity  of 
Merrimac,  and  preparations  were 
made  for  the  establishment  of  a  con- 
vict camp  whose  first  work  would  be 
the  development  of  a  new  route  to 
eliminate  the  steep  and  difficult  Mer- 
rimac grade. 

Before  this  camp  was  established, 
the  new  $40,000,000  bond  issue  of 
1919  was  lainiched  with  the  intent  of 
its  supporters  that  the  Oroville- 
Quincy  county  seat  lateral  should  be 
a  low  level  road  along  the  Feather 
River  and  its  tributaries,  with  par- 
ticular empliasis  on  the  North  Fork 
as  tlir  tributary. 

"north  fork  or  nothing" 
Plumas  County  wanted  her  isola- 
tion l)roken  by  an  adequate  highway 
and  was  never  in  doubt  as  to  where 
she  wanted  that  highway.  The  ridge 
road  was  closed  by  snow  half  of  the 
year,  and  snow  removal  was  not  yet 
curi-ent  practice.  The  divide  crossed 
by  this  I'oad  at  Letter  Box,  at  the  top 


And    this    pictL 


shows    how    Divi: 
and    pierced 


California  Highways  and  Public  Works   (Ansust  isi?) 


AFTER 

of    Highway    engineers    conquered    Grizzly    Dome 
(ith   a   tunnel   and    highway. 

[Three! 


of  Freiiehman 's  Hill,  was  over  5800 
feet  high,  and  snowfall  was  heavy, 
came  early  and  stayed  late.  Around 
Letter  Box  are  axe  marks  high  in  the 
trees,  said  to  have  been  made  by  mail 
carriers  on  skis.  Plumas  County 
didn't  want  its  highway  to  be  built 
over  the  ridge,  and,  in  preparation 
for  the  1940  bond  issue,  developed  the 
slogan  "North  Fork  or  Nothing." 
But  at  no  time  was  anyone  ever  mis- 
led into  thinking  that  "nothing" 
would  be  acceptable. 

Surveys  -via  the  North  Fork  were 
started  in  1919,  and  the  impossibility 
of  constructing  the  loid  ^Mth  iunds 
that  could  be  made  available  ^^as  nn 
mediately  obvious  Au  estnnate  foi 
the  completed  load  made  in  102-1 
placed  the  cost  at  $7  0  iS  333 

GAS   TAX  '^T\KTS   HOAU 

It  was  known  at  tins  time  that  the 
cost  of  grading  the  AVc  st(  t  n  Pacific 
through    the     can^  on     Ik  tween 
Keddie  and  OroMlle  was  about 
$7,616,000.     This  cost  is  exclu 
sive   of   tunnels   and   budges 
Tlie  advent  of  tlie 
gas  tax  in  makin_ 
possible  a  continu 
ous    supply    (it 
funds  provided  tli 
opportunity     1  o 
start  work  on  this 
road.     New   e  s  1 1 
mates  submitted 
after  further  stud 
ies  in  1927,  placed 
the  cost  at  $6,890 
046,  and  a  reason 
able  period  of  con 
s  t  r  u  e  t  i  on,  if  fi- 
nances    could     b  e 
provided  at  a  suf- 
ficient rate,  as  six 
years.    The  figures 
given   are   for   net 
construction   costs. 

For  a  long-con- 
tinued job  in  a  remote  and  unsettled 
area,  the  use  of  convict  labor  was 
advantageous.  Early  in  May,  1928, 
Camp  16  was  established  near  Vir- 
gilia,  on  the  East  Branch,  13  miles 
below  Keddie,  and,  later  in  the  same 
month,  Camp  17  was  established  in 
Potters  Ravine,  near  Oregon  City,  9 
miles  above  Oroville.  For  nine  years 
after  the  establishment  of  camps,  an 
average  of  $800,000  per  year  or 
$2,700  per  working  day,  has  been  ex- 
pended by  convict  labor  and  by  con- 
tract for  grading,  constructing 
bridges    and    for    providing    a    tem- 


porary  oiled  surface   on  70.75  miles 
between  Oroville  and  Keddie. 

CO.ST  IS  .$7,:;SO,l"rO 

The  net  construction  cost  of  the 
70.75  miles  dedicated  to  public  use 
on  August  14  is  $7,080,150,  or 
slightly  over  $100,000  per  mile.  The 
estimated  cost  of  the  remaining 
seven  miles  between  Keddie  and 
Quincy,  including  a  standard  surface 
and  bridge  across  Spanish  Creek  is 
$300,000,  bringing  the  total  cost,  ex- 
clusive of  right  of  way  and  engi- 
neering, of  a  usable 
road  through  the 
Feather  River  Canyon 
to  $7,380,150 
Preliminary 
surveys  cost 
$252  310 , 


^'-'^       right 
of 

way, 

$8767  8,  and 

const  ruction 

engineering 

$331386    adding 

$671,374  to  the  cost 

total. 

In  the  course  of 
t  i  m  e,  as  necessit\' 
arises,  a  higher  type  of  surfac- 
ing will  be  required.  It  is  proli- 
able  tliat  over  a  period  of  ten  years, 
an  additional  expenditure  of  $1,000,- 
000  will  be  required  for  .surface  im- 
provement. The  present  surface,  ex- 
cept for  the  first  four  miles  out  of 
Oroville.  which  has  a  ba.se  course  of 
crushed  rock,  is  selected  local  mate- 
rial with  a  bituminous  surface  treat- 
ment. 

HEAVY  GRADING 

The  construction  of  the  entire 
route  involved  consistently  heavy 
grading.  The  total  excavation  was 
7-709,744  cubic  yards,  an  average  of 
about  109,000  cubic  yards  per  mile. 
And  most  of  the  excavation,  at  least 
85  per  cent,  was  solid  rock.     Some- 


what consistent  with  the  formations 
encountered  in  any  cross-section  of 
the  Sierras,  there  were  belts  of  por- 
phyry, diabase,  granite,  serpentine 
and  schist.  Except  for  portions  of 
the  latter  formation,  all  of  the  rock 
was  hard. 

The  Feather  River  highway  is  the 
only  transmountain  road  that  cuts 
through  the  heavj-  snow  area  of  the 
Sierras  on  a  water  level  grade.  Such 
a  road  has  many  advantages  from  the 
standpoint  of  public  service,  but  low 
initial  cost  or 
speed  of  construc- 
tion are  not  among 
till  m.  In  constnic- 
t  inn  through  a 
1 1\  er  canyon,  ad- 
\<nitages  in  align- 
nu  lit,  as  well  as  in 
sei  viceability  and 
cost,  are  usually 
sei  iired  by  keejiiiii!' 
the  grade  as  clusc 
to  the  highwater  as 
piacticable.  Possi- 
lilt  though  doubt- 
tul  water  storage 
1  ederal  power  re- 
tlie  existence  of  a 
lailroad,  power 
transmission  lines 
thi<)nj,h  the  iiaiiow  canyon,  con- 
t lolled  the  lo(ation  to  a  greater  ex- 
t(  nt  than  did  the  nigged  topography. 

I  MvBOl    0  VI'  1  LEVATION 

Tli(  gieatest  climb  on  the  road  is 
tiom  the  ciossiug  of  West  Branch, 
14  miles  OUT  of  Oroville,  to  Jarboe 
Gap,  six  miles  farther.  The  road  ai 
Jarboe  Gap  reaches  an  elevation  of 
2330  feet,  the  purpose  being  to  avoid 
the  long  detour  made  by  the  river  at 
Bend.  The  descent  is  on  a  light 
grade  back  to  the  river  at  Pulga. 

Since  the  Western  Pacific  Railroad 
is  constructed  through  the  canyon  on 
a  low  grade  line,  it  is  impracticable 
for  most  of  the  way  to  construct  a 
highway  on  the  same  side  without  be- 
ing high  above  the  railroad,  and  at 
such  elevations  deep  ravines  and 
sharp  points  compel  a  tortuous  align- 
ment and  increased  distance  without 
saving  in  cost.  Therefore,  at  Pulga, 
where  the  Western  Pacific  crosses  the 
river  from  south  to  north,  the  high- 
way reverses  and,  with  a  steel  arch 
bridge  located  directly  over  the  rail- 
road bridge,  crosses  to  the  south  side. 
The  total  length  of  the  Pulga  bridge 
is  680  feet.     The  central  arch  is  350 


senes 
II  iiistontinentdl 
1  ()  u  s  t  s     and 


[Four] 


(August  i9}7)  California  Highways  and  Public  Works 


As  illustrated  on  the  cover  page  of  this  issue  of  CALIFORNIA  HIGHWAYS  AND  PUBLIC  WORKS,  bridges  "leap  frog  on 
he  Feather  River  Highway.  Here,  upper  picture,  the  highway  bridge  at  Tobin  is  underneath  the  Western  Pacific  bridge.  Lower 
eft— Section   of   scenic    route    between    Storrie    Bridge   and    Rock    Creek    Bridge.      Lower    right— Highway    as    seen    from    west    portal    ot 


left- 

tunnel   through    G 


California  Hightvays  and  Public  Works   (A,<g„st  isi?) 


[Five] 


feet  long,  and  the  grade  is  216  feet 
above  the  river. 

FOLLOWS  RIVER  FORTY  MILES 

Beyond  the  Pulga  bridge,  the  road 
follows  the  south  bank  of  the  river 
not  too  far  above  the  water  and  justi- 
fies its  classification  as  a  river  road. 
For  -10  miles  it  follows  the  North 
Fork  and  its  tributaries  as  close  to 
the  river  as  topography  and  other 
controls  will  permit. 

This  proximity  to  the  river  offers 
the  advantage  of  better  alignment, 
more  attractive  scenery  and  cheaper 
construction,  because  fills  of  blocky 
rock  can  safely  encroach  on  the  river 
channel.  The  canyon  walls  are  steeper, 
and  polished  areas  of  bare  granite 
are  encountered.  The  rocky  walls  of 
the  canyon  appear  so  firm  and  en- 
during that  one  can  readily  believe 
that  they  have  changed  but  little  since 
the  beginning  of  time. 

Geologists,  who  tell  us  differently, 
divide  the  past  into  ages  measured 
in  terms  of  millions  of  years  and  read 
in  the  rock  formation,  a  different 
.story.  During  one  of  these  geological 
ages,  a  mighty  river  flowed  southerly 
across  the  area  that  is  now  the  west- 
ern slope  of  the  Sierras.  The  pro- 
cesses of  nature  leached  the  gold  out 
of  the  granite  and  deposited  it  in 
crevices  with  solutions  that  crystal- 
ized  into  quartz. 

WORK  OF  AGES 

Through  millions  of  years  of  weath- 
ering and  by  the  aid  of  the  river 
current,  the  softer  rock  was  worn 
down  and  carried  awa.y,  and  the 
heavier  quartz  particles  carrying  gold 
were  rounded  and  polished  and  depos- 
ited in  the  immense  gravel  bars  that 
later  became  the  meeca  for  the  gold 
seekers  who  were  California's  early 
settlers.  Then  an  upheaval  disturbed 
the  course  of  this  river,  and  a  great 
mass  of  ice  covered  the  earth. 

Glaciers  moving  westerly  carved 
great  gashes  through  the  solid  rock, 
and  in  these  depressions  flowed  the 
streams  originating  in  the  higher 
mountains  and  discharging  into  the 
Sacramento  and  San  Joaquin  rivei's. 

Temperature  changes  resulting  in 
contraction  and  expansions  of  the  sur- 
face layers  and  the  action  of  wind, 
water  and  frost  disturbed  most  of  the 
polished  slopes  left  by  the  glaciers. 

The  Arch  Rock  and  Grizzly  Dome 
ureas  of  the  Norfli  Fork  Canyon  have 
most  effectively  resisted  these  forces 
of  disintegration. 

Arch  Rock  derives  its  name  from  a 


I  Six! 


large,  areh-shaped  piece  of  the  outer 
layer  of  the  bare  granite  slope.  Be- 
low the  arch,  the  layer  had  fallen 
into  the  river  and  had  disintegrated 
and  been  washed  away  long  before 
anyone  ever  saw  the  canyon. 

Strange  to  say,  the  original  arch 
fell  into  the  river  of  its  own  accord 
one  night  after  the  drill  crew  work- 
ing- underneach  it,  had  gone  home. 
Had  the  slip  occurred  a  few  hours 
sooner,  more  than  the  tools  would 
have  been  lost.  The  same  arch 
effect,  however,  is  preserved  in  the 
remaining  slab  above  the  original 
arch. 

GRIZZLY   DOME 

Grizzly  Dome  is  higher,  steeper  and 
apparently  sounder  than  the  Arch 
Rock  area.  It  is  capped  by  a  high, 
rounded  mass  of  granite  known  as 
Elephant  Butte.  Faith  in  the  appar- 
ent soundness  of  Grizzly  Dome  was 
shattered  in  1935,  before  any  con- 
struction work  was  started  near  the 
dome,  by  the  spalling  of  a  slab  of 
rock  from  the  front  of  Elephant 
Butte.  Falling  over  500  feet  and 
cruml)ling  as  it  fell,  this  75,000  cubic 
yard  mass  of  rock  filled  the  river  for 
a  depth  of  30  feet  and  a  length  of 
about  500  feet. 

These  more  precipitous  areas 
through  the  rugged  canyon  with  its 
steep  and  bare  granite  walls,  pre- 
sented some  rather  formidable  prob- 
lems of  design.  Many  alternate  lo- 
cations were  investigated,  and  innu- 
merable methods  and  types  of  con- 
struction were  studied  before  the 
present  low  level  location  with  three 
tunnels  was  adopted. 

For  ten  miles  between  Pulga  and 
Rock  Creek,  the  road  follows  a  niche 
cut  in  the  solid  walls  of  the  canyon 
with  three  tunnels  through  precipi- 
tous, projecting  points.  Tunnel  No.  1 
is  265  feet  long,  31  feet  wide  and  21 
feet  high,  without  lining.  These 
dimensions  contemplate  lining  which 
is  not  believed  to  be  necessary  at  this 
time.  To  eliminate  the  hazard  from 
falling  rocks,  rubble  masonry  portals 
were  built  on  this  tunnel. 

TUNNELS  REQUIRED 

At  one  time  the  plans  contemplated 
two  short  tunnels  through  projecting 
granite  points  in  the  two  miles  be- 
tween tunnel  No.  1  and  Grizzly  Creek. 
These  points,  however,  proved  to  be 
loose,  blocky  formations  rather  tlian 
solid,  and  unsuitable  for  tunneling. 

Grizzly  Creek,  the  major  tributary 
of  the  river  from  the  south,  after  a 


precipitous  drop  from  the  high  ele- 
vation near  Frenchman's  Hill,  enters 
the  North  Fork  at  the  base  of  Grizzly 
Dome.  In  the  period  of  melting 
snows,  this  stream  carries  a  large 
flow.  It  is  now  conveyed  through  a 
projecting  rock  point  in  a  drainage 
tunnel  14  feet  wide  and  25  feet  deep, 
and  the  channel  is  filled  with  coarse, 
blocky  granite.  A  considerable  por- 
tion of  the  flow  prefers  the  original 
channel  and  finds  its  way  through 
the  rock  fill. 

Beyond  Grizzly  Creek,  Grizzly 
Dome  rises  high  above  the  river, 
with  slopes  ranging  from  vertical  to 
about  60  degrees  with  the  horizontal. 
The  dome  is  capped  vdth  a  huge 
rounded  mass  of  granite  known  as 
Elephant  Butte  from  which  a  piece 
of  the  face  spalled  off,  as  previously 
described.  The  shattering  of  Ele- 
phant Butte  also  shattered  any  faith 
that  may  have  existed  in  the  possi- 
bility of  constructing  or  maintaining 
a  road  on  the  surface  of  the  area 
below  the  Butte,  and  in  the  matter 
of  safety  of  the  men  during  con- 
struction or  of  traflSc  after  the  road 
was  built. 

TUNNEL  1187  FEET  LONG 

Numerous  plans  from  the  practical 
to  the  fantastic  for  building  a  road 
through  the  Grizzly  Bluff  area  were 
studied.  As  finished,  the  road  enters 
a  390-foot  unlined  tunnel  after  cross- 
ing Grizzly  Creek.  A  short  distance 
beyond  this  tunnel,  the  sweep  of 
broken  rock  from  the  Elephant  Butte 
slide  left  the  slope  in  too  dangerous 
a  condition  to  risk  the  construction  of 
a  road  on  the  surface.  Consequently, 
a  third  tunnel  1187  feet  long  was  con- 
structed under  the  dome.  Four  adits 
contributed  to  econom.v  and  speed  of 
construction  and  provide  light  and 
ventilation. 

Two  miles  above  Grizzly  Dome,  the 
highway  crosses  the  North  Fork  on  a 
steel  truss  bridge  just  above  the 
mouth  of  Rock  Creek. 

In  spite  of  the  problems  involved 
in  constructing  a  road  on  the  same 
side  of  the  river  as  tlie  Western  Pa- 
cific, they  were  less  between  Rock 
Creek  and  Storrie  than  those  en- 
countered on  the  other  side,  among 
whicli  was  the  passing  of  the  Feather 
River  power  house  at  Storrie.  Just 
above  the  power  house  the  road 
crosses  back  to  the  south  side  and  a 
mile  and  a  half  beyond,  at  Tobin, 
crosses  again  and  under  the  "Western 
Pacific  bridge  simnltaneouslv. 


(August  i9}7>  California  Highivays  and  Public  Works 


Portion   of  large  crowd  of  celebrants  gathered   at   portal   of  Grizzly   Dome  tunnel  to  participate  in  dedication  of  Feather  River  High- 
way  Insert — Governor    Merriam,    Director    of    Public    Works    Earl    Lee    Kelly   and    Chief   Winnemucca   conclude   ceremony   of   smoking 

pipe  of  peace. 

Ed  Rawson,  W.  B.  Stout  and  Harry 
Waste. 

Starting  with  an  experienced  crew 
as  a  nucleus,  new  men  were  trained  as 
the  work  progressed  and  expanded. 
It  is  safe  to  say  that  no  more  efficient 
construction  organization  can  be 
found  in  the  country  than  the  one 
which,  after  nine  years  of  develop- 
ment, recently  moved  from  Camp  30 
to  Southern  California. 


HAKD  ROUTE  TO  KEDDIE 

Twenty-seven  miles  more  of  con- 
tinuously heavy  construction  through 
formations  of  granite,  schist  and  ser- 
pentine, lead  to  Keddie.  Just  before 
Keddie  is  reached  the  highway  crosses 
Spanish  Creek  on  a  high,  steel  via- 
duct and  plays  hide  and  seek  with 
the  Western  Pacific  railroad,  crossing 
back  and  forth  over  the  railroad  tun- 
nels. 

During  construction  the  camps 
moved  ahead  as  the  work  progressed. 
Each  camp  occupied  three  locations 
during  the  nine-year  construction 
period.  Construction  by  convict 
labor  covered  a  total  length  of  55.27 
miles,  of  which  the  net  construction 
cost  was  .$4,886,610.  Included  in  this 
was  one  bridge  across  Indian  Creek. 
which  cost  $38,000,  and  three  tunnels 
aggregating  1,742  feet  in  length,  con- 
structed at  a  net  cost  of  $175,342. 
There  were  48,772  cubic  yards  of  tun- 
nel excavation  moved  at  a  cost  of 
$3.60  per  culiie  yard.  The  day  labor 
work  included  6,234,700  cubic  yards 
of  excavation. 

There  were  six  grading  contracts 
for  constructing  14.7  miles  of  road, 
involving  among  other  items,  the 
movement  of  1,475,044  cubic  yards 
and  an  aggregate  cost  of  $1,305,206. 
There  were  also  eleven  contracts  for 


A  TRIBUTE 

"I  would  like  to  pay  a 
tribute  to  the  American  road 
engineer.  I  think  he  has  done 
a  more  beautiful  and  more 
durable  job  of  road  building 
than  any  road  engineers  who 
have  ever  lived.  No  one  can 
look  at  one  of  the  modern 
bridges,  travel  over  the  wide 
curves  of  one  of  the  modern 
roads  without  marveling  at 
the  efficiency  and  beauty  of 
the  work.  I  am  hoping  that 
the  same  genius  which  the 
road  engineers  have  lavished 
on  our  main  highways  will  be 
displayed  in  terms  of  service 
although  perhaps  in  a  less 
striking  manner  to  the  eye  on 
our  secondary  higliways."- — 
Ilcnry  A.  Wallace,  U.  S.  Sccre- 
iarii  of  Agriculture. 


bridges  aggregating  0.78  miles.  Total 
construction  cost  of  these  bridges  was 
.$775,334. 

No  discussion  of  this  road  would 
be  complete  witliout  a  tribute  to  the 
construction  organizations  of  the 
camps    directed    by    Superintendents 


DREAM  COMES  TRUE 

During  the  nine-year  construction 
period,  many  engineers  have  had 
responsible  charge  of  different  phases 
of  the  work.  At  the  conclusion  of  the 
work  by  the  convict  camps,  R.  E. 
Ward  was  resident  engineer  at  Camp 
28  and  George  M.  Webb  at  Camp  30. 
P.  R.  Lowden  maintained  close  eon- 
tact  between  the  camps  and  the  dis- 
trict office. 

For  the  people  of  Plumas  County 
this  completion  of  the  Feather  River 
highway  is  a  dream  come  true.  For 
the  engineers  it  is  the  completion  of 
a  task,  the  magnitude  and  complexity 
of  which  is  rarely  encountered.  For 
the  people  of  California  the  Feather 
River  highway,  to  which  they  have 
long  looked  forward  as  a  link  in  a 
magnificent  highway  system,  is  a  real- 
ity and  forevermore  an  instrument  of 
increasing  service. 


California  Hightvays  and  Public  Works   (August  i9}7) 


[Seven] 


Largest  Earth  and  Rock  Fill  Dam 
Dedicated  by  Governor  Merriam 


By  EDWARD  HYATT,  State  Ensineer 


MARKING  the  completion  of 
the  largest  earth  and  rock 
fill  dam  of  its  type  in  the 
world,  San  Gabriel  Dam  No.  1 — con- 
structed by  the  Los  Angeles  County 
Flood  Control  District  at  a  cost  of 
approximately  $17.000.000 — was  dedi- 
cated on  July  21.  1937,  at  impressive 
ceremonies  attended  by  over  2500  dis- 
tinguished guests  and  citizens.  Gov- 
ernor Frank  F.  Merriam  gave  the 
signal  sending  the  last  load  of  earth 
and  rock  into  tlie  dam,  and  was  the 
principal  speaker  at  tlie  dedicatory 
exercises. 

"This  is  a  happy  occasion  for  all 
of  the  people  of  Los  Angeles  County 
and  particularly  for  those  in  the 
plains  below  the  mouth  of  this  great 
canyon,"  said  Governor  Merriam. 
' '  San  Gabriel  Dam  is  a  tribute  to  the 
broad  vision  of  those  who  built  it. 
It  is  a  monument  to  those  who  sup- 
ported it.  It  not  only  harnesses  a 
menace  to  the  residents  of  the  valley 
below,  but  provides  a  tremendous 
resource  in  water  during  the  arid 
seasons.  It  is  dedicated  to  foresight 
and  thrift.  May  I  congratulate  those 
who  started  this  great  project,  those 
who  carried  on  and  those  who  com- 
pleted it." 

SPEAKERS    LAUD    PROJECT 

With  Vice  President  W.  S.  Rose- 
crans  of  the  Los  Angeles  Chamber  of 
Commerce  acting  as  master  of  cere- 
monies, the  jn-ogram  was  broadcast 
b,v  radio.  The  speaker 's  stand,  erected 
on  the  cre.st  of  the  towering  structure, 
was  packed  with  distinguished  guests, 
including  present  and  former  mem- 
bers of  tlie  Los  Angeles  County  Board 
of  Supervisors.  Federal  and  State 
officials,  and  civic  leaders. 

Other  speakers  in  addition  to  Gov- 
ernor Merriam  included  Supervisors 
Roger  W.  Jessup,  Chairman  of 
r>oard ;  Herbert  C.  Legg,  Chaii-mau, 
I'Mood  Control  Committee;  Gordon  L. 
:\rcDonoMgli,  Leland  M.  Ford  and 
John  Anson  Ford  ;  Byron  C.  Hanna, 
I'l-esidcnt,    Los   Angeles   Chamber   of 


Commerce ;  J.  Louis  Matthews,  Edi- 
tor, Coviua  Argus  and  often  referred 
to  as  the  "Father  of  flood  control  in 
San  Gabriel  Valley";  H.  S.  Gilman, 
President,  Conservation  Association 
of  Los  Angeles  Count.y;  Marshall  R. 
Bowen.  President  of  the  San  Gabriel 
Valley  Protective  Association ;  Jlajor 
Theodore  Wyman,  Jr.,  of  the  United 
States  Army  Engineers  in  Charge  of 
Federal  Flood  Control  Projects  in 
Los  Angeles  County;  Earl  B.  Back- 
man,  representing  S.  B.  Show, 
Regional  Forester;  E,  T.  Foley,  offi- 
cial of  the  Western  Slope  Construc- 
tion Company,  builders  of  the  dam ; 
C.  H.  Howell,  Chief  Engineer  of  Los 
Angeles  County  Flood  Control  Dis- 
trict ;  and  Edward  Hyatt.  State  Engi- 
neer. 

All  who  spoke  joined  in  lauding  the 
project  and  paying  well-deserved 
tribute  alike  to  civic  leaders,  count.v 
officials,  engineers,  contractors  and 
the  army  of  workmen  whose  combined 
efforts  were  responsible  for  its  suc- 
cessful consummation. 

BUILT  BY  FLOOD  CONTROt,  DISTRICT 

San  Gabriel  Dam  No.  1  is  the  most 
recent  and  largest  of  nineteen  flood 
control  and  conservation  dams  built 
by  the  Los  Angeles  County  Flood 
Control  District.  This  District  was 
created  b,v  an  act  of  the  State  Legis- 
lature passed  on  June  12,  1935.  As 
a  result  of  extended  investigations, 
a  plan  for  flood  control  and  water 
conservation  was  adopted  by  the  Dis- 
trict, and  construction  was  started  in 
1918.  Work  has  nroceeded  almost 
continuously  sinc°  that  time  but  with 
revisions  in  and  additions  to  the 
original  plan. 

The  dam  is  located  in  the  lower 
mountain  reaches  of  San  Gabriel 
River  abend  3  miles  below  the  junc- 
tion of  the  West  Fork  with  the  main 
streain  and  about  9  miles  upstream 
from  the  city  of  Azusa. 

This  dam  on  the  San  Gabriel  River 
will  serve  the  dual  pui'pose  of  control- 
ling floods  and  conserving  flood  waters 


which  would  otherwise  flow  unused  to 
the  ocean.  This  stream  is  the  largest 
in  Los  Angeles  Count.v.  It  rises  in  the 
San  Gabriel  Mountains  with  many 
branches,  the  chief  of  which  is  the 
West  Fork  which  joins  the  main 
stream  about  3  miles  above  the  loca- 
tion of  San  Gabriel  Dam  No.  1.  Be- 
low these  forks  the  river  flows 
through  a  deep  gorge  and  enters  the 
San  Gabriel  Valley  at  a  point  near 
the  cit.v  of  Azusa.  It  has  a  mountain 
catchment  area  of  313  square  miles, 
205  square  miles  of  which  are  above 
San  Gabriel  Dam  No.  1.  Upon  leav- 
ing the  mountains  the  stream  flows 
in  a  southwesterly  direction  through 
the  San  Gabriel  Valley  and  thence 
across  the  coastal  plain  to  empty  into 
the  ocean  near  the  city  of  Long 
Beach. 

The  stream  is  the  main  source  of 
supply  for  the  278  square  mile  area 
of  the  San  Gabriel  Valley  and  for  a 
portion  of  the  coastal  plain  as  well — 
an  intensively  developed  and  heavily 
]iO]>ulated  region  embracing  scores  of 
cities  and  towns  and  many  thousands 
of  acres  of  highly  productive  farm 
lands.  When  the  stream  is  in  flood, 
lands  and  improvements  along  its 
course  from  the  mountains  to  the  sea 
are  subject  to  inundation,  and  have 
suffered  serious  flood  damages  in 
past  years.  The  reservoirs  created 
by  the  San  Gabriel  dams  are  to  pro- 
vide the  necessary  storage  for  con- 
trolling the  floods  and  conserving  the 
waters  of  tliis  stream. 

PROJECT   LONG   DELAYED 

The  historical  background  of  San 
Gabriel  Dam  No.  1  is  perhaps  with- 
out parallel  in  any  similar  project. 
Although  control  of  floods  on  the  San 
Gabriel  River  was  first  urged  over  40 
.vears  ago  by  J.  L.  Matthews,  Editor 
of  the  Covina  Argus,  it  was  not  until 
after  the  disastrous  flood  of  1914  oc- 
curred with  damages  estimated  at 
$10,0()().000  in  Los  Angeles  County 
tliat  sufficient  impetus  was  gained  to 
bring  about   the  organization   of  the 


[Eight] 


(Aitgiist  i9}7)  California  Hightvays  and  Public  Works 


Governor  Frank  F.  Merriam  gives  signal  for  dumping  of  last  truckload  of  rock  at  dedication  of  San  Gabriel  Dam.  Left  to 
right:  Flood  Control  Engineer  C.  H.  Howell,  Supervisors  Leiand  Ford,  John  A.  Ford,  Herbert  C.  Legg;  E.  T.  Foley  and  W.  A.  Rogers, 
West   Slope   Construction    Co.,   Supervisor    Roger   Jessup,   Governor    Merriam. 


Los  Angeles  Comity  Flood  Control 
District  and  the  active  consideration 
of  flood  control  plans  for  the  San 
Gabriel  River  and  otlier  streams  in 
the  county. 

Initially,  disagreement  arose  as  to 
the  best  plan  of  storage  development 
on  the  San  Gabriel  River.  There  was 
a  great  diversity  of  opinion  not  only 
among  the  general  public  but  also 
among  recognized  experts.  Conflicts 
between  many  interests  added  to  the 
confusion. 

ORIGINAL  PLANS  ADOPTED  IN   1D2  4 

The  first  plans  for  a  dam  on  the 
San  Gabriel  River,  prepared  by  the 
then  Chief  Engineer  J.  W.  Reagan, 
were  adopted  by  the  District  in  1924 
and  construction  authorized  with  a 
bond  issue  voted  that  same  year.  A 
massive  concrete  dam  was  proposed  to 
create    a    reservoir    with    a    storage 


capacity  of  240,000  acre-feet,  involv- 
ing an  estimated  cost  of  $25,000,000. 
The  site  chosen  was  the  so-called 
' '  Forks  Site ' '  located  immediately  be- 
low the  junction  of  the  West  Fork 
with  the  main  stream. 

Due  to  questions  raised  as  to  eco- 
nomic feasibility  and  safetj'  of  the 
proposed  structure,  no  construction 
was  started.  Numerous  investiga- 
tions and  reports  by  engineers  and 
expert  geologists  were  made  during 
the  next  few  years  in  an  effort  to 
settle  the  continued  controversy  as 
to  location  and  design.  E.  C.  Eaton 
replaced  Mr.  Reagan  as  Chief  Engi- 
neer of  the  District  in  April,  1027. 
Following  his  ap)iointment.  plans 
were  proposed  for  a  smaller  dam  on 
which  contract  bids  were  actually 
received  but  rejected  in  1927.  Liti- 
gation ensued  in  the  controversy  of 
"hiffh"    versus    "low"    dam    culmi- 


nating in  a  decision  of  the  Superior 
Court  in  March,  1928,  enjoining  the 
District  from  constructing  a  dam  to 
store  any  le.ss  than  240,000  aci-e-feet. 

CONTRACT  LET  IN    192S 

Following  this  period  of  investiga- 
tion and  litigation,  new  plans  and 
specifications  were  prepared  and  eon- 
tract  bids  received  in  November  1928 
for  a  concrete  masonry  dam  at  the 
Forks  Site  to  provide  a  storage  cajja- 
city  of  240,000  acre-feet.  Contract 
was  awarded  to  Fislier,  Ross,  McDon- 
ald and  Kahn  and  signed  in  Decem- 
ber 1928. 

Actual  construction  was  started  in 
March  1929,  chiefly  in  the  excavation 
of  tlie  west  abutment.  Weaknesses 
in  the  foundation  I'ock  at  this  site 
became  apparent  soon  after  excava- 
tion work  started.     Following  tlie  oc- 

(Continued  on  page  21) 


California  Hightvays  and  Public  Works  (August  1937) 


I  Nine  I 


Improved  Sherwm  Hill  Grade 
Increases  Lure  of  High  Sierra 

By  C.  Cleman,  District  Maintenance  Engineer 


AFFORDING  motorists  a  more 
attractive  route  into  the  recrea- 
tional areas  of  Inyo  and  Mono 
counties,  the  Sherwin  Grade  improved 
alignment  project  has  been  completed 
by  the  State  Division  of  Highways. 

Traffic  over  this  route  has  been 
constantly  increasing  for  years  due  to 
the  fact  that  it  is  the  only  road  over 
which  the  beauty  spots  of  the  High 
Sierra,  immediately  to  the  north  of 
Sherwin  Hill,  can  be  reached  from 
Los  Angeles  and  other  cities  in  the 
southern  part  of  California.  It 
serves  a  section  in  which  are  located 
many  beautiful  lakes  and  streams 
where  camping,  fishing,  hunting  and 
outdoor  life  can  be  enjoyed  during  the 
summer  months  and  where  skiing  and 
snow  sports  provide  winter  pleasures. 

Since  the  early  m.ining  days  Sher- 
win Hill,  which  rises  from  the  com- 
paratively level  lands  of  Owens  Val- 
ley to  the  higher  bench  lands  on  the 
north,  has  been  an  obstruction  to 
travel  and  transportation,  which,  to 
date,  has  not  been  satisfactorily  over- 
come. 

EARLY  TOLL  ROAD 

About  1860  Mr.  James  L.  C.  Sher- 
win constructed  a  toll  road  up  Sher- 
win Hill,  which  the  present  route  of 
U.  S.  Highway  No.  395  approximately 
parallels  about  one-half  mile  to  the 
east,  between  the  Tnyo-Mono  County 
line  and  the  summit.  At  these  points 
the  location  of  the  two  routes  con- 
verge. 

The  construction  of  the  toll  road 
was  incident  to  the  development  of  a 
large  mining  camp  at  Mammoth 
Mines,  about  25  miles  to  the  north. 
which  at  one  time  had  a  steady  popu- 
lation of  from  four  to  five  thousand 
people,  increasing  to  as  many  as  ten 
thousand  for  a  few  days  at  a  time,  it 
is  estimated.  Much  heavy  mining 
machinery  was  hauled  over  the  road 
on  horse  drawn  wagons  in  the  first 
few  years  of  its  existence.  This  heavy 
traffic  made  a  severe  demand  on  the 
road  constructed  up  the  tuffa  rock 
slopes,  where  the  only  other  material 
for  road  building  purposes  consisted 


on  fine  sand.  The  result  was  that  the 
road  surface  soon  became  very  rough, 
consisting  mostly  of  solid  rock  points 
and  holes  where  the  sandy  filling  had 
been  washed  out  during  rain  storms, 
or  cut  out  b.v  the  steel  tired  wagon 
wheels. 

ACCIDENT  PRODUCED   RESULTS 

One  day  a  lai'ge  fly-wheel,  which 
was  to  be  used  in  the  construction  of 
a  mill,  was  being  hauled  up  over  this 
toll  road.  Twisting  and  bouncing 
over  the  rough,  rocky,  deeply  rutted 
surface  of  the  road  was  too  severe  a 
strain  on  the  load  fastenings  so  soon 
after  having  passed  the  summit  and 
starting  the  descent  into  the  Rock 
Creek  Gorge  along  the  road  built  on 
the  steep  hill  side,  the  load  shifted, 
tipped  the  wagon  over,  broke  loose 
and  rolled  some  five  hundred  feet  to 
the  bottom  of  the  Gorge  below.  To 
retrieve  this  wheel  was  a  difficult  and 
expensive  task  at  that  time. 

This  event  was  the  deciding  factor 
with  the  mining  interests,  which  de- 
pended upon  the  toll  road  for  trans- 
portation to  their  mines  and  were  the 
most  constant  users  of  the  road.  They 
immediately  initiated  the  construc- 
tion of  a  road  known  as  the  "Dry 
Road"  which  was  routed  up  the  Sher- 
win Hill  slope  to  the  east  of  the  Rock 
Creek  Gorge.  This  road  and  the  Sher- 
win toll  road  were  in  competition  for 
favor  of  the  traveling  public  for  about 
twenty  years.  The  "Dry  Road"  was 
favored  by  the  mining  interests  while 
the  Sherwin  toll  road  had  the  patron- 
age, for  the  most  part,  of  others.  The 
tolls  were  abandoned  on  Sherwin  road 
about  1885. 

HARD  ON  EARLY  MOTORISTS 

The  first  automobiles  over  Sherwun 
Ilill  followed  the  toll  road;  however, 
due  to  the  projecting  rocks  and  deep 
ruts  on  the  steep  grades,  this  was  a 
difficult  trip  to  make  and  motorists 
soon  adopted  the  use  together  with 
the  balance  of  Highway  Route  2)3  in 
Mono  County,  South  of  Bridgeport, 
of  the  Dry  Road  and  this  road  was 


taken  into  the  State  Highwav  system, 
by  the  State  Highway  Act  of  1909. 

In  the  early  days  of  the  automobile, 
to  drive  up  Sherwin  Hill  was  a  diffi- 
cult feat,  especially  during  hot 
weather.  It  was  the  practice  in  those 
days  to  drive  to  the  foot  of  the  grade, 
about  fourteen  miles  north  of  Bishop, 
and  camp  for  the  night.  An  early 
start  would  then  be  made  the  next 
morning  to  make  the  drive  up  the  five 
mile  grade,  rising  in  elevation  about 
two  thousand  feet  in  this  distance, 
before  sunrise.  Even  at  the  present 
time  with  an  improved  highway  and 
more  powerful  automobiles,  it  is  de- 
sirable, on  a  hot  summer  day,  to  make 
this  climb  before  11  o'clock  in  the 
morning,  as  u.sually  after  this  hour 
there  is  a  warm  breeze  blowing  up  the 
grade  from  the  south.  On  any  sum- 
mer day  it  is  not  unusual  to  find  one 
or  more  heavily  laden  trucks  and  auto- 
mobiles stalled  diie  to  overheating  of 
motors  and  fuel  pumps. 

In  view  of  the  un.^uitability  of  both 
the  Sherwin  Toll  Road  and  the  Dry 
Road,  the  State  located  the  present 
highway  in  1914,  on  which  the  con- 
struction by  State  forces  was  com- 
pleted in  1917.  at  a  cost  of  $45,140. 
This  road  remained  with  only  a  dirt 
surface  until  1928,  when  an  applica- 
tion of  light  fuel  oil  was  spread  on 
the  roadbed  as  a  dust  palliative. 

INCREASE   IN   TRAFFIC 

The  increase  in  automobile  traffic 
over  Sherwin  Hill,  which  made  the 
oiling  necessary,  resulted  from  the 
improvement  of  the  roads  leading 
from  the  populous  southern  part  of 
the  State.  This  increase  in  traffic  has 
also  made  it  imperative,  for  safety 
and  convenience,  that  the  alignment 
of  the  grade  constructed  between  1914 
and  1917  be  straightened,  the  roadbed 
widened  and  the  surface  improved. 

The  highway  as  originally  con- 
structed, having  a  sixteen-foot  road- 
bed, and  no  grade  over  eight  per  cent, 
followed  somewhat  closely  the  contour 
of  the   face    of   tlie   hill,    going   out 

(Continued  on  page  20) 


[Ten! 


(August  1937)  California  Highways  and  Public  Works 


Curves   are   d 
ing   the   switchback   alig 

will   be   eliminated.      Cei 

realigned  out  of  Sherwin   Grade 


ed  on  Sherwin  Grade.  Upper  left — Looking  north  from  a  point  3  miles  south  of  Sherwin  Hill  Summit  show- 
jnment  up  Sherwin  Hill  at  this  point.  Upper  right — Looking  south  from  Sherwin  Hill  showing  curves  which 
nter — Looking  south  from  Sherwin  Hill  into  Round  Valley.  Lower  left — This  curve  and  one  on  right  are  being 
in   Grade. 


California  Highways  and  Public  Works   (August  1937) 


[Eleven! 


Award  of  Contract  Dooms  59 
Bad  Curves  on  Cuesta  Grade 

By  LESTER  H.  GIBSON,  District  Ensineer 


CUE  ST  A  GRADE  on  the  Coast 
Highway  (U.  S.  101),  with  its 
seventy-one  hazardous  curves, 
is  doomed. 

Reconstruction  of  this  dangerous 
section  of  the  coast  route  between  San 
Francisco  and  Los  Angeles  has  been 
launched  with  the  awarding  by  the 
State  Department  of  Public  Works  of 
a  contract  for  $646,027.90  for  tlie  pro- 
posed improvement. 

A  modern  four-lane  divided  road- 
way will  replace  the  existing  winding 
Cuesta  Grade  highway.  Built  in  1915, 
improved  in  1923,  the  present  road, 
although  adequate  at  the  time  it  was 
constructed  and  for  some  years  tliere- 
after,  is  too  lacking  in  modern  day 
standards  to  satisfy  the  requirements 
of  the  larger,  heavier  and  faster  traf- 
fic that  has  developed.  Due  to  lim- 
ited sight  distance,  fast  traffic  often 
has  to  maintain  the  speed  of  slow- 
moving  trucks.  This  creates  an  ex- 
treme hazard  because  of  the  impa- 
tience of  some  drivers  who  are  too 
prone  to  take  a  chance  in  passing 
vehicles  ahead. 

TORTUOUS  ALIGNMENT 

Cuesta  Grade  is  .just  north  of  the 
city  of  San  Luis  Obispo,  in  San  Luis 
Obispo  County.  This  project  is  3.282 
miles  long  and  will  be  0.72  mile 
shorter  than  the  present  highway  be- 
tween the  same  termini. 

With  the  opening,  in  early  May  of 
this  year,  of  the  new  Conejo  Grade,  in 
Ventura  County,  Cuesta  Grade  re- 
mains the  only  stretch  on  U.  S.  101 
between  Los  Angeles  and  San  Fran- 
cisco where  traffic  is  required  to  tra- 
verse a  combination  of  tortuous 
alignment,  mountain  grade  and  nar- 
row roadbed. 

Early  in  1936  the  District  V  staff 
of  the  Division  of  Highways  began 
the  job  of  preparing  plans  for  recon- 
structing Cuesta  Grade  on  standards 
consistent  with  the  present  day  re- 
quirements. Exhaustive  preliminary 
studies  showed  the  side  of  canyon 
traversed  by  the  present  road  to  be 


[Twelve] 


the  best  suited  for  the  type  of  high- 
way proposed. 

SUBSOIL  SURVEY  MADE 

From  experience  in  the  past  years 
maintaining  the  existing  road  it  was 
evident  that  some  of  the  terrain,  over 
which  tlie  project  would  pass,  was  of 
an  unstable  nature.  This,  together 
with  a  pretty  comprehensive  idea  of 
the  magnitucle  of  some  of  the  required 
cuts  and  fills,  made  it  pertinent  that 
we  know  a  great  deal  more  about  the 
underlying  soil  conditions  than  could 
possibly  be  determined  from  surface 
indications.  At  a  conference  with  the 
department  heads  in  Sacramento  it 
was  decided  to  make  a  complete  sub- 
soil survey  over  the  entire  project. 

The  Central  Office  Laboratory  im- 
mediately sent  a  crew  of  testing  engi- 
neers, equipped  with  a  power  well 
drilling  rig,  hand  soil  testing  appa- 
ratus and  an  electrical  resi.stivity 
sounding  device,  to  make  this  survey. 
It  is  believed  this  is  the  first  time  the 
electrical  device  has  ever  been  utilized 
for  shallow  depth  tests.  The  findings 
of  this  device  were  verified  by  tests 
made  with  the  well  drilling  rig  and 
later  by  tests  made  by  the  Bureau  of 
Public  Roads'  engineers  using  a  seis- 
mographic  testing  apparatus. 

SOIL    SURVEYS    JUSTIFIED 

This  work  was  done  under  the  di- 
rect supervision  of  Mr.  0.  J.  Porter, 
Associate  Testing  Engineer,  con- 
nected with  our  Central  Office  Testing 
Laboratory.  Mr.  Porter  was  in  re- 
sponsible charge  in  connection  with 
the  testing  work  for  the  foundations 
of  the  San  Francisco  Bay  Bridge. 
His  work  on  Cuesta  Grade  was  well 
planned  and  well  executed.  The  cost, 
comparatively  speaking,  and  consid- 
ering the  benefits  derived,  was  nom- 
inal. 

This  type  of  soil  survey  will  ]->rol)- 
abl.v  beome  a  regular  part  of  the  pre- 
liminary studies  in  the  future  on 
highway  projects  where  heavy  work 
is  anticipated.  It  should  be  stressed 
how   important   it  was   to   determine 


the  treatment  necessary  in  unstable 
areas  where  heavy  fills  are  proposed. 
In  these  areas  it  is  planned  to  exca- 
vate transverse  and  in  some  cases  ad- 
ditional longitudinal  trenches,  10 
feet  in  width,  through  the  unstable 
material  and  backfill  these  for  a 
minimum  depth  of  5  feet  with 
broken  rock,  of  various  sizes,  to 
serve  as  blind  drains.  In  addition, 
an  8-inch  perforated  metal  pipe  is  to 
be  placed  in  the  transverse  trenches  to 
accelerate  drainage. 

These  tests  were  also  important  in 
determining  the  slopes  to  be  used  in 
cuts.  At  the  summit  cut,  which  is  to 
be  30  feet  deeper  than  at  present,  it 
is  planned  to  use  a  li  :1  cut  slope  on 
the  right  side  and  a  I]:!  cut  slope  on 
the  left.  Other  cut  slopes  are  to  be 
1 :1  and  I5  :1.  Conventional  fill  slopes 
will  be  used  throughout. 

PLANS   TO   HANDLE    TRAFFIC 

The  new  road  will  closely  follow  the 
existing  road  on  a  plane  about  twenty 
feet  lower,  except  where  it  has  been 
necessary  to  deviate  in  order  to  get 
proper  alignment.  This  will  make  an 
interesting  .set  up  for  those  who  travel 
it  during  the  construction  period,  as 
it  is  now  planned  to  keep  traffic  on 
the  existing  road,  or  at  the  same  level, 
until  the  later  stage  of  the  actual  dirt 
moving.  The  traveling  public  will 
have  an  opportunity  to  view  the 
methods  employed  in  constructing  the 
roadbed  of  a  modern  highway. 

Where  the  new  construction  is  in 
conflict  with  the  existing  road,  the 
existing  road  will  be  widened  out  to 
the  new  cut  slopes  and  the  excavation 
of  the  new  road  confined,  in  order  to 
leave  a  detour  bench  at  the  level  of 
the  existing  road.  It  naturally  fol- 
lows, this  detour  bench  will  be  re- 
moved when  a  portion  of  the  new 
road  is  constructed  to  grade  and  made 
usable  for  traffic.  All  detour  roads 
will  have  a  minimum  width  of  25  feet. 
There  will  be  little  interference  with 
the  movement  of  traffic  except  where 
it  will  be  necessary  to  carry  through 
construction  at  the  summit. 

(Continued  on  page  29) 

(August  i9i7)  Calif ornia  Hightvays  and  Public  Works 


New  Cuesta  Grade  in  the  making.  Upper— Trucks  excavating  Summit  Cut  and  hauling  material  down  existing  highway  to 
fill  north  approach  of  overhead  crossing  Southern  Pacific  tracks.  Center — Two  tractors  and  master  bulldozers  and  a  roller  pioneer- 
ing   one    of    fills.      Lower — Leveling    and    compacting    fill    at    north    approach    to    proposed    overhead    crossing. 


California  Highivays  and  Public  Works    (August  i9S7) 


[Thirteen] 


Highway  Progress  Puts  End  to 
Obsolete  Road  East  of  Colton 


By  E.  Q.  SULLIVAN,  Dislricl  Ensineer 


MAJOR  construction  activities 
have  written  "Finis"  to  an 
obsolete  portion  of  the  Los 
Angeles-Imperial  Valley  Highway 
east  of  Colton,  commonly  called  the 
"Valley  Boulevard,"  and  replaced  it 
with  a  modern  standard  highway  on 
new  location. 

The  new  highway  extends  from  the 
east  city  limit  of  Colton  1.3  miles 
easterl}',  to  a  point  where  the  portion 
of  State  Highway  connecting  with 
South  "E"  Street,  San  Bernardino, 
intersects  this  highway  in  a  long 
sweeping  "Y." 


county  and  city  officials.  City  Attor- 
ney Waldo  Willhoft  was  master  of 
ceremonies  at  a  banquet  tendered  to 
Crovernor  Merriam. 

The  new  highway  jv^st  completed 
was  the  result  of  two  contracts  under 
way  simultaneously.  Under  one  con- 
tract, three  bridges  were  constructed, 
one  across  Warm  Creek,  consisting  of 
two  spans  of  54  feet  each,  the  second 
bridge  across  an  overflow  channel  con- 
sisting of  four  50  foot  spans  and  two 
16  foot  cantilever  spans,  the  third 
across  Santa  Ana  River  consisting  of 
six  61   foot  spans  and  two  20  foot 


drainage  structures,  willow  cuttings 
were  planted  in  the  surface  of  the 
southerly  slope  of  the  dike,  and  liave 
already  started  a  sturdy  growth  that 
will  be  instrumental  in  protecting  the 
dike  against  erosion. 

A  forty-tive  foot  width  of  asphaltic 
concrete  pavement  was  placed  on  a 
seventy-six  foot  roadbed  from  Colton 
City  limits  to  the  Warm  Creek  Bridge. 
This  conforms  to  the  standard  of 
the  recent  adjoining  improvement 
through  Colton. 

From  Warm  Creek  to  the  eastern 
terminus  of  this  project  a  thirty  foot 


<^olt6nJ 


This  project,  together  with  three 
others,  the  widening  of  I  Street  with- 
in the  Colton  city  limits,  the  comple- 
tion of  Route  26  west  of  Colton,  and 
completion  of  the  South  Eighth  Street 
Underpass,  Route  43,  connecting  Col- 
ton and  Riverside,  was  dedicated  by 
Governor  Frank  F.  Merriam  at  cere- 
monies held  in  Colton  July  28. 

Participating  in  the  dedication  were 
Director  of  Public  Works  Earl  Lee 
Kelly,  As.sistant  Public  Works  Di- 
rector Ju.stus  F.  Craemer,  Highway 
Commissioner  Phil  A.  Stanton,  Sena- 
tor Ralph  Swing  of  San  Bernardino, 
Mayor  Harford  of  Colton  and  mayors 
of    surrounding    cities,     and     State, 


cantilever  spans.  In  addition  to  these 
bridges,  a  cattle  pass  structure  was 
built  to  provide  for  the  free  passage 
of  domestic  animals  without  interrup- 
tion to  traffic. 

EROSION   PREVENTION 

Under  the  other  contract,  the  high- 
way, excepting  the  bridge  portions, 
was  constructed.  This  consisted  of 
making  an  embankment  across  the  low 
river-bottom  land  and  constructing  a 
protective  dike  along  the  northerly 
side  of  the  Santa  Ana  River.  Mate- 
rial for  the  dike  and  embankment  was 
taken  from  the  river  channel. 

In  addition  to  paving  and  placing 


width  of  Portland  cement  concrete 
pavement  bordered  with  eight  foot  oil 
treated  shoulders  was  constructed  on 
a  forty-six  foot  roadbed.  The  bridges 
were  constructed  to  a  clear  roadway 
width  of  thirty-four  feet,  with  a  four 
foot  sidewalk  on  each  side. 

THREE  TRAFFIC  LANES 

This  roadway  bearing  three  traffic 
lanes,  conforms  to  the  pavement 
width  of  the  section  of  highway  ex- 
tending easterly  from  this  project  to 
Redlands.  It  further  conforms  with 
the  project  included  in  the  current 
budget  to  widen  the  existing  two  lanes 

(Continued  on  page  29) 


I  Fourteen  J 


(August  19)7) 


California  Highways  and  Public  Works 


Views  of  newly  completed   Redlands-Colton  Highway.     Upper — New  road  pictured  on  left  at  junction  of  highway  to  San  Bernar- 
ino.     Centei — Bridge  on    new  highway   across   Warm   Creek.      Lower — Section   of   improved    highway    looking   towards   Colton. 


California  Highways  and  Public  Works    (August  1937) 


f  Fifteen! 


Modern  Highway  Replaces  Old 
Winding  Jack  Rabbit  Trail 

By  A.  EVERETT  SMITH,  Assistant  Highway  Engineer 


THE  Jack  Rabbit  Trail,  noted 
for  its  twisting  and  winding 
alignment  and  its  steep  grades, 
is  now  entirely  replaced  for  through 
traffic  to  Riverside  by  a  new  highway 
of  modern  standards,  extending  from 
Box  Springs  to  Beaumont.  The  old 
Jack  Rabbit  Trail  reverts  to  Riverside 
County  and  it  will  continue  its  long 
useful  life  as  a  connection  for  the 
lighter  traffic  to  Hemet  and  San  Ja- 
cinto. 

For  east  bound  traffic,  the  old  road 
left  the  "Inland  Route"  at  Alessan- 
dro,  passed  by  March  Field,  and  con- 
tinued easterly  through  Moreno  to  the 
west  slope  of  the  Moreno  Bad  Lands. 


Lands.  This  feat  was  acoompli.shed 
in  1935,  resulting  in  a  picturesque 
road  with  high  cut  slopes,  deep  fills, 
and  gentle  curves  where  cars  glide 
tlirough  the  broken  mountains,  as  if 
in  mockery  to  their  once  impregnable 
ruggedness. 

The  second  link  lying  to  the  west 
of  the  first  was  completed  last  May 
and  extends  from  Box  Springs  to  the 
Bad  Lands.  This  section  is  featured 
by  long  tangents  and  a  mild  gradient. 
It  crosses  over  the  tracks  of  the  Atchi- 
son, Topeka  and  Santa  Fe  Railway  on 
a  new  overhead  concrete  structure  at 
Box  Springs  completed  in  October, 
1936.   and  extends  easterlv  over  tlie 


one  each  for  the  three  roadway  links, 
and  one  for  each  of  the  grade  separa- 
tion projects.  Under  these  five  con- 
tracts, approximately  1,577,000  cubic 
yards  of  roadwaj-  excavation  were 
made,  3,170  cubic  yards  of  structure 
concrete  were  poured,  and  18.55  rniles 
of  oil  treated  surfacing  were  placed. 
These  projects  also  embody  the  con- 
struction of  two  reinforced  concrete 
overhead  grade  separation  structures, 
one  reinforced  concrete  bridge,  and 
various  drainage  structures  and  facil- 
ities to  care  for  the  "flash  floods" 
from  cloudbursts  that  are  prevalent  in 
this  section. 

Completion  of  the  third  link,  early 


RIVERSIDE 


GRADE    SEPARATION 


NEW      STATE     HIGHWAY 


^\    ALESSANDRO  OLD     ROAD 


Here  it  skirted  these  irregular  moun- 
tains in  a  southeasterly  direction  until 
a  location  was  found,  where  with 
early  day  methods  of  construction  a 
road  could  be  pushed  through  the 
jagged  peaks  to  Beaumont. 

This  section  of  the  old  Jack  Rabbit 
Trail  through  the  Bad  Lands  was 
very  tortuous  and  perilous  to  traffic, 
with  severe  grades,  steep  slopes,  and 
numerous  sharp  curves  having  short 
sight  distance. 

NEW  HIGHWAY  IN   THREE   LINKS 

The  new  highway  was  const i-ucted 
in  three  links  as  follows  : 

The  first  link  was  the  carving  of  a 
modern    highway    through    the    Bad 


table   land   across  the   north   side   of 
the  Moreno  Valley. 

The  last  link  begins  at  the  east  side 
of  the  Bad  Lands  and  extends  easterly 
to  Beaumont,  where  it  connects  with 
the  heavily  traveled  State  highway 
route  26  that  carries  a  large  volume 
of  interstate  and  commercial  traffic. 
This  link  crosses  San  Timoteo  Creek 
on  a  concrete  bridge  and  crosses  over 
the  Southern  Pacific  Railroad  tracks 
on  a  new  concrete  structure,  thus 
eliminating  the  old,  inadequate,  and 
dangerous  overhead  structure. 

FIVE    MAJOR    CONTRACTS 

The  completion  of  this  route  was 
accom])lislied  by  fivy  major  contracts. 


in  July,  gives  the  motorist  a  highway' 
ample  for  modern  high  speed  traffic. 
This  highway  will  provide  a  vastly 
improved  alignment,  gradient,  and 
riding  qualit.v.  It  will  also  pro\'ide  a 
total  net  saving  in  distance  of  four 
miles  between  the  cities  of  Riverside 
and  Beaumont. 


Angler:  "You've  been  watching  me  for 
three  hours.  Wh.v  don't  you  try  fi.shing 
your.self  ?" 

Onlooker:     "I   nin't  got  the  patience." 


Ueach  Peach :  "It  must  have  taken  a  lot 
of  courage  to  rescue  me  the  way  you  did." 

"Smiles"  McGill :  "You  bet  it  did !  I  had 
to  knock  down  three  other  sailors  who 
wanted   to  do  it." 


[Sixteen] 


(August  1937)  California  Hightvays  and  Public  Works  ' 


What   new   jack   rabbit   trail    looks    like.      Uppei Grade   separation   overhead   at   Box   Springs   near   Beaumont.      Center   left — Deep 

cut  on   new   highway    looking   towards   Gorgonia    Range.      Center   right — Another  view   looking  towards   Beaumont  with   Mt.  San   Jacinto 
in    background.      Lower — View   of   realigned    highway    west    of    Beaumont. 


California  Highways  and  Public  Works   (August  iss?) 


[Seventeen] 


Traffic  Flows 
While  Highway 
Is  Being  Built 

By  R.  M.  GILLIS 

District  Ensineer 

A  VERY  much  needed  eiglit  and 
four-tenths  miles  of  three  lane 
highway  from  Fresno  north  to 
Herndon  on  U.  S  Highway  99  was 
completed  for  public  use  in  June, 
when  the  Division  of  Highways  with- 
out formal  celebration  or  ceremony 
accepted  the  second  and  final  con- 
tract on  this  section. 

This  work,  carried  out  under  two 
contracts  extending  over  a  year's  time 
and  costing  over  $413,000,  has  given 
to  the  City  of  Fresno  an  adequate 
and  modern  approach  on  the  north. 

The  old  pavement  on  a  sixty  foot 
right  of  way,  built  fifteen  feet  wide 
twenty-four  years  ago  and  later  vpid- 
ened  to  twenty  feet,  in  addition  to 
being  badly  broken  was  inadequate  to 
properly  handle  the  seven  to  ten  thou- 
sand cars  a  day  using  this  road. 

NEW   30-FOOT  PAVEMENT 

The  new  thirty-foot  pavement  built 
on  a  ninety-foot  right  of  way,  follows 
the  .same  alignment  as  the  old  road, 
but  the  new  grade  line  has  been  en- 
tirely revised  to  insure  proper  drain- 
age, eliminate  bad  dips  in  the  old 
road,  and  contributes  to  safety  by 
providing  long  sight  distances. 

An  added  safety  factor  is  offered 
by  the  contrasting  colors  of  the  three 
ten-foot  pavement  lanes ;  the  two  out- 
side ten-foot  strips  are  of  Portland 
cement  concrete  while  the  center  ten- 
foot  passing  lane  is  of  black  asphaltie 
concrete. 

The  major  reason  for  the  design 
chosen  was  the  construction  problem 
with  which  the  Division  of  Highways 
was  faced  in  planning  this  improve- 
ment. 

IXNOVATION-    IX    DETOURS 

No  satisfactory  detour  roads  were 
available  so  that  for  the  entire 
period  of  building  a  daily  traflBc 
averaging  about  eight  thousand  cars 
every  twenty-four  hours  had  to  be 
carried  through  the  construction 
work.  This  was  accomplished  satis- 
factorily  and   without  serious   acci- 


20  RC.C.  Pavement 

50' 


NO.l 


ORIGINAL 


No.  1 — The  original  road  was  a  20-foot  pavement  on  a  60-foot 
The  first  step  in  improvement  was  to  acquire  30  feet  additional  right  of 
90-foot  width. 


•ight   of   way. 
vay  to  give  a 


NO.Z- 


FIRST    STAGE 


CONSTRUCTION 


No.  2 — Traffic  was  confined  to  old  pavement  on  right  hand  side  of  roadway.  The 
left  side  was  brought  to  grade;  the  left  10-foot  lane  of  Portland  cement  concrete  pave- 
ment was  constructed  and  with  a  12' x  4"  shoulder  of  bituminous  treated  rock,  together 
with  a  5-foot  roadmixed  oil  shoulder,  gave  two  traffic  lanes  for  the  next  construction 
operation. 


A/0.3        SECOND     STAGE 


CONSTRUCTION 


No.  3 — Traffic  was  turned  on  completed  left  half  of  roadway,  the  right  half  was 
graded  and  the  right  10  feet  of  Portland  cement  concrete  placed.  The  final  paving 
done  was  to  fill   in  the   10-foot  asphaltie  concrete  passing   lane  and  finish  the  shoulders. 


NO.  y 


FINAL 


No.  4 — The  final  section  gives  a  30-foot  pavement  with  8-foot  roadmixed 
shoulders  on  the  right  side,  and  a  17-foot  bituminous  treated  rock  and  dirt  shoulder 
the  left  side,  making  a  wide  turn-out  area  for  the  business   houses  on  this  side. 


dents  by  taking  one  side  of  the  road 
at  a  time,  confining  construction 
operations  to  that  side  and  using  the 
other  side  for  traflBc.  The  fact  that 
the  maximum  cut  for  the  new  pave- 
ment was  five  feet  below  the  old  and 
the  maximum  fill  was  seven  feet 
made  this  arrangement  possible. 
The  method  of  construction  is  illus- 


trated by  the  accompanying  sketches. 
Credit  for  its  successful  operation  in 
handling  the  heavy  traffic  without  de- 
lays Or  inconvenience  throughout  the 
long  period  of  construction  is  largely 
due  to  the  efficiency  and  cooperation 
of  the  Hanrahan  Company  and  the 
Union  Paving  Company,  which  were 
the  contractors. 


[Eighteen  I 


(Augmt  1937)  California  Highways  and  Public  Works 


Upper  picture  shows  newly  improved  section  of  Route  4  at  the  north  boundary  of  the  city  of  Fresno.  An  added  safety  factor 
is  offered  by  contrasting  colors  of  the  three  10-foot  pavement  lanes.  The  two  outside  strips  are  of  Portland  cement  concrete  while 
the   center   passing    lane    is   of   black    asphaltic   concrete.      Lower — Typical   section  of  completed   highway  between   Fresno   and    Herndon. 


California  Highways  and  Public  Works   (August  1937) 


[Nineteen] 


Construction  Work  on  Altamont 
Pass  Highway  Project  Launched 


DESCRIBED  by  Edward  J. 
Xeron,  Deputy  Director  of 
the  Department  of  Public 
Works,  as  the  "biggest  dirt -moving 
job  ever  undertaken  by  the  Division 
of  Highways,"  the  work  of  realign- 
ing Altamont  Pass  in  Alameda 
County,  eliminating  45  dangerous 
curves,  was  otificially  launched  with 
ground-breaking  ceremonies  in  the 
foothills  at  the  eastern  end  of  Liver- 
more  Valle.v  on  July  17. 

Actual  construction  operations 
were  started  two  days  later  and  next 
September  the  new '$1,260,000  high- 
way will  be  dedicated  to  the  public. 

Move  than  1000  persons  witnessed 
the  ceremonies  attending  the  .start 
of  the  Altamont  Pass  project.  I\Irs. 
Neron,  wife  of  the  Deputy  Director 
of  Public  Works,  broke  a  bottle  of 
Livermore  Valley  champagne  against 
a  huge  steam  shovel  and  Mr.  Neron, 
who  represented  Governor  Frank  F. 
Merriam  and  Director  of  Public 
Works  Earl  Lee  Kelly,  was  at  the 
controls  of  the  giant  machine  when 
it  dug  out  the  first  scoop  of  earth, 
signalizing  the   starting  of  work. 

SERIOUS  TRAFFIC   CONDITION 

Dr.  F.  L.  Herrick,  president  of  the 
Livermore  Chamber  of  Commerce, 
presided  at  the  ceremonies.  Mr. 
Keron  was  the  principal  speaker. 

"Construction  of  this  new  high- 
way on  the  main  artery  between 
San  Francisco  and  Stockton  and  the 
upper  San  Joaquin  Valley,"  Mr. 
Neron  said,  "climaxes  an  exhaustive 
study  to  relieve  a  serious  traffic  con- 
dition which  is  becoming  more  acute 
each  year. 

"Traffic  during  the  past  ten  years 
has  steadily  increased.  In  1926  a 
traffic  count  indicated  a  travel  of 
2600  vehicles  daily.  A  similar  count 
in  1936  showed  a  count  of  9000  cars 
daily. 

"It  is  interesting  to  note  that  in 
1926  approximately  10%  of  the  2600 
cars  were  trucks.  In  1936  this  aver- 
age had  increased  to  20';.  with 
heavy  units  predominating — a  ratio 
of  about  two  to  one. 

"This    condition,    of    course,    has 


Deputy  Director  of  Public  Works  Edward  J.  Neron  at  controls  of  steam  shovel 
which  broke  ground  for  new  Altamont  Pass  project.  Chairman  William  J.  Hamilton  of 
Alameda  County  Board  of  Supervisors  beside  him.  Grouped  in  front  of  shovel  are 
(left  to  right)  County  Surveyor  Burnett  Hamilton  and  Alameda  Supervisors  Thomas  E. 
Caldecoit,  George  Janssen  and   George   Hellwig. 


been  brought  about  by  volumes  of 
San  Joaquin  Valley  products 
shijjped  to  the  coast  by  trucks  rather 
than  by  rail.  These  heavy  trucks, 
with  trailers  of  all  sizes,  necessarily 
travel  slowly,  going  through  the 
winding  pass  on  the  old  two-lane 
roadbed.  The  faster  cars,  of  course, 
are  unable  to  jiass,  which  has  been 
largely  responsible  for  terrific  con- 
gestion practically  continuously  dur- 
ing the  past  few  years. 


"The  old  road  from  Livermore 
easterlj'  is  so  situated  that  it  became 
impracticable  for  the  Division  of 
Highways  of  the  Department  of 
Public  Works  to  reconstruct  short 
stretches,  so  it  was  decided  at  a 
meeting  held  by  the  Highway  Com- 
mission in  Oakland,  California,  in 
August,  1936,  that  this  all  important 
.stretch  of  road,  eight  and  one-half 
miles  in  distance  between  Greenville 

(Continued  on  page  36) 


I  Twenty  I 


(August  i9i7)  California  Highways  and  Public  Works 


San  Gabriel  Dam  Dedicated  by  Governor  Merriam 


(Continued  fror 


curreiice  of  a  slip  on  the  west  abut- 
ment in  September  1929,  work  was 
stopped  pending-  furtlier  investiga- 
tion of  the  situation. 

At  this  point  tlie  State  Engineer 
entered  the  picture  in  his  official  duty 
of  dam  supervision,  in  accordance 
witli  an  act  passed  by  the  State  Legis- 
lature (Chapter  766,  Statutes  of 
1929)  which  became  effective  August 
14,  1929.  This  legislation  came  as 
the  direct  result  of  agitation  follow- 
ing the  failure  of  St.  Francis  Dam  on 
March  12,  1928.  Having  for  its  pur- 
pose the  safeguarding  of  life  and 
property,  it  provides  for  State  super- 
vision of  the  construction  and  mainte- 
nance of  all  dams  (witli  the  exception 
of  those  owned  by  the  United  States), 
and  invests  tliese  duties  in  the  Depart- 
ment of  Public  Works  to  be  admin- 


istered   and   exercised   by    the    State 
Engineer. 

STATE   ENGINEER   DISAPPROVES 

One  of  the  first  applications  for 
approval  of  jalans  and  specifications 
covering  the  construction  of  a  dam, 
received  under  this  act,  was  that  sub- 
mitted bj^  the  Los  Angeles  County 
Flood  Control  District  for  the  Forks 
Site  Dam,  on  October  26,  1929. 
Thereupon  a  careful  investigation 
was  made  by  the  State  Engineer,  as- 
sisted by  a  consulting  board  of  emi- 
nent engineers  and  geologists  com- 
prising Charles  P.  Berkey,  G.  A.  El- 
liott, M.  C.  Hinderlider,"  George  D. 
Louderback,  J.  L.  Savage  and  Ira  A. 
Williams.  After  careful  considera- 
tion the  application  was  disapproved 
on  November  26,  1929. 


Following  this  action  the  idea  of  a 
concrete  dam  at  the  Forks  Site  was 
abandoned  and  the  District's  engi- 
neers undertook  new  studies  to  deter- 
mine the  best  type  and  location  of 
dams  for  flood  control  and  conserva- 
tion on  the  San  Gabriel  River.  As  a 
result,  plans  were  recommended  in 
1931  and  subsequently  adopted  for 
the  construction  of  two  reservoirs  in 
place  of  the  one  large  reservoir  orig- 
inall,y  proposed  with  the  dam  at  the 
Forks  Site.  Botli  of  the  dams,  desig- 
nated as  San  Gabriel  No.  1  and  No.  2, 
were  planned  as  rock  fill  structures. 

The  plans  and  specifications  for 
San  Gabriel  Dam  No.  1  were  sub- 
mitted to  the  State  Engineer  for  ap- 
proval in  February  1932.  They  pro- 
vided  for  a  rock  fill   dam   at   a  site 

(Continued  on  nape  28) 


^r 

wm 

L 

A.  COUNTY  FLOOD  CONTROL  DIST. 

s?^ 

"•■'7-16-37     I'""  3: 05   Pi;.    1""     13437-E* 

£i— ^ 

SAi.    GMiJilJiL    DAi:   1.0.1. 
Little  iJalton  iioad. 

View   of   San   Gabriel    Dam    No.   1    showing   stepped   face   of  dam.      This    picture    shows    magnitude    of    this    flood    control    project, 
largest  earth  and  rock  fill   dam  of  its  type   in  the  world. 


California  Highways  and  Public  Works   {Ausust  19)7) 


I  Twenty-one  I 


Traffic  on  State  Highways  Shows 
6.7  Per  Cent  Increase  Over  1936 


By  T.  H.  DENNIS,  Maintenance  Engineer 


ALTHOUGH  at  a  somewhat  les- 
soned pace,  tlie  traffic  on  Cali- 
'-t'ornia's  State  highways  con- 
tinnes  to  increase. 

The  annual  summer  traffic  count 
taken  on  Sunday  and  Monday,  July 
11  and  12,  shows  a  State-wide  increase 
of  6.7  per  cent  over  tlie  corresponding 
period  in  1936.  This  compares  with 
an  increase  of  10  per  cent  in  1936  and 
15.3  per  cent  in  1935  over  preceding 
years. 

Increases  were  quite  uniform  in  all 
the  various  route  groups  and  little 
difference  is  noted  between  the  in- 
crease in  Sunday  traffic  and  that  of 
Monda.v. 

NEW  HIGHWAYS  RESPONSIBLE 

However,  the  completion  during  the 
past  year  of  major  construction  pro- 
jects has  very  markedly  influenced 
the  traffic  volume  upon  certain  indi- 
vidual highway  routes.  Route  1  (Sau- 
salito-Oregon  Line)  shows  an  increase 
of  26.45  per  cent  for  Sunday  and 
12.25  per  cent  for  Monday. 

Similarly,  on  Route  56  (Route  2  at 
Las  Cruces  to  Route  1  near  Fern- 
bridge)  increases  of  17.23  per  cent 
and  18.18  per  cent  were  recorded  for 
Sunday  and  Monday  respectively. 
The  bulk  of  this  increase  was  found 
south  of  Montei'ey  and  resulted  from 
the  opening  of  the  Carmel-San  Simeon 
highway  to  through  travel. 

USUAL    COUNT    MADE 

In  contrast,  the  heavy  decrease 
shown  on  Route  74  (Napa  Wye  to  Cor- 
delia via  Vallejo  and  Benicia)  was 
brought  about  by  the  opening  of  the 
American  Canyon,  which  provides  a 
much  more  direct  route  for  traffic  be- 
tween the  Sacramento  Valley  and  San 
Francisco  Bay  areas. 

The  regular  procedure  of  previous 
years  was  followed  in  making  the  act- 
ual count.  This  covers  the  16-hour 
period  from  6  a.m.  to  10  p.m.  for  both 
Sunday  and  Monday.  Traffic  was  seg- 
regated by  hourly  periods  into  the  fol- 
lowing vehicle  classifications: 

California    passenger    cars,    out-of- 


State  passenger  'cars,  busses,  light 
trucks,  heavy  trucks,  trailers  drawn 
by  trucks,  trailer  coaches,  and  other 
passenger-car  trailers. 

At  certain  points  new  stations  were 
established  for  this  year's  census  and 
in  some  instances  former  stations  were 
discontinued  or  relocated.  While  all 
of  these  will  be  useful  for  future  com- 
parison, they  have  been  excluded  in 
compiling  the  percentages  of  increase 
or  decrease  for  the  present  year. 

The  comparisons  for  the  various 
groupings  are  as  follows : 

Per  Cent  Gain  or   Loss  for  1937  Count   as 
Compared  with  1936 

Sunday  Monday 

All    Routes -1-6.76  +6.58 

Main      North     and     South 

Routes -t-8.25  -f6.83 

Interstate    Connections -|-7.65  -1-6.84 

Laterals     Between     Inland 

and   Coast -1-3.96  +3.95 

Recreational    Routes +  5.78  +9.32 

The  gain  or  loss  of  traffic  volume 
for  State  Highway  Routes  1  to  80,  in- 
clusive, which  constitute  the  basis  for 
the  foregoing  summary,  is  shown  in 
the  following  tabulation : 

1937 
Per  cent  gain  or  loss 
Sunday  Monday 

Route  Termini  Gain   Loss     Gain   Loss 

1.  Sausalito-Oregon     Line 26.45  12.25 

2.  IVIexico    Line-San    Francisco  6.25  7.68 

3.  Sacramento-Oregon     Line    4.88  5.98 

4.  Los     Angeles-Sacramento    4.21  1.87 

5.  Santa     Cruz-Jc.     Rt.     65     near 

Mokelumne   Hill  0.64  8.19 

6.  Napa-Sacramento  via  Winters    .  6.90   12.57 

7.  Crockett-Red    Bluff     7.85  12.64 

8.  Ignacio-Cordelia   via    Napa 10.56  3.06 

9.  Rt.    2    near    Montalvo-San    Ber- 

nardino      6.30  2.69 

10.  Rt.     2    at    San     Lucas-Sequoia 

National   Park  3.51  2.18 

11.  Rt.      75      near      Antioch- Nevada 

via    Placerville  2.11  3.63 

12.  San     Diego-El     Centre 0.45  3.56 

13.  Rt.     4     at     Salida-Rt.     23     at 

Sonora   Jc. 15.95  15.59 

14.  Albany- Martinez    9.45  7.10 

15.  Rt.   I  near  Calpella-Rt.  37  near 

Cisco         4.82  9.95 

16.  Hopland-Lakeport    5.51  17.32 

17.  Rt.   3  at    Roseville-Rt.    15.    Ne- 

vada City     8.39  3.17 

18.  Rt.    4    at    Merced- Rt.    40    near 

Seguoia  0.58  8.32 

19.  Rt.    2    at    Fullerton-Rt.    26    at 

Beaumont    13.38  13.13 

20.  Rt.     I     near    Areata- Rt.    83    at 

Park    Boundary     24.50  9.78 

21.  Rt.     3     near     Rirhvale-Rt.     29 

near   Chilcoot    via    Qulnry  13.23  10.35 

22.  Rt.    56.    Castroville-Rt.    29    via 

Hollister     9.12  14.49 

23.  Rt.    4    at    Tunnel    Sta.-Rt.    II. 

Alpine   Jc 0.41     2.63 


1937 
Per  cent  gain  or  loss 
Sunday  Monday 

Route  Termini  Gain   Loss     Gain   Loss 

24.  Rt.    4    near    Lodi-Nevada   State 

Line   10.23  1.78 

25.  Rt.    37    at    Colfax- Rt.    83    near 

Sattley  4.13  6.67 

26.  Los     Angeles- Mexico     via     San 

Bernardino  9.09  7.79 

27.  El    Centro-Yuma  15.72  16.19 

28.  Redding-Nevada    Line    via    Al- 

turas  16.99  11.04 

29.  Peanut- Nevada    Line    near 

Purdy's  32.34  15.42 

31.  Colton. Nevada   State    Line         ..     2.66  5.63 

32.  Rt.      56.      Watsonville-Rt.      4 

near    Califa    11.78  1.24 

33.  Rt.  56  near  Cambria- Rt.  4  near 

Famosa   4.14  14.56 

34.  Rt.   4  at    Galt-Rt.   23   at   Pick- 

ett's Jc 21.82  8.61 

35.  Rt.    1    at  Alto-Rt.   20  at   Doug- 

las  City   4.46     3.73 

37.  Auburn-Truckee     2.11  4.30 

38.  Rt.     11    at    Mays- Nevada    Line 

via  Truckee    River     1.94  4.20 

39.  Rt.    38    at    Tahoe    City- Nevada 

State    Line    ..    11.98  7.12 

40.  Rt.    13   near    Montezuma- Rt.   76 

at    Benton    15.80  3.07 

41.  Rt.    5    near   Tracy-Kings    River 

Canyon    via    Fresno     28.82  17  47 

42.  Redwood   Park-Los   Gates  7.08     7.68 

43.  Rt.  60  at  Newport  Beach-Rt.  31 

near    Victorville   9.75  11.64 

44.  Boulder    Creek-Redwood    Park       10.03  10.56 

45.  Rt.    7.    Willows-Rt.    3    near 

Briggs     0.42  1.04 

46.  Rt.    1    near    Klamath-Rt.   3  near 

Cray    2.64  13.11 

47.  Rt.      7.      Orland-Rt.     29     near 

Morgan     26.28  16.31 

48.  Rt.    I    N.    of    Cloverdale-Rt.    56 

near  Albion 2.11  4.55 

49.  Napa-Rt.    15  near  Sweet   Hollow 

Summit      6.55     I.I  I 

50.  Sacramento- Rt.     15     near     Wil- 

bur Springs  10.69   15.05 

51.  Rt.  8  at  Schellville-Sebastopol..     8.14  15.87 

52.  Alto-Tiburon 11.36  2.25 

53.  Rt.   7  at   Fairfied-Rt.  4  at   Lodi 

via    Rio    Vista  2.48  1.77 

54.  Rt.     II     at    Perkins- Rt.    65    at 

Central    House    1.33  10.58 

55.  Rt.  5  near  Glenwood-San   Fran- 

cisco      16.46  13.93 

56.  Rt.  2  at   Las  Cruces- Rt.   1   near 

Fernbridge 17.23  18.18 

57.  Rt.   2   near   Santa    Maria.  Rt.   23 

near    Freeman   via    BakersAeld   12.85  10.34 

58.  Rt.    2    near    Santa    Margarita- 

Arizona   Line  near  Topock  via 

Mojave  and   Barstow    3.86  15.71 

59.  Rt.     4     at     Gorman- Rt.     43     at 

Lake    Arrowhead  2.99  0.42 

60.  Rt.  2  at  Serra-Rt.  2  at   El    Rio     5.03  10.85 

61.  Rt.    4    S.    of    Glendale-Rt.    59 

near  Phelan  10.25  5.18 

62.  Rt.     171     at     Northam-Rt.     61 

near    Crystal     Lake  31.97  21.88 

63.  Big    Pine-Nevada   State    Line       90.18  60.32 

64.  Rt.   2   at   San   Juan   Capistrano- 

Blythe  .  25.80  25.26 

65.  Rt.    18   near    Mariposa-Aiiburn  6.84  7.ie 

66.  Rt.     5     near     Mossdale-Rt.     13 

near    Oakdale  2.07     6.05 

67.  Paiaro     River- Rt.    2    near    San 

Benito    River    Bridge 4.30  No  change 

68.  San    Jose-San    Francisco       15.62  14.29 

69.  Rt.    5    at    Warm    Srings-Rt.    I, 

San    Rafael     4.30  23.15 

70.  Ukiah-Talmage      5.10  14.84 

71.  Crescent    City-Oregon    Line 14.54  1.51 

72.  Weed-Oregon    Line    9.66  14.65 

73.  Rt.    29    near    Johnstonville-Ore- 

gon    Line   38.89  13.77 

(Contituied  on  page  31!) 


fTwenty-t'wo] 


(August  i9i7)  California  Hightvays  and  Public  Works 


----sil^BWft-*---^^^"'''**"*' 


This    picture    shows   how   oak   trees   on    highway    in    Monterey    County   were   protected   from    erosion   by   state   road   builders. 


Highway  Engineers  Preserve  Roadside  Growth 


THE  amount  of  extra  work  that 
liighway  engineers  are  willing 
to  undertake  in  an  effoi't  to  pre- 
serve native  roadside  growth  is  aptly 
illustrated  in  the  accompanying 
photograph,  which  shows  two  trees  on 
State  highway  V-Mon-2-H,  directly 
south  of  San  Ardo  in  Monterey 
County. 

These  California  live  oaks,  al- 
though not  particulai'ly  fine  speci- 
mens of  their  species,  were  allowed  to 
remain  on  the  slope  above  a  cut  be- 
cause both  trees  overhang  the  road- 
way and  create  a  pleasing  skyline 
effect  from  each  approach  on  the 
traveled  way. 

Susequent  erosion  of  the  cut  slope, 
however,   bared  the  anchor  roots  on 


the  road  side  of  the  trees  and  caused 
the  death  of  feeding  roots  on  that 
side.  It  was  obvious  that  unless  pre- 
ventive means  were  taken  this  erosion 
would  continue  until  the  trees  be- 
came a  hazard  to  trafSc  and  had  to 
be  removed.  As  this  was  not  desired. 
Herb  Cooper,  district  maintenance 
engineer  at  San  Luis  Obispo,  re- 
quested Maintenance  Superintendent 
R.  S.  Peck  to  accomplish  the  work 
necessary  to  prolong  the  life  of  the 
trees. 

To  this  end,  roots  were  fii-st  filled 
around  with  soil  to  a  natural  repose 
slope.  A  wet  rubble  wall  of  broken 
concrete  was  then  placed  from  the 
gutter  line  into  the  eroded  slope  and 
approximately    five    feet    in    height. 


This  wall  was  stepped  at  eighteen 
inches  to  provide  greater  stability 
and  to  break  up  the  unattractive  ap- 
pearance that  a  straight  wall  would 
have  presented,  especially  on  the  ap- 
proach from  the  north.  The  remain- 
ing area  within  the  wall  was  then 
filled  wdth  soil  and  brought  up  to 
the  approximate  original  ground 
level. 

A  certain  amount  of  erosion  will 
continue,  but  the  ill  ei¥ects  to  the  trees 
have  been  chocked.  An  examination 
of  the  photograph  will  show  the 
growth  of  natural  ground  cover,  seeds 
of  which  will  undoubtedly  lodge  in 
the  loose  earth  of  the  new  fill  and 
help  to  stabilize  this  surface. 

(Continued  on  page  32) 


California  Highways  and  Public  Works  (August  i9}7) 


[  Twenty-three  | 


New  Road  Conquers  Waste  Lands 
From  Mountain  Pass  to  Nevada 


By  C.  V.  KANE,    Resident  Engineer 


COMPLETION  recently  of  that 
portion  of  tlie  interstate  hijjh- 
way,  connecting  Los  Angeles 
with  Las  Vegas,  Nevada,  and  Salt 
Lake,  from  Mountain  Pass  to  the 
Nevada  State  line  in  San  Bernardino 
County  directs  attention  to  the  con- 
tinual progress  being  made  by  the 
California  Division  of  Highways  in 
providing  better  facilities  for  trans- 
portation within  this  state. 

This  important  route  lias  just  been 
brought  up  to  modern  standards  of 
grade  and  line.  The  improvement  has 
advanced  by  sections  through  the 
rough  mountain  and  desert  waste- 
lands of  northeastern  San  Bernardino 
County  over  a  period  of  years. 

While  this  interstate  highway  has 
long  been  an  important  route  into 
Southern  California,  construction  of 
the  Boulder  Dam  and  development  of 
modern  road  facilities  to  Bryee  Can- 
yon and  Mt.  Zion  National  Parks  have 
greatly  increased  both  recreational 
and  commercial  travel  over  the  186 
miles  between  San  Bernardino  and 
Nevada. 

BIG  DROP  IN  ELEVATION 

The  contract  just  completed  pro- 
vided construction  to  standards  of 
alignment  and  grade  compatible  with 
present  day  engineering  practice  for 
mountain  road  con.struetion. 

Connecting  with  the  section  of 
road  completed  a  few  years  ago  at 
Mountain  Pass  about  34  miles  north- 
east of  Baker  the  new  highway  drops 
from  about  elevation  4700  along  a 
line  which  involved  much  heavy 
grading  to  the  bed  of  Ivanpah  Lake 
some  2000  feet  below. 

The  line  of  the  highway  on  this 
portion  of  the  route  has  a  minimum 
curvature  of  1760  feet  and  the  maxi- 
mum grade  is  6',' .  The  roadbed  is 
a  standard  36-foot  width  with  bitu- 
minous surfacing  20  feet  wide. 

For  the  four  miles  across  the  dry 
lake  bed  to  the  State  Line  the  road- 
bed was  constructed  on  a  3^-foot  fill. 
The  embankment  across  the  lake  was 


Arizona  Thinks 
California  Road 
Signs  Excellent 

Editor, 

California  Highways 
and  Public  Works, 
Sacramento,  Calif. 

Dear  Sir:  I  have  just  com- 
pleted reading  an  article  in 
your  May  magazine  by  F.  M. 
Carter,  Assistant  Maintenance 
Engineer,  in  regard  to  direc- 
tional road  signs. 

I  was  much  impressed  with 
the  article  but  I  believe  it  did 
not  give  due  credit  to  the  com- 
pleteness with  which  most  of 
your  roads  are  signed. 

I  just  returned  from  a  trip 
through  Southern  California 
where  I  had  to  contact  a  num- 
ber of  widely  scattered  persons 
in  regard  to  land  they  owned 
in  Arizona  and  I  was  truly 
amazed  at  the  accuracy  with 
which  the  California  road  signs 
located  the  places  I  was  look- 
ing for.  Some  of  them  were 
quite  out  of  the  way. 

It  is  my  opinion  that  Cali- 
fornia is  years  ahead  of  any 
other  Western  State  and  most 
of  the  Eastern  states  in  so  far 
as  their  road  signs  are  con- 
cerned. 

Cordially, 

JACK  D.  SHELEY, 

Right  of  Way  Agent, 
Arizona   State   Highway 
Department. 


constructed  of  fine  silt  taken  from  the 
lake  bottom  and  blanketed  completely, 
including  the  slopes,  with  a  limestone 
shale  rock,  equivalent  in  grading  to  a 
cru.shed  ledge  rock ;  the  blanket  mate- 


rial was  secured  from  a  naturally 
fractured  local  ledge,  which,  when 
placed  over  the  roadway,  produced  a 
solid  foundation  to  efficiently  prevent 
damage  to  the  oil  surfacing. 

Culverts  placed  in  the  fill  at  1000 
foot  intervals  across  the  lake  prevent 
the  embankment's  becoming  a  dam, 
and  it  is  intended  that  water  flow  in 
either  direction  through  the  culverts, 
depending  on  which  side  of  the  lake 
the  usual  summer  torrential  cloud- 
bursts occur.  Crossings  of  dry  washes 
were  made  with  75  and  HO  inch  multi- 
])late  culverts  and  timber  bridge  open- 
ings were  provided  for  the  storm 
waters  to  be  concentrated  from  the 
expansive  alluvial  cone  by  a  system  of 
parallel  ditches  and  dikes. 

ROAD-MIX   SURFACE 

The  surfacing  was  road-mixed  type, 
placed  five  inches  thick.  Where  road- 
side material  was  unsatisfactory,  ag- 
gregate for  the  siirfacing,  without 
grading,  crushing  or  scalping,  was  se- 
cured from  adjacent  pits  and  the 
roadway  excavation.  It  was  required 
that  rocks  over  2i  inches  be  removed 
from  the  surface  of  the  pavement.  To 
afford  adequate  blade  finishing  with 
this  large-size  aggregate,  and  inci- 
dentally improve  the  quality  of  the 
pavement,  a  sheepsfoot  tamper  was 
used  to  force  the  large  rocks  below  the 
surface  and  to  secure  compaction 
from  the  bottom  up. 

The  earthwork  on  the  project 
amounted  to  485,000  cubic  yards,  of 
which  20%  was  solid  rock,  and 
12,000,000  station  yards  of  overhaul 
were  necessary.  Two  thousand  tons 
of  road  oil  were  shipped  in  by  rail 
and  heated  with  retorts  as  used  on 
the  job. 

This  project  was  authorized  in  the 
Highway  Budget  for  the  87th  and 
88th  fiscal  years,  and  was  partially 
financed  with  Federal  funds.  The 
contract  was  held  by  George  Pollock 
Company  of  Sacramento,  award  being 
made  in  August,  1936,  and  the  work 
completed  in  June,  1937.  Again  engi- 
neers  had   won   against   desert   odds. 


I  Twenty-four] 


(August  19)7)  California  Hightvays  and  Public  Works 


The  upper  picture  shows  section  of  Mountain  Pass  to  Las  Vegas  route  before  and  after  realignment.  New  road  is  on  the  right. 
Center — Aerial  photograph  of  completed  highway  through  Mountain  Pass.  Note  old  road  meandering  along  creek  bottom.  New 
highway   is   on   higher  ground   where    it  will   be  safe  from   floods.      Lower — Another  view   of   finished   highway. 


California  Hightvays  and  Public  Works   (August  isjr) 


I  Twenty-five] 


Vehicles  Using  Bay 
Bridge  Reach  Total 
of  6,723,948  in  July 

AN  INCREASE  in  practically 
every  type  of  vehicle  crossing 
'-  the  San  Francisco-Oakland 
Baj'  Bridge  for  the  month  of  July 
was  announced  by  Director  of  Public 
"Works  Earl  Lee  Kell,v,  with  the  accu- 
mulated count  totaling  886,054. 

Only  exception  was  in  the  truck 
trailer  division  due  to  a  change  in 
rating,  which  now  classifies  the  semi- 
trailer as  a  single  truck. 

July's  traffic  brings  the  total  num- 
ber of  vehicles  to  cross  the  great  span 
since  its  opening  to  6,723,948,  accord- 
ing to  Mr.  Kelly  from  figures 
revealed  in  the  monthly  traffic  report 
of  State  Highway  Engineer  C.  H. 
Purcell. 

"Highest  day's  traffic  was  on  Sun- 
day, July  4,  when  36,280  vehicles 
crossed  the  bridge."  Mr.  Kelly  said. 
''Second  high  point  was  Sunday,  July 
25,  which  had  35,647  vehicles.  Low- 
est da.v  was  July  7,  when  24,967 
vehicles  crossed  the  structure." 

DAILY    AVERAGE    28,582 

The  daily  average  number  of 
vehicles  for  last  month  was  28,582 
with  the  total  collections  for  July 
amounting  to  $469,258.81. 

The  number  of  auto  trailers  cross- 
ing the  bridge  continued  to  increase, 
with  a  total  of  2,726  for  July,  com- 
pared to  1,826  for  the  preceding 
month.  Trucks  and  freight  pounds 
also  showed  an  enconragins;  increase 
with  68.409,499  freight  pounds  for 
July  in  comparison  with  65,169,333 
pounds  for  June. 

There  were  28,436  trucks  crossing 
the  San  Francisco-Oakland  Bay 
Bridge  in  July,  .showing  an  increase 
over  the  28.024  trucks  for  the  pre- 
ceding month. 

Comparative  figures  are : 

Passenger  Auto  Motor    Tri- 

Autos  Trailers  Cycles  Cars 

June     785,524         1,826         3,361  676 

July 839,231  2,726         3,716         824 


Bay  Bridge  Terminal 
Construction  Under  Way     i 


Trucks 

June    28,024 

July 28,436 


Truck 
Buses         Trailers 
9.109  2,347 

9,819  1,302 


Total  Extra  Freight 

Vehicles  Passengers  Pounds 

June    830,867         193,118  65,169,333 

July    886,054         209,971  68,409,499 


CONSTRUCTION  of  the  San 
Francisco-Oakland  Bay  Bridge 
i-ailway  terminal  in  San  Fran- 
cisco is  under  way. 

Electric  trains  will  be  operating 
over  the  transbay  system  of  the  span 
by  November,  1938,  according  to 
Chief  Engineer  C.  H.  Purcell. 

With  the  awarding  of  bids  by 
Director  of  Public  Works  Earl  Lee 
Kelly  last  month,  the  work  of  demol- 
ishing buildings  remaining  on  the 
terminal  site  was  hastened. 

Contracts  awarded  total  $2,283,377 
and  call  for  general  construction  of 
the  terminal,  structural  steelwork  for 
it  and  the  street  crossings  of  the  train 
viaduct  approach  and  mechanical  and 
electrical  work  on  the  terminal. 

MILLIONS  OF  POUNDS  OP  STEEL 

Approximately  4,000,000  pounds  of 
structural  steel  will  be  required  for 
the  street  crossings  of  the  viaducts, 
2,800,000  pounds  of  steel  roof  framing 
for  the  terminal  and  560,000  pounds 
for  the  catenary  bridges. 

Mechanical  work  on  the  terminal 
will  include  installation  of  plumbing 
fixtures  and  service  piping,  water  pip- 
ing and  gas  piping  systems,  boilers, 
oil  tanks,  radiators,  etc. 

The  electrical  installation  will  in- 
clude a  public  address  .system  for  call- 
ing trains,  fire  alarm  system,  general 
lighting,  clocks,  signs,  power  wiring, 
etc. 

PROVIDES  FOR   TRAFFIC   INCREASE 

The  proposed  terminal  building  will 
face  Mission  Street  and  the  entire 
area  including  the  head  house  and 
viaducts  will  extend  just  east  of  Sec- 
ond Street  on  the  west  boundar.y  and 
east  of  Beale  Street  on  the  east 
boundary. 

The  terminal  has  been  designed  to 
provide  for  a  fifty  per  cent  increase 
over  present  commuter  traflSc  be- 
tween San  Francisco  and  the  East 
Bay  and  is  expected  to  be  sufficient 
to  accommodate  with  ease  all  trafiic 
for  the  next  thirty  years  on  the  basis 
of  every  passenger  being  seated. 

Tracks  and  loading  platforms  will 
be  entirely  roofed  over  a  length  of 
700  feet  with  large  .skylights  and  win- 


dows providing  ample  lighting.  Trains 
will  come  in  to  the  terminal  over  six 
tracks  which  will  be  arranged  in  pairs 
with  platforms  between  alternate 
trains. 

LARGE  WAITING  ROOM 

The  main  station  width  will  be  164 
feet.  A  fence  will  be  placed  between 
adjacent  tracks  in  order  to  prevent 
hazards  to  pa.ssengers  from  incoming 
and  outgoing  trains. 

The  terminal  will  contain  a  large 
waiting  room  in  the  center  of  the  sta- 
tion on  the  ground  floor  with  access 
to  four  streets — Mission,  Fremont, 
Fir.st  and  Natoma.  Passengers  leav- 
ing the  bridge  trains  which  come  in 
on  the  elevated  train  level  above  the 
mezzanine  floor  need  not  pass  through 
this  waiting  room  but  may  leave  the 
concourse  by  means  of  outdoor  or  in- 
door ramps  to  be  located  in  front  of 
the  head  house  and  at  each  end  of  the 
station. 

Rest  rooms,  restaurants,  first  aid 
rooms,  concessions,  telegraph  offices 
and  telephones  will  be  situated 
ai-ound  the  waiting  room.  On  the 
mezzanine  floor,  between  the  ground 
floor  and  the  track  level,  information 
booths,  ticket  offices,  directional  signs 
and  concessions  will  be  located. 

NOISE  ELIMINATED 

From  this  mezzanine  floor,  passen- 
gers may  travel  directly  to  the  street 
ears  which  will  stop  just  outside  the 
station  on  the  same  level  as  the  mezza- 
nine floor. 

All  the  terminal  will  be  of  rein- 
forced concrete  or  structural  steel. 
It  will  have  acoustical  treatment  in 
order  to  eliminate  all  noise  possible. 
Floors  will  be  of  terrazzo  and  the 
walls  of  the  waiting  room  of  terra 
cotta  tile. 

Low  bidders  for  the  terminal  work 
are:  General  Construction.  JlacDon- 
ald  and  Kahn,  Ltd.,  $1,658,510; 
Structural  Steelwork,  Columbia  Steel 
Company,  $442,360 ;  Mechanical, 
Scott  Company,  Inc.,  $109,257;  and 
Electrical,  Radelfinger  Bros.,  $73,250. 
All  are  San  Francisco  firms. 


Tlio  oliiUlrcMi  always  know  when  tlioro"? 
comiian.v  downstairs — tliey  can  hear  mother 
laiiRliing  at    father's   jokes. 


iTwenty-six] 


(August  1937)  California  Hightvays  and  Public  Works 


Artist's   view   of    Bay    Bridge   terminal    building   and    approaches.      Ferry    Building   and    Market    Street   in    right  foreground. 


(^MJJiJSjJj-iJ  T  nx  ET  BT  K  ox  fff 


Most  recent  architect's  drawing  of  Bay   Bridge  terminal  through     which     it     is    expected    35,000,000    persons    will     pass    annually. 


^  m  iS  "tl 


i  ^  S  £        J  f 


Drawing  showing   interior  of  ter 


inal  with   interurban  train  track  floor,    mezzanine   concourse,    n' 
leading    to    Mission    Street   trolley    cars   on    extreme    left. 


vaiting    room,   garage    and    arcade 


California  Highways  and  Public  Works   (August  1937) 


[  Twenty-seven  J 


San  Gabriel  Dam  Dedicated  by  Governor  Merriam 


located  about  3  miles  downstream 
from  the  original  Forks  Site.  These 
plans  were  approved  by  the  State 
Engineer  on  June  14,  1932.  Actual 
work  was  started  in  February,  1933. 

WORK    SUSPENDED    ON    ROCK    FILL    DAM 

Work  continued  into  the  fall  of 
1934  but  only  limited  progress  wa.s 
made  owing  to  the  lack  of  suitable 
specification  rock  in  the  designated 
quarries  in  the  vicinity  of  the  dam. 
It  became  apparent  that  sufficient 
rock  of  suitable  quality  could  not  be 
obtained,  within  the  funds  provided, 
to  complete  the  dam  in  accord  with 
the  plans  proposed.  Realizing  that 
further  attempts  to  build  a  rock  fill 
dam  under  the  contract  specifications 
would  be  futile,  the  District  ordered 
the  contractor  to  temporarily  sus- 
pend work  on  November  13,  1934. 

Studies  were  initiated  immediately 
by  the  District  to  revise  the  plans 
for  the  structure.  Because  of  the  un- 
usual complexities  involved,  numer- 
ous alternate  plans  were  prepared 
and  carefully  considered.  The  final 
plans  for  the  completed  earth  and 
rock  fill  dam  were  adopted  only  after 
exhaustive  study  and  mature  delib- 
eration. 

During  the  course  of  their  prepara- 
tion. Director  of  Public  Works  Earl 
Lee  Kelly,  the  State  Engineer  and 
dam  supervision  staff  headed  by 
Deputy  State  Engineer  Geo.  W.  Haw- 
ley,  ably  assisted  by  the  State's  con- 
sultants, P.  C.  Herrmann,  C.  D. 
Marx  and  W.  L.  Huber,  closely  co- 
operated and  collaborated  with  the 
District's  engineers.  These  plans, 
prepared  under  C.  H.  Howell  who 
replaced  Mr.  Eaton  as  Chief  Engi- 
neer of  the  district  in  February  19.35, 
were  approved  bv  the  District  on 
July  2n,  lOS.j.  and  by  the  State  Engi- 
Ticci-  on  August  12,  1935.  Work  was 
immediately  resumed  by  the  con- 
tractor. 

DESIGN    IS   UNIQUE 

The  design  for  San  Gabriel  Daiu 
No.  1  is  unique  among  high  dams  of 
tlie  embankment  type.  It  is  predi- 
cated cliiefly  upon  utilizing,  in  such 
a  manner  as  to  obtain  the  maximum 
of  safety  and  stability,  the  existing 
rock  and  earth  materials  available  in 
Ihe  vicinitv  of  the  site. 


(Cuntinued    from   page    21) 

For  this  purpose  the  adopted  plan 
provided  for  the  construction  of  the 
embankment  in  six  zones  of  different 
material,  comprising  in  general  an 
upstream  section  (Zone  1)  of  quarry- 
run  rock  to  resist  wave  action  and  to 
support  and  protect  the  main  body 
of  the  dam;  a  sloping  section   (Zone 

2)  of  selected  impervious  material 
connecting  with  a  concrete  cutoff 
wall  and  resting  upon  a  gunite  sur- 
facing over  the  canyon  walls  and 
foundation;   a  central   .section    (Zone 

3)  forming  the  main  body  of  the 
dam,  consisting  of  a  rolled  earth  fill 
with  side  slopes  of  2  :1  upstream  and 
1 :1  downstream  to  provide  an  un- 
yielding and  relatively  impermeable 
support  for  Zone  2;  and  three  slop- 
ing sections  (Zones  4,  5,  and  6)  down- 
stream to  provide  support  and  con- 
sisting of  porous  material  ranging 
from  small  rock  to  the  largest  rock 
available  in  the  farthest  down- 
stream section.  The  fine  material 
placed  in  impervious  Zones  2  and  3 
was  spread  in  layers  and  sprinkled 
and  rolled  to  required  comjiaetion. 
The  coarser  material  in  Zones  1,  4,  5 
and  6  was  placed  with  the  aid  of 
.sluicing  operations. 

381   FEET  HIGH 

The  dam  as  constructed  has  a  max- 
imum height  of  381  feet  from  the 
lowest  point  on  the  foundation  to  the 
crown.  Its  crest  length  acro.ss  the 
canyon  is  1500  feet.  Its  top  width 
is  40  feet  while  its  width  on  the  base 
is  1950  feet  or  nearly  three-eighths 
of  a  mile.  The  up  and  downstream 
slopes  average  3  :1,  but  as  constructed 
rise  in  steps  as  shown  in  the  aceom- 
pan.ying  photograph. 

Ample  spillway  capacity  is  pro- 
vided which  is  especially  essential  for 
this  type  of  dam.  The  spillway  which 
is  now  under  construction  will  have 
a  discharge  capacity  of  80,000  second- 
feet  with  15-foot  freeboard  and  an 
estimated  200,000  second-feet  or  more 
before  the  dam  is  overtopped. 

The  construction  of  this  dam  re- 
quired the  moving  of  a  veritable 
mountain  of  earth  and  rock  material 
from  the  adjoining-  hillsides  into  the 
canyon.  10,572,000  cubic  yards  of 
earth  and  rock  were  excavated  from 
the  quarries  by  giant  shovels,  trans- 


ported by  a  large  fleet  of  trucks,  ajid 
placed  in  the  dam.  All  previous 
records  were  smashed  by  the  con- 
tractor in  the  rapidity  and  efiiciency 
with  which  this  work  was  carried 
out.  As  much  as  965,000  yards  was 
placed  in  a  single  month.  The  entire 
earth  fill  structure  was  completed  in 
about  111  months.  One  of  the  speak- 
ers at  the  dedication  ceremony  illus- 
trated the  vast  amount  of  material 
in  the  dam  by  this  comparison.  "If 
the  rock  used  were  loaded  in  flat 
cars,  45  tons  to  a  car,  and  com- 
bined into  one  train,  this  train  would 
be  11,300  miles  in  length." 

OUTSTANDING  ACHIEVEMENT 

Completion  of  San  Gabriel  Dam 
No.  1  constitutes  an  outstanding  engi- 
neering achievement — a  triumph  of 
engineers'  genius  and  constructors' 
skill  over  unusually  difficult  physical 
conditions.  But  also  it  is  a  monu- 
ment to  the  farsighted  vision,  careful 
planning  and  determined  aggressive- 
ness of  a  community  that  carried  on 
in  spite  of  complications,  unforeseen 
difficulties  and  discouraging  dela.ys 
until  the  dam  was  successfully  com- 
pleted. 

After  years  of  effort,  storage  devel- 
opment on  the  San  Gabriel  River  pro- 
viding necessary  flood  control  and 
water  conservation  has  been  com- 
pleted— with  the  two  clams  built  by 
the  Flood  Control  District  and  a 
third  (Morris  Dam)  built  by  the  City 
of  Pasadena  a  few  miles  downstream 
from  San  Gabriel  Dam  No.  1. 

All  of  these  dams  were  designed 
and  constructed  under  State  super- 
vision. In  the  interest  of  safety,  the 
greatest  care  was  exercised  by  the 
State  Engineer  not  only  in  checking 
the  sufficiency  of  the  plans  but  also 
by  con.stant  and  painstaking  inspec- 
tion of  every  detail  of  the  work  as  it 
proceeded,  particularly  with  re.speet 
to  the  preparation  and  treatment  of 
the  foundation  and  cut-off.  Conse- 
quently, the  citizens  of  Los  Angeles 
Count.y  and  the  residents  along  the 
San  Gabriel  River  downstream  who 
are  more  vitally  concerned,  have  the 
assurance  that  the  State's  supervision 
has  required  the  application  of  ever.v 
known  means  and  the  utmost  of  pre- 
caution to  insure  the  safety  and  sta- 
bilitv  of  these  dams. 


|Twenty-eight] 


(August  19)7)   California  Hightvays  and  Public  Works 


Work  of  Straightening  Curves 
On  Cuesta  Grade  Is  Under  Way 


Traffic  Menaces 
on  Sherwin  Hill 
Are  Eliminated 


(Continued  from  page  12  ) 


On  the  southerly  slope  there  will 
be  sustained  7%  gradient  2.27  miles 
long.  Passing  over  the  summit  the 
new  road  will  continue  along  the  sup- 
porting easterly  slope  on  a  down 
gradient  of  7%  for  one-half  mile,  and 
will  cross  the  Southern  Pacific  Rail- 
road on  an  overhead  structure.  This 
bridge  will  have  a  width  between 
wheel  guard  of  50  feet. 

The  plans  call  for  a  52-foot  width 
of  roadbed  in  cuts  and  a  58-foot  width 
in  fills.  This  provides  for  a  21-foot 
surfacing  on  each  side  of  a  center 
parting  strip  with  3-foot  shoulders  in 
cuts  and  6-foot  shoulders  in  fills.  Op- 
posing lines  of  traffic  are  to  be  sep- 
arated by  a  4-foot  neutral  strip  along 
the  center.  This  neutral  strip  will  be 
0.5  foot  higher  than  the  traffic  lanes 
and  the  top  will  be  sealed  to  prevent 
water  percolating  through  into  the 
subgrade.  As  the  surfacing  is  to  be 
in  the  nature  of  "Stage  Construc- 
tinn."  due  to  possible  fill  settlement 
after  construction,  this  neutral  strip 
will  be  curbed  with  a  temporary  cui'b- 
ing  which  will  be  broken  at  intervals 
to  provide  cross-overs. 

The  wearing  .surface  is  to  be  0.25- 
foot  of  plant  mixed  surfacing  placed 
on  a  .42-foot  thickness  of  crusher  run 
base  placed  under  tbe  traffic  lanes. 
The  ]ilant-mixed  top  course  will  ex- 
tend out  over  the  shoulders  and  em- 
bankment dykes  on  fills,  and  on  the 
shoulders  and  over  the  side  ditches  in 
cuts. 

NUMEROUS  TURNOUTS 

Numerous  turnouts,  large  enough 
to  accommodate  the  largest  of  trans- 
portation units,  will  be  provided.  In 
order  to  make  this  provision  it  is 
planned  to  "ball  nose"  (round  the 
ends)  the  cuts  and  widen  the  adjoin- 
insr  fills  accordingly. 

The  maximum  fill  on  the  project 
will  contain  122.000  cu.  yds.  It  will 
be  350  feet  long,  have  a  maximum 
center  height  of  92  feet,  and  a  nnixi- 
nuun  height  at  the  toe  of  160  feet. 
The  summit  cut  is  1400  feet  long  and 
the  maximum  cut  at  this  location  at 
top  of  slopes,  is  70  feet. 

Further  down  the  southerly  slope 


one  side  hill  cut  contains  165,866 
cubic  yards,  and  has  a  maximum 
slope  cut  of  183  feet.  At  this  loca- 
tion there  is  planned  a  catch  bench 
20  feet  wide  about  one-half  way  be- 
tween the  roadbed  and  the  top  of 
slope.  This  is  the  heaviest  concen- 
trated  cut  yardage   on  the  project. 

year's  work  ahead 

The  following  t.ibulation  gives  a 
comparison  of  design  features  be- 
tween the  existing  road  and  the  one 
now  jilauned  : 

Present    Planned 
Number  of  Curves. _  71  12 

Minimum  Radius 60  feet  800  feet 

Total  Delta 

of  Curves 3633°         408' 

Average  Grade 6.222%    7% 

Maximum  Grade  __     7%  7% 

Minimum  Vertical 

Sight  Distance  _. 275  feet  440  feet 
Distance  Saving 0.72  Mile 

All  work  should  be  completed  and 
the  road  opened  for  traffic  in  the  lat- 
ter part  of  1938.  This  will  make  it 
available  for  the  heavy  traffic  expect- 
ed on  U.  S.  101  with  the  opening  of 
San  Francisco's  Golden  Gate  Expo- 
sition in  1939. 


HIGHWAY  PROGRESS  PUTS 
END  TO  OBSOLETE  ROAD 

(Continued  from  page  14) 

of  the  Valley  Boulevard  from  Colton 
to  Ontario  to  a  three-lane  highway. 

The  project,  approximately  one  and 
three-tenths  miles  in  length,  decreases 
the  distance  of  the  old  and  more  cir- 
cuitous road  by  five-tenths  of  a  mile. 
It  eliminates  three  approximately 
right  angle  turns  at  street  intersec- 
tions, eliminating  in  all  about  360°  of 
turns  and  curvature.  It  eliminated  a 
dangerous  bridge  of  narrow  width 
and  of  low  load  carrying  capacity. 

It  gives  the  motorist  for  the  first 
time  a  route,  on  this  heavily  traveled 
highway,  that  does  not  involve  im- 
peded progress  between  Colton  and 
Redlands. 


around  projecting  points  and  back 
into  the  ravines.  Cutting  through 
points  and  filling  across  ravines  were 
not  attempted.  The  result  was  that 
alignment  in  the  rougher  topography 
near  the  summit  consisted  almost 
entirely  of  a  series  of  short  radius 
curves  on  an  eight  per  cent  grade. 
About  one-third  of  the  distance  up 
from  the  foot  of  the  grade  there  was 
a  series  of  eight  curves  connecting 
seven  switchbacks. 

In  1935  the  work  of  improving  the 
alignment,  widening  the  roadbed  from 
16  feet  to  24  feet,  and  increasing  the 
traveled  way  surface  from  14  feet  to 
18  feet,  was  started.  This  work,  after 
being  closed  down  in  June,  1935,  was 
resumed  in  December,  1936. 

The  improvement  of  the  alignment 
consisted  of  cutting  off  projecting 
points  and  building  or  widening  em- 
bankments across  ravines  in  order 
that  adequate  sight  distance  for  the 
passing  of  slow  moving  vehicles  by 
faster  moving  traffic  will  be  secured 
wherever  feasible.  These  numerous 
alignment  changes  are  generally  not 
over  200  feet  in  length  and  do  not 
involve  a  shift  in  the  center  line  of 
the  highway  of  more  than  50  feet. 
With  the  completion  of  the  work,  it 
is  felt  that  a  highway  of  sufficiently 
high  standard  will  result,  to  meet  the 
needs  of  the  traveling  public  until 
such  time  as  funds  become  available 
for  the  relocation  and  reconstruction 
of  this  section  of  highway  in  accord- 
ance with  up-to-date  standards  on 
easier  alignment  and  grades. 

relocation  needed 

From  the  surveys  and  studies  which 
have  been  made  of  the  possible  routes 
for  such  a  relocation  of  this  highway 
from  the  Inyo-Mono  County  line  to 
Yerby's,  a  distance  of  10.8  miles,  it 
is  estimated  that  ap]M-oximately  $400,- 
000  will  be  required  for  its  construc- 
tion. 


Old  Colored  Mamni.y :  "I  want  a  ticket 
for   Masnolia." 

Ticket  Agent  (a£tcr  ten  minutes  of  weary 
thumbing  over  railroad  guides)  :  "Where  is 
Masnolia  ?" 

Old  Colored  Mammy :  "She's  scttin'  over 
dar  on  de  bench." 


Calif  ornia  Hightvays  and  Public  Works  (August  i9S7) 


[Twenty-nine] 


Michigan  Uses 
General  Fund 
For  Highways 

IN  order  to  enlarge  the  scope  of  its 
highway   building   program,    the 
State  of  Michigan  through  legis- 
lative   enactment    has    appropriated 
$5,000,000  from  its  general  fund  for 
expenditure  on  roads  and  highways. 
Writing   to   State   Highway   Engi- 
neer C.  H.  Purcell,  ]\Iichigau's  High- 
way  Commissioner,   Murray   D.   Van 
"Wagoner,   says   his   state   has   estab- 
lished     a      precedent      in      highway 
finance.     Mr.  Van  Wagoner  wrote : 
"The  Michigan  legislature,  which 
adjourned  a  short  time  ago,  estab- 
lished    a     precedent     in     highway 
finance    by    enacting   a    continuing 
appropriation  of  $5,000,000  a  year 
from   the   state's   general    fund   to 
the   Michigan    State   Highway   De- 
partment. 

"I  believe  that  this  is  the  first 
instance  in  the  United  States  of  the 
establishment  of  the  principle  that 
revenues  other  than  specific  motor 
vehicle  taxes  should  be  allocated 
for  highway  purposes.  Here,  for 
the  first  time,  an  appropriation 
from  the  general  fund  has  been 
made  supplementing  motor  vehicle 
revenue.  In  this  instance,  the  re- 
venue is  obtained  from  the  state's 
3  per  cent  sales  tax. 

"Hence,  in  Michigan  there  is  not 
only  no  diversion  of  highway  rev- 
enues for  other  than  highway  pur- 
poses but  also  the  use  of  revenues 
from  general  taxation  for  these 
purposes.  It  is  my  thought  in 
transmitting  these  bills  that  they, 
together  with  the  broad,  underlying 
principle  they  embody,  will  be  of 
interest  to  highway  authorities 
throughout  the  country." 

The  act  passed  by  the  Michigan 
legislature  reads  as  follows: 

Section  1.  There  is  hereby  ap- 
propriated from  the  general  fund 
from  moneys  not  otherwise  appropri- 
ated the  svnn  of  five  million  dollars 
for  the  fiscal  year  ending  June  thirty, 
nineteen  hundred  thirty-eight,  and 
each  fiscal  year  thereafter,  for  the 
construction,  maintenance  and  im- 
provement of  highways.  Such  appro- 
priations shall  be  disbursed  as  pro- 
vided by  the  laws  of  this  state. 

This  act  is  ordered  to  take  immedi- 
ate eflFect. 


Yorba  Linda  Link 
Of  the  Imperial 
Highway  Open 

IN  Yorba  Linda,  Orange  County, 
on  the  evening  of  July  31,  1937, 
Governor  Frank  F.  Merriam  dedi- 
cated Road  VII-Ora-176-A,  through 
Yorba  Linda.  This  highway  is  com- 
monly called  Imperial  Highway  and 
when  completed  will  run  from  El 
Segundo  at  the  ocean  to  Imperial  Val- 
ley. 

Yorba  Linda  is  located  in  the  north- 
easterly corner  of  Orange  County  and 
did  not  have  any  through  highways 
prior  to  the  completion  of  Imperial 
Highway. 

The  feature  of  the  dedication  was  a 
dinner  held  at  the  Woman's  Club  at 
6.30  p.m.,  sponsored  by  the  local 
Chamber  of  Commerce  and  the  Impe- 
rial Highway  Association  at  which 
dinner  the  Governor  made  the  address 
of  the  evening. 

THREE  MILES  LONG 

The  newly  completed  project  for 
which  dedication  ceremonies  were 
held,  extends  from  Carolina  Avenue 
easterly  of  the  city  of  Brea  to  Lake- 
view  Avenue  in  the  town  of  Y^orba 
Dinda,  or  a  total  length  of  3.6  miles. 
The  project  is  graded  throughout  to 
a  uniform  width  of  36  feet  and  sur- 
faced with  plant-mixed  surfacing. 

Through  the  close  cooperation  of 
property  owners,  the  Pacific  Electric 
Railway  Company  and  the  State  Divi- 
sion of  Highways,  it  was  possible  to 
locate  this  section  of  highway  directly 
north  and  adjacent  to  the  Pacific  Elec- 
tric tracks  extending,  as  it  does,  in  a 
direct  line  from  the  city  of  Brea  to 
Yorba  Linda.  To  accompli.sh  this  the 
State  obtained  a  width  of  56  feet 
from  the  railroad  company  right  of 
way  plus  an  additional  width  of  24 
feet  from  the  adjoining  private  prop- 
erty, making  a  total  right  of  way 
width  throughout  of  80  feet. 

ORANGE  COUNTY  COOPERATED 

Orange  county  officials  also  cooper- 
ated to  the  extent  of  allocating  $13,000 
of  county  funds  for  this  project  in  ad- 
dition to  the  Highway  Commission 
allocation  of  $130,000  "of  the  major 
project  allocation  for  construction  for 
the  87th-88th  fiscal  years,  to  com])lete 
financing  of  this  highly  important 
project. 


Highways  Serve 
To  Boost  State 
Fair  Attendance 

i  LL  CALIFORNIA  roads  lead  to 
l\  the  State  Fair  Grounds  at  Sac- 
-^  -^-ramento  and  this  year  the  traf- 
fic over  these  roads  is  expected  to  sur- 
pass all  records  as  the  great  State 
Exposition  opens  its  gates  for  ten 
days,  September  3  to  12. 

No  part  of  the  state  is  better  situ- 
ated in  regard  to  roads  for  the  people 
from  each  and  every  part  of  Califor- 
nia. Direct  arterials  from  the  north 
and  south,  east  and  west,  are  ready 
to  bring  what  is  expected  to  be  more 
than  760,000  people  into  the  grounds 
of  tlie  State  Agricultural  Society. 

During  Fair  time  the  people  of 
every  county  of  the  state  are  made 
conscious  of  the  benefits  of  a  unified 
highway  system  which  permits  easy 
travel  from  every  section  of  California 
right  to  the  gates  of  the  fair  grounds. 

Tender  the  administration  and  con- 
trol of  the  Division  of  Highways  of 
the  Department  of  Public  Works  and 
the  California  Highway  Commission, 
the  network  of  highwaj's  which  focus 
in  Sacramento  has  been  brought  to 
standards  compatible  with  the  devel- 
opment of  modern  motor  vehicles. 

EAST    TRANSPORTATION 

Present  day  standards  of  road  con- 
struction, providing  wide,  well-built 
pavements,  superelevated  curves  of 
long  radius  and  grades  held  to  a  low 
minimum,  enable  modem  cars  and 
trucks  to  safely  travel  the  great  dis- 
tances from  the  far  corners  of  the 
state  to  Sacramento  in  a  relatively 
short   time. 

Easy  transportation  of  exhibits  is 
bringing  a  record  increase  in  entries, 
especially  from  small  individual 
ranchers  and  live  stock  men. 

The  state-wide  web  of  highways 
whose  units  tap  even  the  most  outly- 
ing sections,  will  thus  draw  a  traffic 
flow  to  the  wide  arterials  and  laterals 
which  traverse  the  state  from  Oregon 
to  Mexico  that  will  come  to  rest  in  but 
a  few  hours  time  in  Sacramento  dur- 
ing the  Fair. 

Largely  as  a  result  of  highway 
improvement.  State  Fair  attendance 
has  grown  almost  as  rapidly  as  the 
increase  in  improved  highway  mile- 
age oA'er  a  period  of  nearly  three 
decades. 


i  Thirty] 


(August  i9}7)  California  Highivays  and  Public  Works 


New  Travel  Records 
Predicted  This  Year 

Travel  in  the  United  States  this 
year  will  average  more  than  2.000 
miles  per  inhabitant,  according  to 
Roy  F.  Britton,  Director,  National 
Highway  Users  Conference. 

The  estimated  average  for  this  year 
is  more  than  four  times  as  great  as 
the  1920  average  compiled  by  the  Fed- 
eral Coordinator  of  Transportation. 
It  also  exceeds  the  average  estab- 
lished in  1929,  when  the  number  of 
passenger  automobiles  was  at  least 
1,000,000  less  than  the  present  total. 

The  annual  total  of  passenger  miles 
traveled  in  private  automobiles  now 
is  at  least  eight  times  as  great  as  the 
passenger-mile  total  recorded  for  the 
railroads  in  1920,  when  rail  travel 
was  at  its  peak,  Mr.  Britton  states. 


New  Viaduct  Adds 
Link  in  Highway  60 


LOW  ACCIDENT  RECORD 

The  lowest  number  of  accidents  for 
any  month  since  the  opening  of  the 
San  Francisco-Oakland  Bay  Bridge 
was  announced  for  July  by  C.  H. 
Pnrcell,  State  Highway  Engineer. 
Although  approximately  880.000  vehi- 
cles, averaging  more  than  28,000  a 
day,  ero.ssed  the  span  in  the  31-day 
month  of  July,  there  were  only  4 
accidents,  one  of  which  resulted  in 
injury.  Three  accidents  occurred  on 
the  bridge  proper  and  one  on  the 
approaches. 

Meanwhile,  67')  vehicles  were  serv- 
iced last  month  by  the  Bay  Bridge 
Roadside  Service,  or  an  average  num- 
ber of  21.8  vehicles  serviced  per  day. 
This  brings  the  total  number  of  vehi- 
cles serviced  since  the  opening  of  the 
bridge  to  5,632. 


ENGINEERS  PRESERVE 

HIGHWAY  GROWTH 

(Continued   from    pag-e    23) 

Such  work  as  this  can  not  be 
measured  in  actual  cost  of  construc- 
tion but  must  be  regarded  as  having 
saved  the  Maintenance  Department 
the  considerable  expenditure  of  fimds 
that  would  have  been  requii'ed  had 
the  trees  remained  untreated  and 
their  removal  been  necessary  as  a 
safeguard  to  the  traveling  public. 
Also,  we  may  consider  that  an  actual 
asset  to  the  appearance  of  the  high- 
way has  been  preserved,  the  value  of 
which  can  be  measured  only  by  the 
appreciation  of  the  individual  of 
natural  beauty. 


WITH  the  recent  completion  of 
the  paving  of  the  approaches 
to  the  N^and  O  Street  Via- 
duct in  Wilmington,  between  Wilm- 
ington Boulevard  and  Alameda  Street, 
in  Los  Angeles  County,  another  link 
in  the  Coast  Highway  was  opened  to 
traffic  and  unrestricted  use  of  the 
grade  separation  was  made  available 
to  the  traveling  public. 

The  contract  for  the  grade  separa- 
tion, which  included  the  structure  and 
immediate  approaches,  was  completed 
in  September,  1936.  The  balance  of 
the  approaches,  1.58  miles  in  length, 
was  graded  and  surfaced  under  a 
separate  road  contract  which  was  com- 
pleted June  30.  1937. 

NEW  LINK  IN  HIGHWAY 

This  grade  separation,  across  the 
yards  of  the  A.  T.  and  S.  F.  Railway 
Company,  an  important  grade  sep- 
aration in  the  metropolitan  area  of 
Los  Angeles,  constitutes  a  new  link 
in  Highway  60. 

Traffic  which  previously  had  been 
routed  through  the  business  districts 
of  Long  Beach  and  Wilmington  now 
may  pass  freely  through  the  outlying- 
sections  of  these  cities  with  relative 
ease  and  considerable  saving  in  time. 
This  highway.  Route  60,  which  is 
better  known  as  Roosevelt  Highway, 
carries  traffic  from  the  north  and 
south  around  the  business  area  of  Los 
Angeles  proper  by  following  along 
the  coast.  It  affords  a  convenient 
route  to  and  from  the  many  pleasure 
beaches  along  its  course,  extending 
from  Ventura  on  the  north  to  San 
Diego  on  the  south. 

Roosevelt  Highway  along  this  sec- 
tion of  coast  was  primarily  built  as 
an  artery  for  tlie  public  to  gain  access 
to  the  beaches.  Its  final  alignment 
and  gentle  grades,  however,  have 
made  it  attractive  to  commercial  ve- 
hicles. 

STE.VDY  TRAFFIC  GKOWTII 

Traffic  has  steadily  grown;  in  fact, 
its  general  vise  has  been  such  that  it 
has  been  necessary  to  Aviden  it  again 
and  again  to  meet  the  ever  increasing 
demand.  Costly  right  of  way  was 
ac(|nired.  buildings  were  removed, 
existing    roads    were    widened,    new 


pavement  placed  and  grade  ero.ssino- 
eliminated. 

In  accordance  with  this  latter  idea 
the  N  and  0  Street  overhead  was  un 
dertaken.  The  N  and  0  Street  grade 
separation,  which  is  the  last  major 
structure  built  on  this  highway,  is 
immediately  south  of  Banning  Part 
and  carries  the  highway  over  the 
yards  of  the  Santa  Fe  tracks  at 
Wilmington.  At  present  these  yards- 
have  six  tracks,  and  the  structure  has 
been  designed  to  provide  for  the 
expansion  of  these  railroad  yards  tc 
approximately  twice  their  present 
size. 

The  viaduct  itself,  411  feet  in 
length,  is  built  on  concrete  piers  and 
aliutments  with  steel  "I"  beams  car 
i-ying  the  deck.  The  deck  is  a  com 
bination  of  reinforced  Portland 
cement  concrete  and  wearing  surface 
of  asphaltic  concrete.  To  protect 
the  under  side  of  the  deck  and  struc 
tural  members  from  the  detrimental 
effects  of  the  smoke  from  the  railroad 
trains,  blast  plates  were  placed  alon 
the  lower  side  of  the  beams. 

The  width  of  the  highway  is  64 
feet  from  curl)  to  curb  with  5  foot 
sidewalks  on  both  sides.  On  the  ap 
proaches  of  earth  fill  the  roadway  is 
widened  to  74  feet. 

FEDERAL  AID  IS  GIVEN 

Preliminary  studies  and  final  de- 
signs for  both  projects  were  made  by 
the  city  of  Los  Angeles  working  in 
conjunction  with  the  State  Division 
of  Highways.  The  contract  for  the 
approaches,  costing  approximately 
•$155,000,  was  financed  jointly  from 
the  gas  tax  money  and  Federal  aid. 
This  work  was  done  by  the  United 
Concrete  Pipe  Corporation  of  Los 
Angeles.  District  VII  Engineer,  S.  V. 
Cortelyou,  was  represented  on  the 
construction  work  by  F.  R.  Pracht. 
Resident  Engineer.  Tlie  separation 
project,  costing  $226,000,  was 
financed  by  the  Federal  Government 
under  the  Grade  Separation  Program. 
The  construction  work  was  done  by 
the  contracting  firm  of  Sharp  and 
Fellows  of  Los  Angeles.  Resident 
Engineer  W.  B.  Piper  represented 
F.  W.  Panhorst,  State  Bridge  Engi- 
neer, on  the  active  construction. 


I  Thirty-two] 


M«s«s/ 1937)  California  Highways  and  Public  Works 


The  N  and  O  Street  Viaduct  in  Wilmington  in  Los  Angeles  County,  shown  in  upper  picture,  completes  another  important  link 
in  State  Highway  60  and  will  be  an  important  grade  crossing  for  many  years  to  come.  Lower — View  of  west  approach  to  viaduct 
showing    splendid    alignment. 


California  Hightvays  and  Public  Works   (August  1937) 


[Thirty-three] 


RETIREMENT  OF  COL.  ROBERT 
B.  MARSHALL  IS  LOSS  TO 
PUBLIC  WORKS  DEPARTMENT 


An  Editorial  and  a 
Letter 


COLONEL  Robert  B.  Marshall, 
an  employee  of  the  Division  of 
Highways  at  Central  Office,  has 
retired  from  State  service,  having 
reached  retirement  age. 

While  Colonel  Marshall  had  only 
been  in  the  State  service  since  1928, 
his  public  service  started  in  1889, 
when  he  was  appointed  Assistant 
Topographer  in  the  United  States 
Geographic  Survey.  In  1891,  he  was 
assigned  to  California.  He  advanced 
through  the  various  grades  of  the  Geo- 
graphic service  until,  in  1908,  he  was 
appointed  Chief  Geographer.  In 
1915,  he  became  Superintendent  of 
National  Parks,  in  addition  to  his 
duties  as  Chief  Geographer.  In  1917, 
he  was  commissioner  in  the  Engineers 
Corps  of  the  United  States  Army  with 
rank  of  Major,  and  advanced  the  next 
year  to  rank  of  Lieutenant  Colonel. 
During  this  period  he  supervised  mili- 
tary majiping  work,  along  with  his 
geographic  duties. 

FATHERED    MARSHALL   PLAN 

From  1919  to  1925,  Colonel  Mar- 
shall was  Consulting  Engineer  for  the 
California  State  Irrigation  Associa- 
tion, fathering  the  Marshall  Plan  for 
the  comprehensive,  coordinated  dcA-el- 
opment,  conservation,  and  use  of 
water  resources  of  California.  This 
is  now  called  the  State  Central  Valley 
"Water  Plan,  and  actual  construction 
is  getting  under  w;iy  at  Kennett.  Fri- 
ant,  and  in  Contra  Co.sta  County. 

Colonel  Marshall  had  charge  of 
establishing  the  Geological  Survey 
office  in  the  Post  Office  Buildino:  in 
Sacramento,  and,  also,  the  establish- 
ing and  inauguration  of  cooperation 
with  the  State  of  the  topographic  sur- 
vey in  California.  He  also  organized 
the  topographic  surveys  for  the  Ha- 
waiian Islands.  He  was  a  member  of 
the  Yosemite  National  Park  Commis- 
sion, appointed  in  1904  to  change  the 
boundaries  of  tlie  Park.  In  1906,  he 
had  charge  of  the  $100,000  fund 
raised  for  relief  of  the  sufferers  in  the 
San  Francisco  earthquake. 

During  his  topographic  service,  he 
became  familiar  with  every  feature  of 
California.     He  was  able  to  put  this 


COL.  R,  B,  MARSHALL 

knowledge  to  especially  valuable  pub- 
lic use  in  the  preliminary  develop- 
ment and  promotional  work  connected 
with  the  Valley  Water  Plan. 

Colonel  Marshall  was  appointed 
Landscape  Engineer  in  1928,  attached 
to  the  office  of  Mr,  B.  B.  Meek,  Direc- 
tor of  Public  Works.  During  the  last 
five  years,  he  has  been  assigned  to  the 
Maintenance  Department  of  the  Divi- 
sion of  Highways  in  connection  with 
roadside  development,  preparation  of 
maps,  and  a  variety  of  special  assign- 
ments on  which  his  specialized  knowl- 
edge of  the  State  has  been  of  great 
value.  Colonel  Marshall's  retirement 
is  a  distinct  loss  to  the  Department  of 
Public  Works,  where  he  will  be  missed 
by  liis  co-workers  of  years. 


States*  Splendid 

Highway  Work 

Long  Beach  feels  even  more  than 
a  neighborly  interest  in  Wilming- 
ton's celebration  of  the  opening  of  a 
two-mile  link  in  the  State  Highway. 
Only  a  few  weeks  ago  Long  Beach 
witnessed,  but  did  not  celebrate 
formally,  the  completion  of  a  one- 
mile  section  of  State  Street  which, 
with  the  Wilmington  improvement, 
gives  a  continuous  broad  boulevard 
extending  from  San  Diego  to  Mali- 
bu,  along  the  coast.  Now  there  re- 
mains but  one  stretch,  about  ten 
miles  in  length,  north  of  Malibu, 
which  is  less  than  three  lanes  in 
width,  until  the  west  line  of  Santa 
Barbara    is   reached. 

When  one  considers  the  progress 
that  has  been  made  during  the  past 
five  years  in  the  improvement  of 
the  Roosevelt  Highway  there  is 
good  reason  to  congratulate  the 
State,  from  the  Governor  down  to 
the  most  humble  employee  of  the 
California  Highway  Commission,  on 
the  splendid  showing.  True  enough, 
this  work  was  in  response  to  pub- 
lic need  and  demand;  but  it  is  not 
only  the  recognition  of  these  calls, 
but  the  manner  in  which  the  con- 
struction has  been  carried  on,  in- 
cluding the  engineering  service, 
that  deserves  commendation. 

— Long    Beach    Press-Telegram 


The  automotive  industry  in  the 
United  States  last  year  led  all  other 
industries  in  consumption  of  gasoline, 
rubber,  steel,  malleable  iron,  mohair, 
lubricating  oil,  plate  glass,  nickel,  and 
lead. 


Mr.    Julien    D.    Roussel, 
California    Highway  Commission, 
Sacramento,    California. 

Dear   Mr.   Roussel: 

Your  kindness  in  writing  to  com- 
mend our  editorial  on  the  State 
Street  festivities  of  June  5th  is 
most  gratefully  acknowledged. 
Your  Board  is  doing  a  great  work 
in  many  localities,  as  it  is  a  pleasure 
to  note  and  to  enjoy  in  one's 
travels.  Our  comment  on  the  com- 
pletion of  the  Wilmington  link  had, 
in  fact,  a  much  wider  background 
than  those  two  miles  of  fine  new 
pavement  and  a  splendid  viaduct. 
More  power  to  you.  May  you  have 
the  support  you  need  to  reach  the 
success  which  you  deserve,  and 
which  all  Californians  and  their 
visiting  friends  will  continue  to  ap- 
plaud. 

Very   truly   yours, 

W.    F.    PRISK 

Editor-Manager 

Long    Beach    Press-Telegram 


[Thirty-Four] 


(August  1937)  California  Highways  and  Public  Works 


COLTTSA  AND  (iI.EXX  rOVNTIES— 
Between  Delevan  and  Logandale,  5.8  miles 
to  be  graded  and  paved  with  asphalt  con- 
crete. District  III,  Route  7,  Section  C, 
A.  D.  McDonald,  Sacramento,  $223,961; 
A.  Teichert  and  Son,  Inc.,  Sacramento, 
$218,938 ;  N.  M.  Ball  Sons,  Berkeley,  $238,- 
897 ;  Union  Paving  Co.,  San  Francisco, 
$202,666;  Chas.  L.  Harney,  San  Francisco, 
$222,647.  Contract  awarded  to  Hanrahan 
Co.,  San  Francisco,  $199,425.60. 

HUMBOLDT  COUNTY — Between  Beat- 
rice Overhead  and  Eureka,  5.2  miles  to  be 
surfaced  with  plant-mix  surfacing,  shoulders 
to  be  constructed  of  tintreated  crushed  gravel 
or  stone  and  apply  Class  "B''  seal  coat  to 
be  applied  to  the  full  width  of  the  roadbed. 
District  I,  Route  1,  Section  G.  Pacific 
States  Construction  Co.,  San  Francisco, 
.$79,8(!7.."'>0  ;  Piazza  and  Huntley,  San  Jose, 
.'i;66.3sri;  Independent  Construction  Co.,  Ltd., 
Oakland.  .'i;{;i.(llU :  A.  Teichert  and  Son,  Inc., 
Sacranient<i,  .'?<10.824;  N.  M.  Ball  Sons, 
Berkeley,  $(),"i,667  ;  Hanrahan  Company,  San 
Francisco,  .i;ll0.987.  Contract  awarded  to 
Hemstreet  and  Bell,  Marysville,  $59,920. 

IMPERIAL  COUNTY — Between  Braw- 
ley  and  Mulberry  Avenue,  4.0  miles  to  be 
graded  and  surfaced  with  plant-mix  surfac- 
ing. District  XI,  Route  187,  Section  Brw., 
D.  B.  G.  Carroll,  San  Diego,  $74,182  ;  V.  R. 
Dennis  Construction  Co.,  San  Diego.  $72,- 
312;  G.  W.  Ellis,  North  Hollywood,  $76,- 
250;  I).  W.  Thurston,  Los  Angeles,  $82,104. 
Contract  awarded  to  R.  E.  Hazard  and  Sons, 
San  Diego,  $65,973.40. 

INYO  COUNTY— Between  Death  Valley 
.lunction  and  State  Line,  7.3  miles,  road-mix 
surface  treatment  to  be  applied  to  existing 
roadbed.  District  IX,  Route  128,  Section  A. 
Geo.  Herz  and  Co.,  San  Bernardino,  $14,- 
363;  A.  S.  Vinnell  Co.,  Los  Angeles,  $13,- 
917;  Oilfields  Trucking  Co.,  Bakersfield, 
$13,.531.  Contract  awarded  to  J.  A.  Casson, 
Pheonix.  Arizona,  ,$12,221.20. 

LASSEN  COUNTY — Between  Lake  Leav- 
itt  and  Litchfield,  3  miles  to  be  graded  and 
surfaced  with  road-mix  surfacing  and  multi- 
plate  arch  culverts  constructed.  District  II. 
Route  73,  Section  A.  Fredericksen  and 
Westbrook,  Lower  Lake,  $.53,892;  Geo. 
French,  .Ir.,  Stockton,  $51,975;  Hanrahan 
Co.,  San  Franci.soo,  $54.815 ;  Union  Paving 
Co.,  San  Francisco,  $55,651 ;  A.  Teichert 
and  Son,  Inc.,  Sacramento,  $.56,291  ;  I.sbell 
Construction  Co.,  Reno,  $60,541;  Hemstreet 
;ind  Bell,  Marysville,  ,$61,3.80;  D.  McDonald, 
Sacramento,  $68,2.53  ;  A.  Soda  and  Son.  Oak- 
land, .$73,343.  Contract  awarded  to  Harms 
Bros.,  Litchfield,  .$.51,171.90. 

LOS  ANGELES  COUNTY— AVater  sup- 
ply well  to  be  drilled  at  Saugus  Maintenance 
Station  site.  District  YII,  Route  23,  Sec- 
tion A.  Barber  and  Bridge  Drg.  Corp.,  Los 
Angeles.  $1,412.07;  Newton  Palm,  Ventura, 
$1,412.07.  Contract  awarded  to  Roseoe  Moss 
Co..   Los  Angeles.  $1,412.07. 

I,OS  ANGELES  COUNTY—A  reinforce<l 
concrele  slab  l)ridge  across  Eaton  Canyon 
Wash  ]  mile  east  of  San  Gabriel  consisting 
of  one  58-foot  2S-inch  slab  span  on  concrete 
abutments  with  timber  wing  walls  and  grad- 


ing and  surfacing  approaclies  with  iilant-iiiix 
surfacing.  District  VII,  Route  168,  Section 
C.  Oscar  Oberg,  Los  Angeles,  $18,821 ;  Geo. 
.1.  Bock  Co.,  Los  Angeles,  $21,942;  Claude 
Fisher  Co.,  Ltd.,  Los  Angeles,  $19,871 ;  .1.  R. 
Lippinc-ott,  Los  Angeles,  ,$21,496;  Cario 
Bongiovanni,  Beverly  Hills,  $19,950;  D.  A. 
Loomis,  Glendale,  ,$23,010;  C.  O.  Sparks 
and  Mundo  Engineering  Co.,  Los  Angeles, 
$22,714;  W.  H.  McCune,  Monrovia,  .$21,- 
986;  R.  R.  Bishop.  Long  Beach,  .$23,.S36 ; 
.1.  E.  Haddock,  Ltd..  Pa.sadena,  $19,003. 
Contract  awarded  to  Dimmitt  and  Taylor. 
Los  Angeles,  .$18,647.70. 

MONTEREY  COUNTY— A  reinforced 
concrete  bridge  across  Big  Creek  about  49 
miles  south  of  Monterey.  District  V,  Route 
56,  Section  D.  C.  W.  Caletti  and  Co.,  San 
Rafael,  $152,,398  ;  R.  R.  Bishop,  Long  Beach, 
$163.8.84;  John  Rocca,  San  Rafael,  $166,- 
045  :  jr.  B.  McGowan,  Inc.,  San  Francisco, 
$176,.313;  Peter  J.  McHugh,  San  Francisco. 
$177,198  ;  Barrett  and  Hilp,  San  Francisco, 
$211,6f>4;  Lindgren  and  Swinnerton,  Inc., 
San  Francisco,  $242,673.  Contract  awarded 
to  C.  O.  Sparks  and  Mundo  Engineering 
Co..  Los  Angeles,  $146,268. 

NEVADA  COUNTY — Near  Grass  Valley, 
mineral  aggregate  for  road-mix  surfacing  to 
be  furnished  and  stockpiled.  District  III, 
Routes  15  and  25,  Sections  B,B.  Inde- 
pendent Construction  Co.,  Ltd.,  Oakland, 
$14.9,86;  Rock  and  Gravel  Trucking  Co., 
Oakland,  $19,470;  Harold  Smith,  St.  Helena, 
$14,042;  E.  B.  Bishop,  Orland,  $n,.564; 
George  Pollock  Co.,  Sacramento,  $12,508 ; 
Tieslau  Bros.,  Inc.,  Berkeley,  $12,862.  Con- 
tract awarded  to  Fredericksen  and  West- 
brook,  Lower  Lake,  $10,502. 

ORANGE  COUNTY — Between  north  city 
limits  of  Orange  and  2  miles  north,  2  miles 
in  length  to  be  surfaced  with  plant-mix  sur- 
facing and  boi-ders  to  be  constructed.  Dis- 
trict VIII,  Route  43,  Section  B.  Griffith 
Company,  Los  Angeles,  $10,6.52;  Oswald 
Bros.,  Los  Angeles,  $11,404.  Contract 
awarded  to  C.  O.  Sparks  and  JIundo  Engi- 
neering Co.,  Los  Angeles,  .$9,5.52,98. 

RIVERSIDE  COUNTY— Between  San 
.Tacinto  and  Moreno,  12.5  miles  to  be  surfaced 
with  plant-mix  surfacing  and  seal  coat  applied 
thereto.  District  VIII.  Route  194.  Section 
C.  George  Herz  and  Co.,  San  Bernardino, 
$61,108;  R.  E.  Hazard  and  Sons,  San  Diego, 
.$57,.850  ;  C.  O.  Sparks  and  JIundo  Engineer- 
ing Co..  Los  Angeles,  $67,620 ;  E.  L.  Y'eager. 
Riverside.  $74,747;  D.  W.  Thurston,  T;os 
Angeles,  $.54,.5.85  ;  A.  S.  Vinnell  &  Co.,  Los 
Angeles,  $62.937 ;  United  Concrete  Pipe  Cor- 
poration, Los  Angeles,  .$68,069;  Bodenhamer 
Construction  Co.,  Oakland,  $68,084.  Con- 
tract awarded  to  Oswald  Bros..  Los  Angeles, 
$54,235. 

RIVERSIDE  COUNTY — Between  Orange 
County  line  and  Elsinore  and  between  Teme- 
cula  and  San  Diego  County  line,  about  32.2 
miles,  .seal  coat  to  be  applied  to  existing 
pavement.  District  VIII,  Routes  64.  78. 
Section  J.AB.  George  Herz  and  Co.,  San 
Bernardino,  $13,.S98 :  R.  E.  Hazard  and 
Sons,  San  Diego,  $13,.8,35 ;  Matich  Rms., 
Elsinore,   $14,428;   A.    S.   Vinnell   Co..    Los 


Angeles,     $15,909.       Contract     awarded     to 
Oswald  Bros.,  Los  Angeles,  $12,465. 

SAN  BERNARDINO  COUNTY— Be- 
tween Los  Angeles  County  line  and  San 
Bernardino,  about  20.8  miles  to  be  graded 
and  paved  with  asphalt  concrete.  District 
VIII.  Route  9,  Section  D,  Upl.,  A,B,Ria., 
C  and  SBd.  C.  O.  Sparks  and  Mundo 
Engineering  Co.,  Los  Angeles,  .$4.55.,567 ; 
W.  E.  Hall  Co.,  Alhambra,  $396,846.10; 
J.  E.  Haddock,  Ltd.,  Pasadena,  ,$430,929; 
Griffith  Co.,  Los  Angeles,  .$413,182 ;  Oswald 
Bros.,  Los  Angeles,  $409,286  ;  Daley  Corpo- 
ration, San  Diego,  $440,.334 ;  D.  W. 
Thurston,  Los  Angeles,  $419,921.  Contract 
awarded  to  United  Conc-rete  Pipe  Corpora- 
tion, Los  Angeles,  $369,453.10. 

SAN  BERNARDINO  AND  RIVER- 
SIDE COUNTIES— Various  locations,  8.6 
miles  to  be  surfaced  with  plant-mixed  sur- 
facing and  seal  coat  applied  thereto.  Dis- 
trict VIII,  Routes  193,  190,  77,  and  26. 
George  Herz  and  Co.,  San  Bernardino,  .$43,- 
714 ;  C.  O.  Sparks  and  Mundo  Engineering 
Co.,  Los  Angeles,  .$42,0.89;  E.  L.  Yeager. 
Riverside,  ,$40,776;  Oswald  Bro.s,  Los  An- 
geles, .$38,726.  Contract  awarded  to  United 
Concrete  Pipe  Corp.,  Los  Angeles,  $37,- 
313.60. 

SISKIYOU  COUNTY— Between  Mof- 
fet  Creek  and  Route  3,  10.7  miles  of  road- 
mix  surfacing.  District  II,  Route  82,  Sec- 
tion D.  Garcia  Construction  Co.,  Irvington, 
$15,000.  Contract  awarded  to  Lee  J.  Immel, 
Berkeley,  $14,187.50. 

SONOMA  COUNTY'— Between  1.2  miles 
and  3.0  miles  east  of  Petaluma,  about  1.8 
miles  in  length  to  be  graded  and  surfaced 
with  plant-mix  surfacing  and  a  timber  bridge 
to  be  constructed.  District  IV,  Route  104, 
Section  D.  Harold  Smith,  St.  Helena,  $,32,- 
515;  A.  Soda  and  Son,  Oakland,  $41,963; 
A.  G.  Raisch,  San  Francisco,  .$30,859 ;  Chas. 
L.  Harney,  San  Francisco,  .$31,867;  Claude 
C.  Wood.  Stockton,  .$32,298;  Pacific  States 
Construction  Co..  San  Francisco,  ,$35,961. 
Contract  awarded  to  Peter  J.  McHugh,  San 
Francisco,  $30,069..50. 

TEHAMA  COUNTY— Between  Proberta 
and  1  mile  south  of  Red  Bluff,  6  miles  to  be 
surfaced  with  road-mix  surfacing.  District 
II,  Route  7,  Section  B.  Garcia  Construc- 
tion Co.,  In'ington,  $12,097;  Tieslau  Bros., 
Berkeley,  $13,872;  Lee  J.  Immel.  Berkeley, 
$14,010 ;  Piazza  and  Huntley,  San  Jose, 
$15,975.  Contract  awarded  to  Fredericksen 
and  Westbrook,  Lower  Lake,  $11,967.50. 

TULARE  COUNTY— Between  Visalia 
and  Staffords  Comer,  10.3  miles  to  be  sur- 
faced wnth  armor  coat  and  road-mix  surface 
treatment  of  shoulders.  District  VI,  Routes 
133  and  129,  Sections  A  and  E.  John  Jur- 
kovich,  Fresno,  .$24,450;  L.  A.  Brisco,  Ar- 
royo Grande,  $25,537;  N.  M.  Ball  Sons, 
Berkeley,  $25,647;  Granite  Construction 
Company,  Ltd..  WatsonvUle,  $26,990;  Stew- 
art and  Nuss.  Inc.,  Fresno,  .$2<S,100 ;  Piazza 
and  Huntley,  San  .lose.  $29,.347.  Contract 
awarded  to  Union  Paving  Co.,  San  Fran- 
cisco. ,$24,2.50. 

(Continued  on  page  36) 


California  Highways  and  Public  Works  (August  i9}7) 


[Thirty-five] 


Construction  Work 
Starts  on  Altamont  Pass 


(Continued  from  page  20) 


and  Mountain  House,  be  included  in 
the  1937-1939  biennial  budget. 

EASY  GRADE 

"Since  that  meeting,  the  engineers 
of  the  Division  of  Highways  have 
been  busy  surveying  and  going  over 
the  entire  situation  and  a  complete 
new  alignment  was  selected.  The 
prevailing  grade  will  be  approxi- 
mately 5%  with  a  maximum  not 
exceeding  6%.  This  new  route  will 
be  nearly  one  mile  shorter  than  the 
old  between  Greenville  and  Moun- 
tain House,  the  number  of  curves 
being  reduced  from  sixty  to  fifteen, 
total  curvature  from  1.500  degrees 
to  427  degrees,  and  the  minimum 
curve  radius  on  the  new  permanent 
relocation  will  be  2000  feet  as 
against  the  .short  250'  radius  existing 
on  the  old  road. 

"When  the  Governor  approved 
the  budget  late  this  spring,  all  pre- 
liminary work  had  been  completed 
and  just  fifteen  days  after  the  be- 
ginning of  this  new  biennium  we 
are  here  assembled  for  this  ground- 
breaking  ceremony." 

The  pavement  of  the  new  highway 
will  consist  of  a  two-lane  divided 
road,  to  be  separated  by  a  raised 
strip  4  feet  wide.  This  "strip  is  to 
have  redwood  curbs  6  inches  high 
on  each  side  of  the  dividing  strip. 

The  contract  for  the  construction 


HIGHWAY  BIDS *AND 

AWARDS  FOR  JULY,  1937 

(Continued  from  page  35) 

VENTURA  (X»UNTT— Between  Route 
2  and  2.5  miles  east  of  Moorpark  and  be- 
tween Camarillo  and  Beetox,  28.7  miles 
road-mix  .surface  treatment  to  shoulders. 
District  VII,  Routes  9  and  2,  Sections  AB, 
BC.  Oilfields  Trucking  Co.,  Baker.sfield, 
$.30,451 ;  Southern  California  Roads  Co., 
Los  Angeles.  |29.909 ;  Dimmitt  and  Tavlor. 
Los  Angeles.  .$28,710 ;  Oswald  Bros.,  Los 
Angeles,  .$28,901;  A.  S.  Vinnell  Co.,  Los 
Angeles.  .$31,049.  Contract  awarded  to  J.  E. 
Haddock,  Ltd.,  Pasadena,  $27,851.50. 

YOLO  AND  COLUSA  COUNTIES— 
Between  Zamora  and  Bretona  and  between 
Arbuckle  and  Genevra,  4.3  miles  to  be  sur- 
faced with  bituminous  macadam.  District 
HI,  Route  7,  Sections  C,A.  Lee  .T.  Imniel 
I'.erkeley,    .$20,880;    E.   A.    Fordo,    San    An- 


of  the  new  Altamont  Pass  route  in- 
volves the  largest  quantity  of  grad- 
ing ever  included  in  one  contract  of 
the  Division  of  Highways,  Depart- 
ment of  Public  Works. 

It  is  estimated  that  the  roadway 
excavation  will  amount  to  nearly 
1,900,000  cubic  yards  of  earth  and 
rock,  and  the  overhaul  on  this  mate- 
rial will  be  more  than  25,000,000  sta- 
tion yards.  Over  10,000,000  gallons 
of  water  will  be  required  for  em- 
bankment compaction  and  other 
construction  purposes,  and  nearly 
18,000  lineal  feet  of  various  sizes  of 
corrugated  metal  pipe  will  be  needed 
for  drainage  purposes. 

The  cost  of  the  road  construction 
will  amount  to  .$920,000.00.  Plans 
for  the  completed  project  provided 
for  the  construction  of  four  grade 
separations  of  the  highway  with 
tracks  of  Southern  Pacific  and  West- 
ern Pacific  railroads. 

While  these  grade  separations, 
built  with  Federal  aid  funds,  will 
be  constructed  under  separate  con- 
tracts, the  Department  of  Public 
Works  plans  to  have  them  completed 
at  the  same  time  as  the  road  con- 
struction. The  estimated  cost  is 
approximately  $340,000.00.  High- 
way construction  and  the  four  grade 
separations  will  amount  to  approxi- 
mately a  grand  total  of  $1,260,000. 


.selmo.  $22,476;  .1.  P.  Brennan,  Redding, 
.$22,316 ;  A.  Teichert  and  Son,  Inc.,  Sacra- 
mento, $23,500.  Contract  awarded  to  Gran- 
ite Construction  Co.,  Ltd.,  Watsonville,  $19.- 
897.60. 

YOLO,  COLUSA,  YUBA,  PLACER,  NE- 
VADA, EL  DORADO  COUNTIES— About 
43.2  miles  seal  coat  to  be  applied  to  existing 
roadbed.  District  III,  Routes  7,  15,  3,  11, 
various  sections.  Granite  Construction  Co.. 
Watsonville,  $28,987;  Hayward  Building 
Material  Co.,  Hayward,  $29,639;  E.  A. 
Forde.  San  Anselmo,  $30,897 ;  Lee  J.  Immel, 
Berkeley.  $33,194;  Pacific  Truck  Service. 
Inc.,  San  Jose,  $34,023;  A.  Soda  and  Son, 
Oakland,  $34,898.  Contract  awarded  to 
Heafey-Moore  Co.,  and  E.  F.  Hilliard.  Sac- 
ramento, $28,221.50. 


3n  IHrmnrium 

HARRY  J.  PEARCE 

The  unexpected  death,  on  August 
first,  of  Harry  J.  Pearce,  assistant 
chief  of  the  Division  of  Highways 
central  office  accounting  staff,  has 
left  a  great  void  in  the  Division's 
personalities.  Not  only  will  the 
large  force  of  employees  in  the 
accounting  department  who  were 
his  close  associates,  miss  his  kindly 
supervision,  but  the  entire  Division 
of  Highways  staff  in  Sacramento 
regrets  the  end  of  the  friendly  con- 
tacts with  Harry  Pearce  with  a 
feeling    of   deep    personal    loss. 

Born  in  Denver,  Colorado,  on 
November  28,  1897,  Mr.  Pearce  re- 
ceived his  early  schooling  in  Denver 
and  Sparks,  Nevada.  After  gradu- 
ating from  the  Sparks  High  School, 
he  attended  the  Nevada  Commer- 
cial Business  College  in  Reno  to 
receive  the  foundation  of  his  train- 
ing in  accountancy.  He  moved  to 
Sacramento  in  1913  and  on  Octo- 
ber 10,  1917,  joined  the  staff  of  the 
California    Highway   Commission. 

Since  that  time,  with  the  excep- 
tion of  the  months  spent  in  mili- 
tary duty  at  one  of  the  officers 
training  camps  in  the  bay  area  in 
1918,  Mr.  Pearce  has  been  continu- 
ously connected  with  the  Highway 
Department.  During  these  twenty 
years  of  service  to  the  State  his 
proficiency  as  an  accountant,  his 
industrious  application  to  his  work, 
and  his  marked  executive  ability 
carried  him  high  in  his  chosen  field. 
It  is  with  all  sincerity  that  the 
Division  of  Highways  organization 
extends  its  deepest  sympathy  to 
Mrs.  Pearce  and  her  daughter,  Bar- 
bara  Jeanne,   in   their   bereavement. 


HIGHWAY  TRAFFIC  SHOWS 

INCREASE  OVER  1936 

(Continued   from   page   22) 

1937 
Per  cent  gain  or  loss 
Sunday  Monday 

Route  Termini  Gain   Loss     Gain   Loss 

74.  Napa   Wye-Cordelia  via   Vallejo 

and  Benicia    42.50  40.74 

75.  Oakland-Jc.    Rt.  65  at  Altaville     9.50  9.57 

76.  Rt.    125    at    Sliaw    Ave.-Nevada 

State  Line  near  Benton   55.19  35.89 

77.  San      Diego-Los     Angeles     via 

Pomona  11.30  5.29 

78.  Rt.     12    near     Descanso-Rt.     19 

near    March    Field 14.80  9.95 

79.  Rt.  2,   Ventura- Rt.  4  at  Castaic     6.43  18.82 

80.  Rt.     51.     Rincon     Creek- Rt.     2 

near  Zaca  19.33  13.56 


Her   mother — I    believe    that    daughter    is 
looking  for  a  husband. 

Her  father — For  goodness'  sake!     Whose? 


"There  are  really  a  lot  of  smart  people  in 
my  family,"  boasted  the  bore.  Tliis  caused 
the  girl-friend  to  reply.  "Well.  I'd  like  to 
meet   one  of   them." 


Deuslow  had  just  bought  a  second-liand 
car. 

"You  w'dn't  think  it  was  second-hand. 
would  you?"  he  said  proudly. 

"No,"  said  Walker.  "I  really  thought 
you'd  made  it  yourself." 


[Thirty-six] 


(August  19)7)  California  Highways  and  'Public  Works 


STATE  OF  CALIFORNIA 


Department  of  Public  Works 

Headquarters:   Public  Works  Building,  Twelfth  and  N  Streets,  Sacramento 


PRANK  F.  MEREIAM Governor 

JUSTUS  F.  CRAEMER Assistant  Director 


EARL  LEE  KELLY Director 

EDWARD  J.  NERON Deputy  Director 


CALIFORNIA  HIGHWAY  COMMISSION 


HARRY  A.  HOPKINS,  Chairman,  Taft 

PHILIP  A.   STANTON,   Anaheim 

H.  R.  JUDAH,  Santa  Cruz 

PAUL   G.   JASPER,   Fortuna 

WILLIAM  T.  HART,  Carlsbad 

JULIEN  D.  ROUSSEL.   Secretary 


DIVISION  OF  HIGHWAYS 


C.  H.  PURCELL,  State  Higljway  Engineer,  Sacramento 
G.  T.  McCOT,  Assistant  State  Highway  Engineer 
J.   G.    STANDLEY,   Principal   Assistant   Engineer 

R.    H.   WILSON,   Office   Engineer 

T.  E.  STANTON,  Materials  and  Research  Engineer 

FRED  J.  GRUMM,  Engineer  of  Surveys  and  Plans 

C.  S.  POPE,  Construction  Engineer 

T.  H.  DENNIS,  Maintenance  Engineer 

F.  W.  PANHORST,  Bridge  Engineer 

L.  V.  CAMPBELL,  Engineer  of  City  and  Cooperative  Projects 

R.  H.  STALNAKER,  Equipment  Engineer 

E.   R.   HIGGINS,   ComptroUer 

DISTRICT    ENGINEERS 

J.   W.   VICKREY,   District   I.   Eureka 

F.    W.    HASELWOOD,    District   II,    Redding 

CHARLES   H.   WHITMORE,   District  III,  MarysviUe 

JNO.  H.   SKEGGS,  District  IV,   San  Francisco 

L.  H.  GIBSON,  District  V,  San  Luis  Obispo 

R.  M.  GILLIS,  District  VI,  Fresno 

S.  V.  CORTBLYOU,  District  VII,  Los  Angeles 

E.  Q.   SULLIVAN,  District  VIII,  San  Bernardino 

S.  W.  LOWDEN  (Acting),  District  IX,  Bishop 

R.  E.  PIERCE,  District  X,  Stockton 

E.  B.  WALLACE,  District  XI,  San  Diego 

SAN   FRANCISCO-OAKLAND   BAY  BRIDGE 
C.  E.  ANDREW,  Bridge  Engineer 


DIVISION  OF  WATER  RESOURCES 


EDWARD  HYATT,  State  Engineer,  Chief  of  Division 

J.  J.  HALEY,  Jr.,  Administrative  Assistant 

HAROLD  CONKLING,  Deputy  in  Charge  Water  Rights 

A.  D.  EDMONSTON,  Deputy  in  Charge  Water 
Resources  Investigation 

R.  L.  JONES,  Deputy  in  Charge  Flood  Control  and  Reclamation 

GEORGE  W.  HAWLEY,  Deputy  in  Charge  Dams 

SPENCER    BURROUGHS,    Attorney 

EVERETT  N.  BRYAN,  Hydraulic  Engineer  Water  Rights 

GORDON  ZANDER,  Adjudication,  Water  Distribution 


DIVISION  OP  ARCHITECTURE 


GEORGE  B.  McDOUGALL,  State  Architect,  Chief  of  Division 

P.  T.  POAGE,  Assistant  Chief 

W.  K.  DANIELS,  Administrative  Assistant 

HEADQUARTERS 

H.   W.  DeHAVEN,   Supervising  Architectural   Draftsman 

C.    H.    KROMER,    Principal    Structural    Engineer 

CARLETON  PIERSON,  Supervising  Specification  Writer 

J.  W.  DUTTON,  Principal  Engineer,  General  Construction 

W.  H.  ROCKINGHAM,  Principal  Mechanical  and  Electrical 
Engineer 


DIVISION  OF  CONTRACTS  AND  RIGHTS  OF  WAY 


C.  C.  CARLETON,  Chief 

CLARENCE  W.  MORRIS,  Attorney,  San  Francisco 

FRANK  B.  DURKEE,  Attorney 

C.  R.  MONTGOMERY,  Attorney 

ROBERT  E.  REED,  Attorney 


DIVISION  OF  PORTS 


Port  of  Eureka — William  Clark,  Sr.,  Surveyor 


46646      S-37      15,200 


GEORGE  H.  MOORE.  STATE  I 


PM:    If  addressee  has  moved 
notify  sender  on 

Form  3547 

Division  of  Highways 

P.  O.  Box  1499 
Sacramento,  California 


Seattle, 

Wash . 


SEC.  562  P.  L.  &  R. 
TJ.  S.  POSTAGE 

PAID 

Sacramento,  Cal. 
Permit  No.  152 


MAP 

SHOWING 

STATE  HIGHWAY  SYSTEM 


LOSANGELES  AND  VICINITY 


CALIFORN 


Sylvan  ffreicfi  ofM-w  State  Mghwaij  in  Xern  County 

Official  Journal  of  the  DEpartmenf  of  Public  Works 
SEPTEMBER-  1937 


CALIFORNIA  HIGHWAYS  AND  PUBLIC  WORKS 

Official  Journal  of  tfie  Division  of   Higfiways  of  tfie  Department  of  Public  Works,  State  of  California 

EARL  LEE  KELLY,  Director  C.  H.  PURCELL,  State  Hishway  Engineer  JOHN  W.  HOWE,  Editor 

Published  for  information  of  the  members  of  the  department  and  the  citizens  of  California 

Editors  of  newspapers  and  others  are  privileged  to  use  matter  contained   herein.     Cuts  will   be  gladly   loaned   upon   request. 
.\(l(lress  communications  to  California  Higliway.s  and  Public  Wiu'lis.  1".  ().  Box  14119,  Sacramento,  California. 

ol.  15  SEPTEMBER,  1937  No.  9 


Table  of  Contents 

Tage 

Safer  Highways 1 

By  C.  H.  Purcell,  State  Highway  Engineer 

Drilling  Costs  Cut  by  New  Foundation  Rig 2 

By  O.  J.   Porter,  Assistant  Physical  Testing    Engineer,  Materials  and  Research  Department 

Pictures  of  New  Porter  Foundation  Drilling  Equipment 3 

Another  Unit  of  Tahoe-Ukiah  Lateral  Completed  by  State 4 

By  Scott  H.  Lathrop,   Assistant  Engineer 

Pictures  of  Section  of  New  Tahoe-Ukiah  Lateral 5 

New  Foothill  Boulevard  Will  Be  Four  Lanes 6 

By   E.    Q.   Sullivan,   District   Engineer 

Pictures  of  Foothill  Boulevard 7 

Angeles  Crest  Highway  Opens  Vast  Recreational  Area 8 

By  S.  V.  Cortelyou,  District  Engineer 

Pictures  of  Angeles  Crest  Highway 9 

State  Highway  Commission  Observes  25th  Anniversary 10 

By  T.  E.   Stanton,  Materials  and   Research   Engineer 

Pictures  of  Members  of  First  State  Highway  Commission  and  Present  Members. _  11 

Shade  Trees  Are  Preserved  Along  Realigned  Road,  Illu.strated 12 

By  R.  M.  Gillis,  District  Engineer 

Thirty-four  C'Blifornia  Counties  Get  Federal  Aid  for  Local  Roads 13 

By  GeoTge  T.  McCoy,  Assistant  State  Highway  Engineer 

Proposed  Federal  Aid  Secondary  Highway  Pro.iects 14,  1,5 

Relics  of  Pioneer  Days  Found  by  State  Highway  Engineers IC 

By  Glenn  B.  Ashcroft,  Sr.   Structural  Engineer,  Division  of  -Architecture 

Automobile  Traffic  on  Bay  Bridge  in  August  Lessens 17 

Construction  Scene  on  Angeles  Crest  Highway 19 

Out  of  the  Mail  Bag 20 

Highway  Bids  and  Awards  for  August,  1937 21 

Pictures  of  Old  and  Modern  Asphalt  Spreader 22 

Members  of   California   Highway   Commission  From  August  2,  1911  to  September 

1,  1937 23 

Improved  Screen  Ad.iustmeiits  for  Cement  Concrete  Machines,  Illustrated 24 

By  H.  J.  Doggart,  Resident  Engineer 

Gait  Highway  Change  Will  Eliminate  Hazards 25 

By  H.  E.  Pierce,  District  Engineer 

Montlily  i;r|i(ii-t  (if  Divisidii  of  Water  Resoui-ces 26 

TrafHc  Congestion  on  Route  4  Is  Relieved,  Illustrated 27 

Men  of  Maintenance  Department  Praised 28 


Safer  Highways 


By  C.  H.  PURCELL,  State  Hishway  Engineer 


SAFETY  oil  our  higlaways  is  the 
great  concern  of  many  individ- 
uals and  organizations. 

The  road  building  agencies  through- 
out the  country  have  a  large  responsi- 
bility in  the  construction  and  main- 
tenance of  the  highways  and  can  con- 
tribute materially  in  the  achievement 
of  this  desirable  goal. 

The  United  States  Bureau  of  Pub- 
lic Roads,  the  American  Association 
of  State  Highway  Officials, 
through  its  committee  on  design 
and  its  special  committee  on 
design  policy,  are  studying  and 
promoting  safety  design  and 
construction  of  our  highway.s,  to 
ini]irove  the  standard  and  thus 
reduce  the  hazard  to  motor 
traffic. 

PROBLEM  MORE  SERIOUS 

The  problem  has  become  more 
serious  because  in  recent  years 
manufacturers  have  increased 
the  normal  speed  of  the  vehicle, 
both  trucks  and  touring  cars. 
There  has  been  a  decided  in- 
crease in  the  use  of  large  busses 
and  of  trucks  and  trailers  op- 
erating at  high  speed.  This 
means  increased  hazards  for 
both  approaching  and  passing 
vehicles. 

The  present  ten-foot  width  of 
lane  provides  insufficient  clear- 
ance for  tliis  increased  volume  ,, 
of  vehicles,  both  large  and  small  ■ 
operating  at  greater  speed.  The  J 
timid  driver  hesitates  to  pass 
trucks  with  trailers  and  the  wide 
busses  on  the  ten-foot  lane  and 
this  has  a  tendency  to  pile  up 
ears  behind  him  and  to  require  a  long- 
er time  limit  for  passing. 

TEN-FOOT  LANE  INADEQUATE 

When  the  faster  moving  vehicle 
overtakes  the  slower  one,  which  is  usu- 
ally the  wide  type,  such  as  truck  or 
bus,  vision  is  obscured  and  the  result- 
ing effect  is  that  when  the  faster  car 
does  attempt  to  pass  it  swings  out 
widely  both  for  vision  and  clearance 
and  usually  passes  beyond  the  edge  of 
the  pavement  onto  the  shoulder. 


The  record  of  traffic  accidents  in 
California  shows  that  the  percentage 
of  overtaking-  accidents  or  sideswip- 
ing-,  is  in  excess  of  the  approaching' 
type  of  accident.  Evidently  more 
clearance  is  needed.  Experience  and 
observation  both  confirm  the  conclu- 
sion that  a  ten-foot  traffic  lane  is  no 
longer  adequate  for  modern  high- 
speed traffic. 

The  California  Division  of  High- 
ways has  adopted  a  new  standard  of 


C.   H.   PURCELL 


construction  for  state  highways 
which  provides  for  an  increased 
width  of  lane.  The  present  ten-foot 
lane  is  to  be  widened  to  a  basic 
eleven-foot  width,  making  the  two- 
lane  roadway  22  feet  wide  instead 
of  the  previous  20  feet. 

NEW   WIDTH  DESIGN 

A  standard  of  11-foot  width  of 
lane  for  three-lane  highways  has  also 
been  adopted  and  these  will  be  de- 
signed to  provide  for  future  expan- 
sion into  four-lane  divided  highways 


with    minimum    loss    of    investment. 
The   multiple   lane   highway   of   four 
lanes  or  more  will  be  a  divided  high- 
way providing  for  two  roadways  in 
each    direction    with    a    dividing    or 
separating  strip  between  them.     The 
standard  of  construction  adopted  for 
these  roads  is  a  12-foot  width  of  lane 
for  the   inside   lane   adjacent   to   the 
dividing  strip  and  an  11-foot  width 
for  the  outside  lane.     The  inside  lane 
of    12-foot   width   will  provide   more 
freedom    for   the   car   traveling 
in   this  lane  while  passing  and 
greater  freedom  and  mobility  in 
case  of  crowding.     The  outside 
lane  does  not  require  this  addi- 
tional   width    since    it    has    a 
shoulder  still  available  to  maneu- 
ver upon  in  ease  of  necessity. 

PLAN  FOR  FUTURE 

Only  a  relatively  small  per- 
centage of  our  highways  will  be 
of  the  divided  type.  The  ma- 
jority of  our  roads  will  always 
continue  to  be  two-lane  roads 
since  that  width  will  accommo- 
date the  traffic  requirements 
based  on  the  volume  and  char- 
acter of  traffic  using  them.  Our 
jilanning  of  the  nari'ower  roads 
now  constructed  must  consider 
the  ultimate  development  or  we 
will  be  forced  to  waste  some 
parts  of  the  pavement. 

To  conform  to  this  additional 
width  of  pavement  on  the  road- 
way we  are  also  increasing  the 
width   between   curbs   of  struc- 
tures such  as  bridges  and  grade 
separations.         The     additional 
width  provided  is  two  feet  be- 
yond the  edge  of  the  pavement 
lanes. 
In  other  words  a  bridge  on  a  two- 
lane  highway  having  a  22-foot  width 
of    pavement    will    be    26    feet    wide 
between  curbs  and  the  clearance  on 
a  structure  on  a  divided  roadway  will 
be   27    feet   between   curbs    for   each 
roadway. 

DEVELOPING   DESIGNS 

Designs  have  been  and  are  being 
developed  for  this  widened  pavement 
and  also  for  the  divided  type  of  road- 
way, both  for  new  construction  and 

(Continued  on  page  6) 


Drilling  Costs  Cut  by  New  Rig 
for  Foundation  Investigations 


By  O.  J.  PORTER,  Associate  Physical  Testing  Engineer, 
Materials  and  Research  Department 


THE  Equipment  Department  lias 
constructed  a  combination 
foundation  drilling  rig  from 
plans  prepared  by  engineers  of  tlie 
Materials  and  Research  Department, 
Division  of  Highways. 

The  equipment  described  herein 
was  designed  and  built  after  a  num- 
ber of  years  boring  experience  with 
inadequate  well  drilling  rigs,  and  con- 
struction of  the  outfit  was  resorted 
to  only  after  a  thorough  investigation 
indicated  that  a  suitable  outfit  was 
not  manufactured  commercially. 

Commercial  machines  are  usually 
built  for  only  one  type  of  drilling 
and  the  tools  designed  for  opening  a 
hole  to  water  or  oil  bearing  strata. 
Foundation  CA;)lorations,  on  the  other 
hand,  must  d  termine  not  only  the 
type  of  raateiial,  but  also  its  condi- 
tion, in  place.  Special  equipment  and 
tools  are.  therefore,  required  to  pro- 
cure undisturbed  cores  for  determina- 
tion of  moisture  content,  density,  com 
pressibilitj^  and  shear  strength. 

POWERFUL    DRILL 

The  combination  foundation  ex- 
ploration rig  described  herein  was 
designed  for  churn  drilling,  rof  i-y 
boring,  and  for  operating  the  nii- 
])roved  type  soil  sampler,  described 
in  "California  Higliwavs  and  Public 
Works,"  July,  1936. 

The  churn  drill  with  a  spudding 
beam  actuates  a  500-pound  hammer 
to  drive  the  sampler  outfit  and  also 
breaks  through  large  boulders  and 
solid  rock  with  regular  well  drilling 
tools.  A  1500-pound  string  of  tools 
with  a  6-inch  bit  is  included  as  regu- 
lar equipment.  With  proper  bits, 
eight  to  twelve  inch  holes  can  be 
opened  through  rock  to  a  depth  of 
400  feet. 

A  thirty-inch  rotary  table  is 
mounted  on  the  back  of  the  drill 
frame  for  driving  a  24-inch  auger 
bucket.  Holes  up  to  48  inches  in 
size  may  be  dug  with  the  same  tool 
by  attaching  a  reamer  to  the  top  of 


Porter  rig  with  tools  in  place  ready 
for  operation 


the  bucket.  Large  diameter  holes  are 
often  desired  in  earth  and  soft  bedded 
shale  formations  to  determine  ground 
water  conditions  and  the  dip  and 
nature  of  the  strata.  Undisturbed 
samples  of  large  dimensions  can  also 
be  obtained  from  any  of  the  ground 
explored  with  such  borings. 

MOBILE  EQUIPMENT 

The  rotary  table  is  designed  to 
operate  at  any  .speed  between  5  and 
50  r.p.m.  and  can  also  be  used  for 
driving  Calyx  type  rock  coring  bits 
up  to  30  inches  in  size.  It  is  not  con- 
templated that  this  type  of  drilling 
will  normally  be  required  and  large 
rock  core  bits  are  not,  at  present,  in- 
cluded with  the  tools  for  the  outfit. 
Tlie  complete  rotary  mechanism  is  de- 
mountable and,  when  desired,  can  be 
removed  from  the  main  rig  frame  in 
thirty  minutes. 

DESCRIPTION    OF    DRILL 

All  drill  units  are  mounted  in  a 
welded  bos-type  steel  frame  con- 
structed from  lieaw  channels.  This 
frame  is  attached  to  the  truck  chassis 
witli  six  heavy  "U"  bolt  clamps,  but 
tlie  outfit  can  be  quickly  detached  and 
moved  onto  a  barge  for  drilling  over 
water  or  skidded  to  difficult  boring 
locations  on  steep  hillsides.  The 
equipment  can  also  be  readily  rigged 
for  driving  light  piles  in  marsh  lands 
or  river-beds  whenever  a  temporary 
trestle  or  working  platform  is  re- 
rpiired  to  reach  such  inaccessible  loca- 
tions. 

INDEPENDENT    POWER    UNIT 

The  power  unit  is  independent  of 
the  truck  and  consists  of  a  Ford  V-8 
motor  with  a  five-speed  truck  trans- 
luission  mounted  in  a  K.  R.  Wilson 
industrial  conversion  unit.  This  pro- 
vides ample  power  and  flexibility 
with  the  gear  ratios  to  meet  all 
operating  requirements  for  the 
various  types  of  drill  tools.    A  heavy 

(Continued  on  page  28) 


[Two] 


(September  1937)  California  Highways  and  Public  Works 


^w,-- 


Upper — Combination  foundation  drilling  equipment  dismantled  and  ready  tor  road.  Lower  left — Closeup  view  or  ng  showing 
sand  bailer,  extension  rod  for  soil  sampler,  churn  bit,  rotary  bucket  with  Kelly  bar  and  driving  yolk,  and  the  sampler  assembly.  Lower 
right — Foundation  inspector  sitting   in  top   of  30-foot  boring  following   inspection  of  the  ground  to  bottom  of  an  80-foot  hole. 


California  Highways  and  Public  Works 


(September  1937) 


[Three] 


Another  Unit  of  Tahoe-Ukiah 
Lateral  Completed  By  State 


By  SCOTT  H.  LATHROP,  Assistant  Engineer 


WITH  the  completion  of  con- 
struction between  the  Parks 
Bar  Bridge  and  the  Yuba- 
Nevada  County  line,  another  section 
of  the  Tahoe-Ukiah  lateral  has  been 
brought  up  to  present  day  standards 
of  grade  and  alignment,  enabling  it 
to  serve  traffic  more  adequately. 

This  increasingly  popular  road  ex- 
tends from  the  Eedwood  Highway 
near  Ukiah  to  U.  S.  Route  40  near 
Emigrant  Gap.     Providing  as  it  does 


not  all  in  the  past  either  for,  since 
the  price  of  gold  was  raised,  many  of 
the  old  mines  in  this  region  have  been 
reopened  and  gold  production  has  in- 
creased materially.  All  along  the 
Yuba  River,  from  Parks  Bar  Bridge 
upstream,  are  "gold-snippers"  busily 
panning  and  cradling  the  gravel  from 
the  river  bottom  for  the  gold  which 
the  river  still  brings  down. 

The  forty-niners  didn't  spend  much 
time  worrying  about  roads  and,  as  a 


PROJECT  COST   $170,000 

Construction  of  the  project  just 
completed,  costing  approximately 
$170,000,  was  made  possible  by  its  in- 
clusion in  the  U.  S.  Public  Works 
Highway  Program.  The  newly  com- 
pleted unit  is  about  3.7  miles  in  length 
and  extends  from  the  bridge  across 
the  Yuba  River  at  Parks  Bar,  which 
is  approximately  sixteen  miles  from 
Marysville,  to  one-quarter  of  a  mile 
east  of  the  Yuba-Nevada  County  line. 


W^tV  STATE ^  ^W/GHi^A 


the  most  direct  route  between  the 
Redwood  Empire  and  the  Lake  Tahoe 
region,  the  traffic  on  this  road  is 
steadily  increasing.  In  addition  to 
the  two  recreational  areas  mentioned 
above,  this  road  passes  through  the 
f!lear  Lake  re.sort  area  in  Lake 
County. 

From  Marysville  to  its  connection 
with  U.  S.  Route  40  the  Tahoe-Ukiah 
road  passes  through  country  which  is 
rich  in  historical  interest,  bringing  to 
memory  the  "Days  of  '49"  when 
"Gold!"  was  the  magic  word  which 
brought  men  flocking  by  the  thou- 
sands to  the  mountains  of  California. 

EARLY  MINING   CAMPS 

Marysville,  Timbuctoo,  Smartville, 
Rough  and  Ready,  Gra.ss  Valley,  and 
Nevada  City  are  all  names  familiar  to 
tliose  interested  in  early  California 
history.    The  gold-producing  days  are 


result,  the  pack  trails  -which  later  be- 
came wagon  roads  followed  the  lines 
of  least  resistance  and  were  verj^ 
likely  to  be  replete  with  tortuous 
curves. 

The  section  of  the  road  between 
Marysville  and  Grass  Valley,  which 
was  taken  over  by  the  State  for 
maintenance  in  1926,  was  developed 
from  the  old  wagon  road  with  sec- 
tions where  no  standards  of  grade 
or  alignment  were  observed.  As  a 
result,  in  many  places  dangerous 
curves  and  steep  grades  have  pre- 
sented constant  hazards  to  trafiBc. 
Considerable  relief  has  been  afforded 
by  the  widening  of  curves  and  simi- 
lar maintenance  work,  but  ultimate- 
ly new  construction  or  reconstruction 
over  the  major  part  of  the  distance 
will  be  required.  This  is  being  done 
by  stages  as  funds  become  available. 


At  this  point  it  connects  with  a  sec- 
tion of  the  road  which  was  brought 
up  to  .standard  width,  grade,  and 
alignment  in  1932. 

The  recently  completed  construc- 
tion consisted  of  grading  the  roadbed, 
placing  crusher  run  base,  and  apply- 
ing a  seal  coat  over  the  full  width  of 
the  crusher  run  base.  In  addition  to 
providing  customai\y  drainage  facil- 
ities to  care  for  an  average  annual 
rainfall  of  about  35  inches,  it  was 
necessary  to  provide  several  special 
structures  for  crossings  of  irrigation 
and  mining  ditches  belonging  to  the 
Nevada  Irrigation  District. 

GOLD  DIGGINGS  UTILIZED 

Rock  for  the  crusher  run  base 
course  was  crushed  locally  by  the 
contractor,  being  secured  from  a  hy- 
draulic spoil  bank  near  the  center  of 
the  project.     It  is  interesting  to  note 


[Four] 


(September  i9i7)  California  Highways  and  Public  Works 


that  material  which  was  cast  aside  by 
men  in  the  frantic  search  for  gold  is 
now  being  utilized  to  construct  a  road 
over  which  people  will  travel  in 
search  of  intangible  scenic  riches. 

The  alignment  on  the  new  construc- 
tion complies  with  present  da.y  stand- 
ards for  mountain  roads.  The  im- 
provement in  alignment  over  the  old 
road  is  very  noticeable  when  it  is 
remembered  that  many  of  the  old 
curves  had  radii  as  short  as  50  feet. 
In  addition  to  being  very  sharp,  many 
of  these  curves  were  "blind,"  pre- 
senting a  very  definite  menace  to 
traffic.  Among  the  worst  curves  to 
be  eliminated  was  the  right  angle  turn 
at  the  east  approach  to  the  Parks 
Bar  Bridge. 

MAXIMUM   GRADE   7   PER  CENT 

The  maximum  grade  on  the  new 
project  is  7%,  the  total  rise  being 
approximately  700  feet  in  a  distance 
of  about  3.7  miles.  The  rise  in  ele- 
vation is  constant  throughout  the 
project,  adver.se  grade  being  required 
at  only  two  locations.  This  is  in  con- 
trast to  the  old  grade  line  which  con- 
tained several  pieces  of  adverse  grade 
of  various  lengths  and  several  grades 
of  considerably  more  than  7%,  the 
steepest  being  one  of  about  15%. 

The  length  of  the  improvement  is 
3.71  miles  with  a  saving  in  distance 
of  0.6  of  a  mile  over  the  old  route. 

Since  the  road  was  opened  to  public 
traffic  in  June  many  favorable  com- 
ments have  been  received,  from  which 
it  may  be  concluded  that  it  is  ade- 
quately serving  the  traffic  which 
travels  this  route. 


Construction  of  realigned  highway  between  Parks  Bar  Bridge  and  point  one-fourth  mile  east  of  Nevada  County  line  eliminated 
such  poor  alignment  as  shown  in  upper  photograph.  Center — Showing  how  new  highway  approaches  bridge  with  safe  sight  dis- 
tance   and    curve.      Lower — Section    of    newly    completed    highway. 


California  Highways  and  Public  Works    (September  1937) 


fFivel 


Future  State  Highways 
Will  Be  Made  Wider 


(Continued  from  page  1) 


for  the  adaptation  of  existing  pave- 
ment to  the  ultimate  design  of  divided 
roadway.  In  these  designs  provision 
is  made  for  the  full  use  of  existing 
roadway  and  pavement  and  for  the 
progressive  development  to  a  greater 
capacity  leading  toward  the  ultimate 
section,  with  a  mininuim  loss  or  waste 
of  what  already  has  been  installed. 

The  designs  include  three-lane 
roads  using  the  new  standard  width 
of  lane.  These  three-lane  roads  are 
being  built  to  make  them  easily  adapt- 
able to  future  expansion  into  the 
divided  type.  This  design  consists  of 
building  two  lanes  of  permanent  pave- 
ment separated  by  an  intervening  lane 
of  lighter  type  construction.  The 
middle  lane  can  then  be  converted 
into  a  dividing  strip  without  appreci- 
able loss  and  will  serve  in  the  mean- 
time as  a  traffic  lane  for  passing  until 
traffic  volume  requires  the  increased 
capacity.  This  type  of  construction, 
characterized  by  the  contrasting  color 
of  the   separate  lane,   has  a  decided 


controlling  effect  on  the  operation  of 
vehicles  since  it  definitely  demarks 
the  separate  lanes  in  which  they  are 
to  travel. 

MINIMUM  WIDTH  FOR  STRIPS 

A  minimum  width  of  four  feet  has 
been  adopted  for  the  separation 
strips  on  the  divided  roadway.  This 
width  is  the  least  which  can  provide 
adequate  clearance  and  safety 
against  hazard  for  vehicles  traveling 
in  opposite  direction.  It  will  be  ap- 
plied on  many  of  our  multiple  lane 
roads  since  it  conserves  space  and 
can  be  installed  in  adapting  existing 
pavement  to  the  divided  type  with 
less  loss  of  existing  pavement.  In 
many  cases,  too,  it  will  not  require 
additional  width  of  right  of  way, 
which  would  be  expensive  especially 
where  considerable  improvement  of 
adjacent  property  has  occurred. 

This  minimum  width  of  separation 
strip  requires  some  positive  means  of 

(Continued  on  page  18) 


This  sketch  of  two  standard  freight  cars  shows  a  clearance  between  cars  of  3  feet, 
6  Inches.  Even  though  these  cars  are  on  immovable  tracks,  railroads  consider  this 
clearance  a  necessary  safety  precaution. 


New  Foothill 
Boulevard  Will 
Be  Four  Lanes 

By  E.  Q.  SULLIVAN 

District  Engineer 


WORK  has  .started  ou  widening 
the  Foothill  Boidevard  be- 
tween Claremont  and  San 
Bernardino.  A  contract  was  awarded 
on  July  9,  1937,  in  the  amount  of 
$369,453.10  to  the  United  Concrete 
Pipe  Corporation. 

The  specifications  provide  that  traf- 
fic shall  not  be  interrupted  during 
the  progress  of  the  work,  and  the  con- 
tractor is  planning  his  operations  to 
conform  to  this  requirement. 

.Seven  years  ago,  the  original  two- 
lane  highway  was  widened  to  three 
lanes  and  it  has  served  well  until  the 
present  time.  The  greatly  increased 
traffic  and  the  high  speed  of  modern 
automobiles  has  now  made  mandatory 
widening  to  four  lanes.  Conforming 
to  modern  practice,  a  center  dividing 
space  will  be  constructed  to  provide 
greater  safety  to  motorists. 

The  Foothill  Boulevard  is  known 
throughout  the  entire  United  States. 
Seven  years  ago,  at  the  time  of  the 
widening  to  three  lanes,  articles  ap- 
peared in  many  National  magazines, 
with  illustrations  showing  the  rows  of 
palms,  orange  trees  and  eucalyptus 
trees. 

There  are  miles  of  eucalyptus  trees 
that  exceed  100  feet  in  height  and 
some  reach  a  height  of  200  feet. 
Eucalyptus  trees,  palm  trees,  and 
orange  trees  border  the  highway  for 
almost  the  entire  length  of  the  boule- 
vard. 

For  more  than  sixty  miles,  the  Foot- 
hill Boulevard  follows  along  the  base 
of  the  San  Gabriel  Mountains,  includ- 
ing Mt.  Lowe,  m.  Wilson,  Mt.  San 
Antonio,  Mt.  Cucamonga.  These  tow- 
ering, rugged  peaks  rise  abruptly 
from  the  valley  floor  to  the  north  of 
tlie  highway.  For  the  la.st  thirty 
miles,  the  Foothill  Boulevard  points 
directly  east  at  Mt.  San  Bernardino. 
In  driving  easterly,  Mt.  San  Bernar- 
dino is  framed  between  the  orange 
trees,  palm  trees  and  eucalyptus  trees ; 
and  together  with  the  San  Gabriel 
IMoinitains,  it  is  covered  with  snow 
from  December  until  June,  providing 
an  excellent  tourist  attraction. 


[Six] 


(September  19)7)  California  Highways  and  Public  Works 


Uppei Foothill   Boulevard  west  of  Sierra   Way.      Palm  trees  on    the    left    will    be    moved    back    and    eucalyptus    trees    on    right    will 

remain   undisturbed.      This  stretch  will   be  widened  and   repaved.      Lower — Artist's  conception  of  how  this  section  of  boulevard  will  look 
after   improvement. 


Drivers  Increasing 

More  than  23,000  original  operators" 
licenses  were  issued  in  July,  to  appli- 
cants in  California,  Paul  JIason,  Chief 


of  the  Division  of  Drivers'  Licenses, 
has  reported  to  Governor  Merriam. 

"This  lunuber, "  Ma.son  said,  "rep- 
resents twenty-nine  per  cent  of  all 
aj)plieations  issued  by  the  division  for 


the  month  and  apparently  indicates 
that  the  number  of  persons  learning 
to  drive  and  the  number  of  nonresi- 
dents entering  California  are  steadily 
increasing." 


California  Hightvays  and  Public  Works   (September  i9}7) 


[Seven] 


Angeles  Crest  Highway  Opens 
Vast  Recreational  Territory 


By  S.  V.  CORTELYOU,   District  Ensineer 


COMPLETION  of  the  Crow 
Brothers  contract  for  the  United 
States  Bureau  of  Public  Roads 
this  month,  and  completion  simul- 
taneously of  that  section  constructed 
by  the  Division  of  Highways  with 
prison  labor,  will  mark  the  opening  of 
vast  areas  of  the  645,000  acres  com- 
prising the  Angeles  National  Forest, 
making  them  easily  accessible  to  the 
motoring  public  for  the  first  time. 

Heretofore,  the  only  roads  of  a  pub- 
lie  nature  to  this  potential  recrea- 
tional area,  were  Forest  Service  truck 
trails,  twelve  feet  wide,  constructed 
for  fire  protection  measures.  Ap- 
proach to  tlie  mountain  areas  by  the 
public  on  these  trails  could  be  made 
only  from  the  Mojave  Desert  side. 

Constructitn  of  mountain  high- 
ways is  greatly  appreciated  by  the 
public  for  the  scenic,  inspirational 
and  recreational  assets,  as  indicated 
by  the  increase  in  the  volume  of 
mountain-bound  traffic  during  the 
last  ten  years. 

YEAR  AHEAD  OF  SCHEDULE 

Opening  of  the  newly  completed 
stretches  of  the  Angeles  Crest  High- 
way at  this  time,  approximately  a 
year  ahead  of  schedule,  has  been  made 
possible  through  tlie  close  cooperation 
of  the  United  States  Bureau  of  Public 
Roads  and  tlie  Division  of  Highwa.vs. 
The  United  States  Fore.st  Service  has 
future  plans  for  the  development  of 
camping  facilities  that  will  afford  the 
residents  of  Southern  California  a 
vast  new  mountain  recreational  area. 

From  Red  Bo.\,  the  present  termi- 
nus of  the  Angeles  Crest  Highway,  so 
named  because  in  past  years  a  large 
red  box  there  housed  fire-fighting 
materials  for  forest  rangers,  the  new- 
highway  proceeds  north  and  north- 
easterly for  a  distance  of  9. .3  miles  to 
Cliarlton  Plat,  reaching  an  elevation 
of  5200  feet.  Red  Box  is  also  the 
junction  point  of  tlie  new  high  gear 
road  bearing  off  southeasterly  1o  tlic 
Mount  Wilson  observatory  of  tlie  Car- 


negie   Institute,    famous    throughout 
the  world. 

NATURAL  FOREST  LANDS 

Charlton  Plat  is  an  area  of  natural 
forest  park  lands  some  600  acres  in  ex- 
tent, for  which  the  United  States 
Forest  Service  has  plans  to  begin 
work  within  the  next  year  on  the  de- 
velopment of  the  area  into  one  of  the 
largest  and  finest  camp  and  picnic 
grounds  in  the  Angeles  National  For- 
est. There  are  large  pine  trees  located 
throughout  this  level  terrain,  grassy 
meadows,  and  several  excellent 
.springs  which  will  be  developed  to 
provide  an  abundance  of  water. 

The  Angeles  Crest  Highway  sec- 
tions to  be  opened  to  the  public,  from 
Red  Box  through  Charlton  Plats,  and 
extending  in  a  general  northeasterly 
direction  to  Cliilao,  where  they  will 
dead-end  at  the  Neweomb  Rancli,  were 
surveyed  and  the  location  made  by  the 
United  States  Bureau  of  Public  Roads 
ill  1934-35.  The  standards  of  con- 
struction on  the  newly  finished  sec- 
tions are  the  same  as  those  of  the  high 
gear  Angeles  Crest  Highway  between 
La  Canada  and  Red  Box. 

SPIRAL  CURVES  USED 

An  engineering  feature  of  the  new 
construction  is  the  use  of  spiral 
curves  instead  of  simple  curves.  All 
sections  of  the  highway  are  graded  to 
a  uniform  roadway  width  of  30  feet. 
Maximum  grade  is  held  at  6  per  cent, 
compensated  for  curvature.  Cut 
slopes  are  3/4  :1,  excepting  in  the  hea- 
vier rock  sections  whei'e  slopes  are 
steepened  to  1/2  :1. 

That  portion  of  the  highway  2.92 
miles  in  length,  completed  by  the  Di- 
vision of  Highways  with  prison  labor, 
involves  the  heaviest  grading  of  the 
newly  completed  sections  of  Angeles 
Crest  Highway.  Cuts  measured  on 
center  line  run  as  deep  as  140  feet, 
and  in  one  side  hill  cut  the  distance 
from  roadway  to  to])  of  cut  is  240  feet. 
The  tiitiil  yardage  moved  in  construc- 
lion  of  the  2'.92  miles  was  1,002.000 


cubic  yards,  the  work  being  completed 
at  a  total  cost  of  $450,000  or  an  aver- 
age of  $154,000  per  mile.  Approxi- 
mately 90  per  cent  of  the  excavated 
material  was  rock,  requiring  heavy 
shooting. 

EMBANKMENTS  EXTRA  WIDE 

Embankments  were  constructed  by 
the  end  dump  method  and  built  out 
to  extra  width.  As  the  natural  re- 
pose of  the  embankment  material  is 
approximately  1.3  to  1,  the  fill  slopes 
were  flattened  out  to  secure  added 
.stability  to  a  1^  to  1  slope  by  employ- 
ing a  double  drum  hoist  operated 
along  the  roadway  shoulder  section 
connected  with  a  "dead  man"  at  the 
toe  of  fill  operating  a  i  cubic  yard 
scraper  bucket.  Rapid  jn'Ogress  was 
made  with  this  method  resulting  in  a 
fill  slope  uniform  in  appearance,  with 
all  loose  rocks  moved,  and  afi^ording 
an  excellent  surface  for  the  erosion 
control  to  be  applied. 

Erosion  control  treatment  has  been 
carried  on  throughout  the  entire  proj- 
ect and  on  this  job  it  consists  of 
longitudinal  wattling  of  stakes  and 
brush  to  mechanically  anchor  the  fill 
.surface.  This  surface,  so  treated,  is 
then  planted  with  cereal  grains,  fol- 
lowed by  a  covering  of  bedding  straw, 
the  latter  serving  as  protection  for 
the  seeds  against  washing  out  by  the 
winter   rains. 

EROSION  CONTROL 

This  erosion  control  method  has 
been  developed  during  the  past  seve- 
ral years  by  the  California  Forest  & 
Ranger  Experimental  Station,  con- 
ducted by  the  United  States  Bureau 
of  Public  Roads,  and  has  proven  most 
successful  under  a  variety  of  condi- 
tions. 

Construction  work  has  been  carried 
out  progressively  since  completion  in 
134  of  the  Angeles  Crest  Highway  as 
far  as  Red  Bo.x.  The  Thompson  Con- 
struction Comiiany,  Guy  P.  Atkinson, 
and    Crow    Bros.,    have    each    uiider- 

( Continued  on  page  19) 


[Eightl 


(September  19)7)  California  Highways  and  Public  Works 


Scenes  on  Angeles  Crest  Highway.  Upper — Section  of  new  highway  showing  erosion  control  treatment  applied  to  fill  slopes. 
Center — Typical  grading  operations  on  highway  near  Chilao,  ten  miles  northeast  of  Red  Box.  Lowei — Illustrating  method  of  flatten- 
ing  fill    slopes    prior   to    applying   erosion   control    treatment. 


California  Hightvays  and  Public  Works    (September  19)7) 


I  Nine  1 


State  Highway  Commission 
Observes  25th  Anniversary 


By  T.  E.  STANTON,  Materials  and  Research  Engineer 


SITTING  for  the  first  time  in  its 
spacious  board  room  in  the  new 
Public  Works  Building  in  Sac- 
ramento on  July  2,  the  California 
Highway  Commission  celebrated  the 
twenty-fifth  anniversary  of  its  exist- 
ence as  a  State  agency. 

The  year  1937  marks  the  twenty- 
fifth  anniversary  of  active  construc- 
tion and  development  of  the  Cali- 
fornia State  highway  system.  It 
was  early  in  1912  that  the  first  Cali- 
fornia Highway  Commission,  com- 
posed of  Burton  A.  Towne,  Chair- 
man, N.  D.  Darlington  and  the  late 
Charles  D.  Blaney,  acting  under 
authority  of  the  First  Highway  Bond 
Act  of  1909  set  up  the  organization 
and  began  the  active  work  of  surveys 
preparatory  to  construction  on  the 
State  system  as  provided  under  the 
bond  act. 

Highway  development  has  made 
rapid  advances  during  the  quarter 
century  and  the  evolution  of  road 
construction  practice  for  motor  trans- 
portation to  modern  high  standards 
presents  a  most  interesting  story.  Of 
equal  interest  is  the  growth  of  public 
interest  and  concern  for  highway 
matters  to  the  present  universal  reali- 
zation that  adequate  road  facilities 
are  of  utmost  personal  importance. 

FIRST  HIGHWAY  STEP  IN  1S95 

First  definite  action  toward  a  State 
highway  system  in  California  was 
taken  in  1895  when,  by  act  of  the 
legislature,  the  State  Bureau  of  High- 
wa.ys  was  created  to  acquire  and  con- 
struct State  roads.  Under  authority 
of  this  legislative  action  the  Govei-nor 
appointed  R.  C.  Irvine  of  Sacra- 
mento, Marsden  Manson  of  San  Fran- 
cisco, and  J.  L.  Maude  of  Riverside  to 
serve  as  members  of  the  Bureau. 

With  a  buckboard  and  team  Irvine 
and  Maude  drove  over  7000  miles 
into  every  county  of  the  State,  trav- 
eling along  tlie  coast,  through  valleys, 
mountains,  and  desert.  As  a  result  of 
this  reconnaissance  a  report  and  map 
of  a  proposed  and  recommended  State 


highway  system  was  sulimitted  to  the 
Governor  on  November  25,  1896. 

It  is  of  interest  to  note  that  the 
system  then  proposed  was  in  its 
main  features  the  foundation  of  the 
State  highway  system  as  it  exists 
today. 

FIRM   FOUNDATION 

Tlie  1897  legislature  dissolved  the 
Bureau  of  Highways  and  created  a 
Department  of  Highways  to  which 
Marsden  Manson,  J.  R.  Price,  and 
W.  L.  Ashe  were  appointed  to  serve 
as  commissioners  for  a  period  of  two 
years.  The  members  of  this  new 
department  bent  their  efforts  in  ex- 
haustive studies  of  road  construction 
practices  and  economics. 

Mr.  Manson  made  a  tour  of  Europe 
to  observe  construction  methods  fol- 
lowed in  England,  France,  Germany, 
Russia  and  other  countries.  Their 
findings  on  drainage,  roadbed  and 
pavement  construction  were  based  on 
fundamental  engineering  principles 
so  that  in  its  early  beginnings  high- 
way development  in  California  was 
placed  upon  a  firm  foundation. 

As  the  result  of  the  work  of  these 
pioneers  of  modern  road  construction, 
an  amendment  to  the  California  State 
Constitution  was  adopted  on  Novem- 
ber 4,  1902,  giving  the  legislature 
power  to  establish  a  system  of  State 
highways  and  to  pass  all  laws  neces- 
sary for  highway  construction  and 
maintenance. 

GOOD  ROADS  SENTIMENT 

In  1907  the  Department  of  Engi- 
neering was  established  but,  because 
of  the  lack  of  funds,  any  material 
progress  in  road  construction  by  this 
department  was  prevented. 

During  these  preliminary  years 
favorable  public  sentiment  for  "good 
roads"  was  spreading  throughout  the 
nation  and  with  the  rapid  rise  in 
manufacture  and  sale  of  motor  cars 
during  the  first  decade  of  the  century 
this  sentiment  crystallized  into  action. 

At  the  general  election  in  1910  the 


voters  of  California  gave  their  ap- 
proval to  an  act  passed  by  the  1909 
legislature  for  the  issuance  of  State 
bonds  amounting  to  $18,000,000  for 
the  purpose  of  acquiring  and  con- 
structing a  State  highway  system. 

FIRST  BOND  ISSUE 

The  act  of  1909  providing  for  the 
first  bond  issue  made  possible  the  real 
beginning  of  a  unified  system  of  State 
highways  and  with  the  appointment 
of  three  members  to  the  first  Califor- 
nia Highway  Commission,  under 
authority  of  legislation  enacted  in 
1911,  the  nucleus  of  a  State  organiza- 
tion provided  with  authority  and 
funds  for  construction  of  such  a  sys- 
tem began  to  function. 

The  act  specified  the  routes  to  be 
included  in  the  system  should  consti- 
tute a  continuous  and  connected  net- 
work of  highways  with  arterials  run- 
ning north  and  south  traversing  the 
Sacramento  and  San  Joaquin  Valleys 
and  along  the  coast,  together  with 
lateral  roads,  so  that  the  several 
county  seats,  centers  of  population, 
and  main  transcontinental  routes  en- 
tering California  would  be  joined  by 
State  highways. 

The  three  members  of  California's 
first  Highway  Commission,  Mr. 
Towne,  Mr.  Darlington  and  Mr. 
Blaney  assumed  their  responsibilities 
without  hesitation  and  together  with 
Austin  B.  Fletcher,  whom  Governor 
Hiram  Johnson  appointed  to  the  post 
of  first  State  Highway  Engineer,  be- 
gan the  task  of  establi.shing  a  depart- 
ment to  develop  the  .system  as  dic- 
tated by  the  bond  act.  The  State  was 
divided  into  seven  districts  and  an 
experienced  engineering  staff  organ- 
ized to  carry  on  the  work. 

FIRST  EARTH   TURNED 

The  commission  and  Mr.  Fletcher 
toured  the  State  from  the  Oregon  line 
to  the  Mexican  border,  traveling  some 
6,800  mile.s  and  making  an  intensive 
study  of  the  highway  needs  of  the 
State  as  a  whole.    Upon  the  basis  of 


[Ten] 


(September  i9}7)  California  Highways  and  Public  Works 


first    State    Highway    Commission    appointed    August    9,    1911.     Left  to  right — Burton  A.  Towne.  chairman ;   Chas.  D.  Blaney, 

N.    D.    Darlington. 


Present   Highway   Commission:    Julien    D.   Roussel,   secretary;    Wm.   T.   Hart,   Paul   G.  Jasper 

and    Philip    A.   Stanton. 


geographical  controls  and  the  stipula- 
tions of  the  bond  act,  improvement 
projects  were  selected  and  surveys 
begun  in  preparation  for  construc- 
tion. 

In  less  than  one  year  after  the  be- 
ginning of  work  more  than  1,000  miles 
of  State  highway  had  been  surveyed 
and  on  August'?,  1912,  Mr.  Towne 
turned  the  first  shovel  of  earth  on 
California  State  Highway  Contract 
No.  1,  to  start  construction  of  an 
asphalt  concrete  pavement  on  a  sec- 
tion of  the  Coast  Route  between 
South  San  Francisco  and  Burlin- 
game,  in  San  Mateo  County.  Since 
that  date,  highway  construction,  re- 
construction, improvement  and  main- 
tenance have  been  continuous  upon 
the  State  system. 

The  efforts  of  the  first  highway 
commission  laid  a  firm  foundation  for 
higliwav'    iinpi-ovement    and   develop- 


ment and  succeeding  commissioners 
have  held  to  the  high  standards  of 
public  service  which  these  pioneers  in 
the  highway  field  inaugurated. 

PUBLIC    DEMAND   INCREASES 

Rapid  expansion  of  the  automobile 
industry  and  the  great  increase  in  the 
use  of  motor  cars  and  trucks  created 
;ui  insistent  and  active  public  demand 
for  increased  highways,  which  neces- 
sitated additional  funds  for  the  work. 

In  1913,  the  State  legislature 
pas.sed  an  act  requiring  registration 
of  all  motor  vehicles  which  provided 
for  the  equal  division  of  the  net  rev- 
enue from  the  registration  fees  be- 
tween the  State  and  the  counties  and 
stipulated  that  the  State's  share  be 
devoted  to  maintenance  of  highways. 

At  the  1916  election  the  voters 
ratified  the  Highwav  Act  of  1915 
providing   $15,000,000    for   continua- 


Harry  A.   Hopkins,  chairman;    H.   R.  Judah 

tion  of  the  work  being  performed 
with  funds  provided  by  the  first  bond 
act. 

As  the  work  proceeded  and  cars 
on  the  highways  increased  in  numbers 
it  became  evident  that  required  facil- 
ities would  necessitate  stiU  further 
funds  and  at  a  special  election  on 
July  1,  1919,  a  third  bond  issue  of 
$40,000,000  was  ratified  by  Califor- 
nians. 

It  likewise  became  evident  that 
future  financing  of  State  highway 
construction  by  issuance  of  bonds 
would  create  a  burden  which  was  too 
great  for  the  State  to  bear  and  in  the 
biennial  report  of  the  Highway  Com- 
mission for  1919-1920  recommenda- 
tion was  made  for  the  imposition  of 
a  gasoline  tax,  the  proceeds  of  which 
should  be  devoted  solely  to  highway 
j)urposes. 

(Cnntinued    on    page    22) 


California  Hightvays  and  Public  Works   (September  1937) 


[Eleven] 


Shade  Trees  Are 
Preserved  Along 
Realigned  Road 

By  R.  M.  GILLIS,  District  Engineer 

ELLMINATION  of  four  railroad 
grade  crossings,  the  saving  of 
over  one  mile  iu  distance  and 
construction  designed  to  preserve 
shade  and  ornamental  trees  along  the 
realigned  highway  featured  the  im- 
provement of  State  Route  129  in 
Tulai-e  County  extending  from  the 
town  of  Strathmore  through  Lindsay 
to  Cairns  Corner. 

Relocation  of  this  road  carrying 
over  "JOOD  cars  a  day  avoided  two 
grade  crossings  of  the  Visalia  Electric 
Railway  and  two  crossings  of  the 
Santa  Fe  and,  as  sliown  in  the  pic- 
tures on  this  page,  was  done  in  such 
a  way  as  not  to  destroy  the  beautiful 
trees  lining  the  highway.  The  upper 
photogra])li  is  of  a  stretch  between 
Exeter  and  Lindsay  and  the  lower  is 
of  a  section  between  Lindsay  and 
Cairns  Corner,  both  showing  the  pres- 
ervation of  shade  trees. 

The  pi'oject  completed  by  N.  M. 
Ball  Sons  and  Larson  Bros,  at  a  cost 
of  $155,000,  provides  an  eighty-foot 
right  of  way  graded  to  its  full  width 
and  surfaced  with  a  twenty-foot  pave- 
ment with  eight-foot  oil  mixed  shoul- 
ders on  each  side. 

Compared  with  the  old  sixteen-foot 
pavement  with  narrow  right  of  way 
and  sight  di.stanee  limited  by  orange 
groves  at  the  road  intersections  and 
railroad  crossings,  this  improvement 
offers  a  very  substantial  contrilnition 
to  traffic  safety,  for  the  two  thousand 
vehicles  that  use  it  daily. 

Route  129  starts  at  Famoso,  twenty 
miles  north  of  Bakersfield  on  Route 
4.  It  serves  not  only  as  the  rovite 
from  the  .south  to  the  rajndly  develo]i- 
ing  recreational  areas  of  Sequoia  and 
General  Grant  Parks,  but  also  is  the 
main  traffic  artery  for  the  prosperous 
agricultural  district  through  which  it 
passes.  Because  it  is  through  the 
center  of  Tulare  County's  rich  citrus 
orchards,  it  has  been  appropriately 
given  the  local  name  of  Orange  Belt 
Ilishwav. 


Coiiooilod  Wife  —  DarliiiR,  dop.sii't  my 
bciiiity  .scorn  unreal   to  you  at   (iniosV 

Husband — Yes,  e.spefially  when  I  look  at 
the  .iar.s  on  your  dres.sing  table. 


[Twelve] 


(September  i9}7)  California  Hightvays  and  Public  Works 


34  California  CountieslGet 
Federal  Aid  for  Local  Roads 


By  GEORGE  T.  McCOY,  Assistant  State  Hishway  Ensineer 


TIIIRTY-FOUR  California 
counties  are  to  receive  direct 
benefits  during  1937  and  1938 
for  construction  on  approximately 
250  miles  of  county  roads,  estimated 
to  cost  $1,650,000.  Improvements  to 
be  made  under  this  program  will  be 
financed  from  Federal  funds  appor- 
tioned to  California  supple- 
mented by  county  funds. 

Included  in  the  amendment 
by  Congress  of  the  Federal  Aid 
Highway  Act  in  June,  1936,  was 
not  only  the  continuation  of 
regular  Federal  aid  for  State 
highway  work  in  the  several 
states,  but  also  provision  for 
Federal  assistance  in  the  im- 
provement of  feeder  highways. 
The  funds  for  this  last  purpose 
were  authorized  for  appropria- 
tion in  an  amount  of  $25,000,000 
for  each  of  the  fiscal  years  end- 
ing June  30,  1938,  and  1939. 
The  apportionment  to  the  states 
of  the  1938  funds  allocated 
$971,644  to  California. 

MATCH  FEDERAL  FUNDS 

The  work  will  be  carried  on 
cooperatively  between  the  coun- 
ties, the  State  Division  of  High- 
ways and  the  U.  S.  Bureau  of 
Public  Roads,  with  the  direct 
supervision  under  the  State 
Highway  Department.  The 
Federal  funds  will  be  matched 
by  county  money. 

Rules  and  regulations  govern- 
ing the  administration  and  ex- 
penditure of  these  funds  which 
were     pronudgated     by     the     United 
States  Bureau  of  Public  Roads  early 
this  last  spring,  were  given  intensive 
study  by  the  Division  of  Highways 
before  proceeding  with  the  formation 
of  the  feeder  road  construction  pro- 
gram to  be  financed  with  this  Federal 
money.     The  regulations  clearly  indi- 
cated the  intent  of  the  government  to 
provide     improvement     to     so-called 
"farm    to    market"    and    "mine    to 
market"   roads  of  a   distinctlv   rural 


character  which  feed  from  rural  com- 
munities to  an  improved  highway 
system. 

Although  the  rules  and  regulations 
specified  that  the  money  provided  by 
the  government  for  this  feeder  road 
program  be  expended  on  rural  high- 
way construction  in  at  least  50%  of 


GEORGE  T.   McCOY 


the  counties  of  a  State  and  that  at 
least  30%  of  the  funds  be  spent  on 
]irojects  located  off  the  State  Highway 
System,  the  California  Highway'  Com- 
mission at  its  meeting  on  June  17, 
1937,  approved  distribution  of  the 
ajiiiortionment  to  California  to  ap- 
jiroximatoly  C>0''t  of  the  counties  of 
the  State  and  expenditure  of  the  en- 
tire a]iportionment  on  county  roads 
not  a  part  of  the  State  Highwa.y  or 
Federal  Tlighwav  Systems. 


This  policy  of  using  the  entire  ap- 
portionment on  county  roads  was  de- 
termined after  conference  with  county 
authorities  on  the  feasibility  of  such 
a  procedure  based  upon  tentative  allo- 
cations to  the  various  State  highway 
districts. 

On  ]\Iarch  18  a  joint  meeting 
of  County  Engineers  and  Engi- 
neers of  the  Division  of  High- 
ways was  held  in  Sacramento. 
At  this  meeting  the  program  was 
discussed  in  detail  and  lines  of 
action  determined.  That  the 
various  counties  were  anxious  to 
avail  themselves  of  this  Federal 
assistance  for  improvement  to 
county  roads  was  evidenced  by 
their  submission  of  proposed 
projects  over-subscribing  the 
available  amount  by  nearly 
100%,. 

Selection  of  the  projects  was 
made  by  the  Division  of  High- 
ways Engineers  in  cooperation 
with  local  authorities.  The  ac- 
companying program  of  projects 
has  been  approved  by  the  U.  S. 
Bureau  of  Public  Roads  for  ex- 
j-ienditure  from  the  1938  funds; 
|. reparation  of  the  projects  is 
well  adavnced;  and  advertising 
for  bids  on  contracts  will  be 
under  way  in  a  w-eek  or  two. 

HIGHWAY    PLANNING    SURVEY 

It  is  the  plan  of  the  Federal 
Government  to  establish  Federal 
aid  feeder  higlnvay  systems  in 
the  various  States  in  addition  to 
the  existing  Federal  Aid  Pri- 
mary and  Secondary  road  sys- 
tems. There  is  now  under  way  in  Cali- 
fornia an  exhaustive  highway  plan- 
ning survey  under  the  direction  of 
the  U.  S.  Bureau  of  Public  Roads. 
From  the  data  collected  in  this  sur- 
vey it  is  hoped  to  establish  the  high- 
ways, satisfactory  to  counties,  State 
and  Federal  government,  for  inclu- 
sion in  such  a  Federal  feeder  system 
and  to  lay  out  a  general  program  of 
systematic  improvement  in  the  order 
of  greatest  need. 


(Continued  on  page  14) 


California  Highways  and  Public  Works   (September  i9}7) 


[Thirteen] 


Proposed  California  Federal  Aid  Secondal 


111  the  adiiiiniistratioii  of  tlie  Federal  feeder 
offieials.  will  in  all  iirobability  be  included  in 

Road 
Del    Norte — Talowa  Creek   Road 
Humboldt — Eight  sections  adj.   Rte.  56 
Lake — Lucerne  Cut-off 
Mendocino — Longvale   Dos   Rios   Feeder 
Lassen — Bieber    Hackamore    Road 
Lassen— West   JanesviMe    (Rte.  29) 
Plumas — Vinton-Loyalton   Road 
Siskiyou — East  Side  Scott  Valley 
Butte — Rich  vale -Grid  ley 
Butte — Clark   Road 
Glenn— Elk  Creek  to  Willows 
Sacramento — Antelope 
Sacramento — El   Centre   Road 
Yolo— Elk  Slough 

Yolo — Bachinnis  Corner  to   Sacramento    River   Road 
Yolo — Grant  Line  Road 
Alameda — Mt.    House    Road 
Marin — Manor-Pt.   Reyes   Road 
Napa — Silverado  Trail 
Santa  Clara — Uvas   Road 
Monterey — Arroyo   Seco 
San    Luis   Obispo — Corbit   Canyon 
San    Benito — King   City- Bitterwater    Rd. 
San    Benito — North   Pacheco  School 
Santa   Barbara — Guadalupe- Lompoc   Road 
Fresno — Goodfellow  Avenue 
Kern — Weed   Patch- Wheeler  Ridge  Road 
Kern — Allen   Road 
Kings — Hanford-Kingsburg 
Madera — Howard   and   Wilson    Roads 
Madera — Washington    Boulevard 
Ventura — Camariilo   Road 
Ventura — Santa  Clara  Avenue 
San   Bernardino — Various  Streets 


•  road  funds  for  the  years  ending  June  30,  1938,  and  1939,  California  ha 
the  proposed  feeder  road  system  when  the  planning  survey  is  completed. 

Location 
Tryon's   Corners    (Rte.   71)    west  to    Lower   Lake    Road 
Various    Roads   near   Ferndale 
Rte.  89  to    Rte.  15 
South   Fork   Eel   River 
Bieber   Rte.  28  to   Modoc  County   Line 
Near  Wendel   to   near   Edgemont    (portions) 
Vinton    Rte.  21    to   Sierra   County   Line 
Portions   Fort  Jones   (Rte.  82)   to  Callahan 
State   Rte.  45  to  Biggs 
One  to  6J   miles  S.  Paradise 
6.9  mi.  to  10.5  mi.  W.  of  Willows 
Ben  Ali  to  3.6   Nly.    (Walerga) 

Natomas  levee   (near  American   River   Mouth)   to  5.6  mi.  Nly. 
Opposite  Courtland 

1.5  Mi.  N.   Rte.  87  W.  Knights  Landing  to   Rte.  88 
Near  Esparto  to  near  Yolo 
State    Rte.  5   Nly.  to   S.   P.   R.   R. 
Fairfax  to  3.4  miles   northwesterly 
Portions  Calistoga  to   near  Oakville 
N.  Line  Uvas  Ranch  to  Croy  Road 
Line  change  5  miles  west  Greenfield 
Arroyo  Grande  to  Rte.  147  near  Edna 
Bitterwater   (Rte.  119)    to  County   Line 
Pacheco  Creek 

Near  Guadalupe  to  Casmalia 

Over   Kings   River  South   Sanger   (Hanke   Bridge) 
Rte.  4  to   Rte.  140 
Rte.  58  South  to   Bellevue   Road 
Hanford    North   6.5  miles  toward   Selma 
Madera  West  to   Firebaugh   Road    N.  S.  thereof 
Chowchilla   West  to  Chowchilla    River 
Rte.  2  near  Camariilo   East  to  near   Rte.  155 
Rte.  2  East  of  El   Rio  to  Central  Avenue 
Waterman    Ave.    (San    Bernardino)    S.    Ely.    to    Colton    Ave. 


San    Bernardino — Bloomington   Diagonal 

San    Bernardino — Cedar  Avenue   (Bloomington) 

San    Bernardino — Base   line    Road 

San    Bernardino — Base   line    Road 

Riverside — Mockingbird  Canyon 

Riverside — Palo   Verde   Road    (Avenue  24) 

Inyo — Trona   Road 

Amador — Sutter  Cr.-Volcano   Road 

Amador — Plymouth- Fiddletown    Road 

Calaveras — Mokelumne    Hill-West    Point    Rd. 

Calaveras — Murphys-Sheep   Ranch   Road 

Calaveras — Eugene- Milton    &    Rock    Cr.    Rds. 

Merced — South    Planada 

San  Joaquin — Mosley  Road   (W.  Lodi) 

San  Joaquin — Bacon    Island    Road 

Stanislaus — Merced-Port  Stockton    Road 

Imperial — Westmoreland    Road 

San   Diego — Valley  Center  to   Rincon    (Rte.  195)    Road 

San   Diego — Highland  Avenue 
Highway   Planning 


(Rte.   26) 
S.   Rialto    (Rte.  26)    to   Bloomington 
Colton  to  Slover  Avenues 
Citrus  to   Linden  Avenue 
Cactus  to   Meridian  Avenue 
South  City  Limits  Riverside  to  Cajaico  Rd. 
Ripley  (Rte.  146)    East  to  Colorado  River 

Nly.  San   Bernardino  Co.  line  to   Rte.  127  in   Panamint  Sink 
Sutter  Cr.   (Rte.  65)   to  Volcano 
Plymouth    (Rte.  65)    East  to   Fiddletown    Br. 
So.    Fork    Mokelumne    River  to    Herberts    Ranch 
Near   Murphys   (Rte.  24)    N.  to  near  Sheep   Ranch 
South  and  S.  E.  Milton 

8   Roads  near  Planada 

Terminous    Rd.    (Rte.  53)    N.  to    Peltier    Rd.    (portion) 

Middle    R.   Ferry  to    Mandeville   Island    Ferry 

Tuolumne   R.,   Bet.   Empire   (Rte.  110)   &   Hughson 

New    River    to    2    Mi.    W.    Calipatria;     South    to    2    Mi.    W. 

Brawley 
Over  San  Luis  Rey  River 
S.   National  City  across  Sweetwater  River 


[Fourteen] 


(September  i9}7)  California  Highways  and  Public  Works 


'rojects  To  Be  Financed  With  1938  Funds 


ranted  considerable  latitude  in  the  selection  of  projects,  which,  in  the  opinion  of  State  Highway  Engineer  and  county 
ng  is  the  program  for  county  road  building  as  finally  approved : 

Length  Estimated 

miles                               Nature  of   improvement  cost 

2.0  Grade,    Base,    armor    coat $5,000 

12.5                               Grade,     base 22,500 

2.4  Grade,    Bit.    surfacing 10,000 

Bridge   47,000 

4.1  Grade,   base,    bridges 10,800 

3.6                                 Grade,   base,   bit.   surfacing    bridges 15,200 

8.0  Grade,  base,   bit.  surfacing 61,600 

5.6                                 Bituminous    surfacing 22,400 

3.8  Grade,   base,   armor  coat 26,000 

5.5  Grade,    base,   armor   coat 56,500 

3.6  Base   and    Bit.   Tr.   surfacing 23,300 

3.6                               Grade,    base,   armor   coat,    bridge 90,000 

5.6                               Base,   armor   coat 87,000 

Bridge   9,000 

3.75                            Grade,    base,    oiling 18,000 

8.5  Bit.  tr.   surfacing,    R.   0.   box   culvert 21,500 

4.1  Grade,  base,   bit.  surfacing 59,800 

3.4  Grade,   20'   A.    0 95,700 

6.6  Grade,  drainage   &   dust   oil 65,000 

3.9  Grade   and    bit.  tr.  surfacing 75,000 

0.4                              Grade,  culverts,  seal   coat 35,000 

7.0±                           Bit.  tr.  surfacing  &  armor  coat 13,300 

5.0                               Bit.  tr.  surfacing  &  armor  coat 12,000 

Bridge   8,000 

8.0                               Grade     70,000 

Bridge    and    approaches 80,000 

17.4  Grade,    surface,    structures 33,830 

2.0                               Grade,    oil,    and    bridges 10,270 

6.5  Grade,    A.    C,   oil    shoulders 82,200 

10.5  Grade    and    oil 10,500 

7.0                               Grade    and    oil 7,000 

4.0                                 Grade    and    bit.   tr.   surfacing 25,000 

1.5                               Grade,    bit.    tr.    structures 25,000 

4.0                               Bit.   tr.    surfacing 12,000 

2.2  Bit.   tr.    surfacing 7,000 

0.5                               Bit.   tr.    surfacing 2,000 

3.0                               Bit.    tr.    surfacing 9,000 

2.0                               Grading,   Bit.  tr.  surfacing 8,000 

4.75                            Grade,    base,    bit.   tr.   surfacing 35,000 

3.5                               Grade,    Bit.   tr.   surfacing,    bridges 30,000 

32.0                               Grade    and    oil 50,500 

12.3                               Untr.    Gravel    surfacing 10,420 

5.5                               Bit.    surf,    treatment 5,100 

1.8                               Base    and    surfacing 5,600 

5.2                               Grading 6,000 

5.0                               Bit.    tr.    surfacing 5,300 

8    bridges 32,000 

4.25                            Grade,    base,    oil,    seal 38,000 

5.5                               Grade,    base,   oil,   seal 28,000 

Bridge 12,000 

23.6  Base,    Bit.  tr.  surfacing 34,300 

Bridge 35,000 

Bridge 60,000 

25,128 

Total     $1,683,748 

California  Highways  and  Public  Works   (September  i9}7)  [Fifteen] 


Relics  of  Pioneer  Days  Found 
By  State  Highway  Engineers 


By  GLENN  B.  ASHCROFT,  Senior  Structural  Ensineer 
Division  of  Architecture 


STUTTER'S  Fort  Historical  Mu- 
scMuii  ill  Sacramento  lias  been 
enriched  by  a  gift  from  the  State 
Division  of  Highways  of  four  old 
biirrstones  of  ancient  manufacture 
which  were  installed  in  a  crude  pow- 
der mill  erected  at  Towle  in  Placer 
County   in   1888. 

For  many  years,  these  millstones 
lay  on  the  site  of  the  factory,  which 
was  destroyed  by  fire  several  decades 
ago.  When  the  State  highway  be- 
tween Sacramento  and  Truckee  was 
rerouted  in  the  vicinity  of  Towle, 
engineers  of  the  Division  of  Highways 
discovered  the  burrstones  and,  their 
curiosity  aroused,  reported  their  find 
to   headquarters. 

I  liad  tlie  pleasure  of  delving  into 
the  history  of  these  relics  of  pioneer 
days.  Old-timers  at  Towle  said  it  gen- 
erally was  believed  the  burrstones  had 
been  brought  to  California  from 
France.  Close  examination  of  them 
.shows  tliat  they  are  composed  of  a 
very  peculiar  flinty  material  the  like 
of  which  I  liave  never  seen  in  any  of 
my  travels  about  the  State,  but  of 
course  this  does  not  prove  that  such 
stone  is  not  to  be  found  somewhere 
hereibouts.  It  is  possible  the  stones 
did  come  from  France. 

PRESENTED  TO  MUSEUM 

H.  C.  Peterson,  curator  of  Sutter's 
Fort  Historical  Museum,  was  notified 
of  the  discovery  of  the  stones  and  at 
his  request  the  Division  of  Highways 
transported  the  relics  to  the  museum. 

Four  burr.stones  believed  to  liave 
been  used  in  a  wood-pulp  mill  built 
by  the  Towle  brothers  in  1880  are 
thought  to  be  buried  under  the  liigh- 
way  fill  at  Towle  and  may  be  exca- 
vated some  time  in  the  future. 

The  story  of  the  pulp  mill  and  its 
successor,  the  old  powder  mill,  is 
rather  interesting. 

Some  sixty  years  ago  the  Towle 
Brothers  were  actively  engaged  in  the 
lumber  business  in  Placer  County, 
witli  lieadcpiarters   at   a   small   town 


C.  Peterson  of  Sutter's  Fort   Museum  assembling   historic  burrstones 
presented  to  him  by  Division  of  Highways. 


named  "Towle,"  now  merely  a  sta- 
tion .stop  on  the  Southern  Pacific 
Railroad  running  from  Sacramento  to 
Truckee. 

MILL  ERECTED  IN  ISSO 

About  the  year  1880  these  brothers 
in  company  with  other  interested 
parties  erected  a  mill  on  the  side  of 
the  canyon  a  short  way  below  (south- 
erly) and  a  sliort  distance  westerly 
from  the  present  location  of  tlie  rail- 
road company's  water  tank  at  Towle 
station. 

The  purpose  of  this  mill  was  to 
make  crude  wood-pul]i  to  be  used  in 
the  manufacture  of  paper,  and  the 
way  it  did  so  was  substantially  in  this 
manner :  A  large  single  stone  of  disc 
form  several  feet  in  diameter  and 
having  a  thickness  of  some  two  feet 
was  mounted  rigidly  upon  an  iron 
shaft  which  was  driven  by  a  Pelton 
water-wheel. 

The  circumferential  face  of  this 
stone  was  cut  into  small,  transverse, 
parallel  grooves  producing  a  wide 
grinding  surface  quite  comparable  in 
texture  to  the  surface  of  an  ordinary 
domestic  "washboard."  The  stone 
was  enclosed  in  a  metal  housing  into 
which  a  stream  of  water  was  fed  and 


througli  an  opening  in  which  small 
blocks  of  tamarack  timber  were  forced 
against  the  fluted  face  of  the  rapidly 
revolving  stone  and  soon  reduced  to  a 
form  of  crude  pulp  which  passed  out 
through  another  opening  in  the  hous- 
ing and  thence  through  a  set  of  rolls 
which  formed  it  into  a  large  sheet,  or 
' '  blanket. ' ' 

This  blanket  was  then  folded  to- 
gether, shipped  to  San  Francisco, 
there  put  through  a  refining  process. 
and  eventually  became  the  finished 
product  (paper). 

This  plant,  which  was  known  in  the 
early  days  as  the  "Pulp  Mill."  was 
operated  for  a  period  of  approxi- 
mately eight  yeai's,  then  closed  down 
and  never  used  again. 

POWDER  MILL  BUILT 

At  this  time  a  second  mill,  which 
was  later  to  become  known  as  the 
"Powder  l\lill,"  was  erected  along- 
side the  abandoned  pulp  plant.  Its 
purpose  was  to  utilize  the  waste  saw- 
du.st  from  Towle  Profilers '  nearby 
box  factory,  and  j^roduce  a  product 
suitable  for  use  in  the  manufacture 
of  blasting  powder  and  dynamite. 

For  this  process  stones,  essentially 
of  the  "burrstone"  type  as  used  in 


I  Sixteen] 


(September  i9}7)  California  Highivays  and  Public  Works 


ilour  mills  at  that  time,  were  em- 
ployed, and  a  complete  assembly 
consisted  of  two  such  stones  one  of 
which  was  securely  fastened  into  a 
stationary  iron  frame  while  the  other 
one  was  rigidly  attached  to  a  shaft 
which  was  driven  b.v  a  Pelton  water- 
wheel.  The  two  stones,  which  were 
mounted  so  that  the  griudincr  faces 
were  parallel  to  and  nearly  in  con- 
tact with  each  other,  were  enclosed  in 
a  metal  housing. 

Through  an  opening  in  this  housing 
and  a  hole  through  the  stationary 
stone  at  its  center  a  worm-screw  con- 
veyor attached  to  the  shaft  carried 
the  sawdust  to  the  grinding  surfaces 
where  it  was  rapidly  reduced  to  an 
almost  impalpable  powder  and  then 
conveyed  to  a  blower  which  forced  it 
through  a  silk  screen  liaving  6400 
openings  to  the  square  inch.  The  fin- 
ished product  was  then  sacked  and 
ship]ied  to  the  powder  manufacturing 
companies  in  the  San  Francisco  Bay 
region. 

STONES  FROJI   FRANCE 

The  process  generated  much  heat ; 
the  stones  became  very  hot  and  some- 
times cracked.  Tlie  dust  which  es- 
caped and  floated  about  the  plant  was 
highly  inflammable,  and  it  is  said  that 
numerous  fires  occurred.  Although 
the  statement  has  not  been  verified, 
it  is  said  that  the  burrstones  for  this 
mill  were  brought  originally  from 
France. 

The  "Powder  Mill"  continued  to 
operate  for  some  twelve  years,  mitil 
the  Towle  Bi'others  closed  down  their 
box  factory  which  was  the  principal 
source  of  supply  for  raw  material, 
and  after  that  both  mills  remained 
intact  until  the  recent  "world  war," 
when,  because  of  increasing  value  of 
old  metal,  junk  collectors  wrecked  the 
machinery  and  h  a  u  1  e  d  it  away. 
Shortly  thereafter  what  remained  of 
the  buildings  was  destroyed  by  fire, 
and  when  still  later  the  State  highway 
through  Towle  was  rerouted  to  its 
present  location  it  cut  directly 
through  the  mill  site  and  final 
destruction  was  complete. 

The  only  vestiges  then  left  were  the 
"stones"  some  of  which  were  buried 
deep  beneath  the  highway  fill  at  that 
point  and  others  were  scattered  about 
the  ueighl)oriug  hillside  and  half 
buried  by  debris.  As  if  to  add  insult 
to  injury  some  person  (not  known, 
but  surmised  to  have  been  some  wan- 
dering "prospector")  drilled  holes 
into  such  stones  as  were  still  visible 
and  intact  and  broke  thorn  into  pieces. 


COLOR  FILM  OF 
HIGHWAY  GIVEN 
COMMENDATION 

LINDSAY   PUBLISHING   CO. 

140  East   Honolulu   Street 
Lindsay,  California 

Sept.  2,  1937 
Mr.  C.  H.  Pucell, 
State  Highway  Engineer, 
Department  of  Public  Works, 
Sacramento,  California. 

Dear  Mr.  Purcell: 

I  am  this  evening  forwarding 
to  you  at  the  above  address 
four  reels  of  films,  "California 
Highways"  which  were  shown 
at  noon  today  to  members  of 
the  Lindsay  Kiwanis  club.  The 
pictures  were  shown  in  the 
Lindsay  Theatre,  immediately 
following  the  service  club  lunch- 
eon. Wives  and  friends  of 
Kiwanians  also  were  present. 

Before  adjourning  to  the 
theatre  Mr.  R.  M.  Gillis,  district 
engineer,  Fresno,  gave  a  brief 
but  informative  and  interesting 
talk  on  some  of  the  problems 
and  activities  of  the  California 
Highway  Department.  His  talk 
served  as  an  excellent  introduc- 
tion to  the  picture. 

The  picture  itself  was  marvel- 
ous, and  all  afternoon  I  have 
been  receiving  favorable  reac- 
tions. It  gets  over  a  story  that 
needs  to  be  told,  in  a  most  fas- 
cinating- manner.  The  scenes 
were  beautiful;  almost  inspir- 
ing to  any  Californian.  One 
man  this  afternoon  said:  "I'd 
be  glad  to  pay  money  to  see  a 
picture  like  that." 

The  Division  of  Highways, 
Mr.  Earl  Lee  Kelly,  and  you,  are 
to  be  congratulated  on  this  pic- 
ture, the  evidence  of  remark- 
able achievements  it  portrays, 
and  the  vision  of  the  job  it  gives 
to  all  of  us.  You  certainly 
need  not  be  backward  in  pre- 
senting this  film  anywhere. 

Sincerely, 
(Signed) 

FORD  A.  CHATTERS 


Luckily  lie  was  disaiipoiuted  in  his 
quest,  and  it  is  yet  possible  to  restore 
some  of  them  to  a  semblance  of  Iheir 
original   condition. 


Auto  Traffic  On 
Bay  BridgcJ^n^ 
August  Lessens 

DECREASE  in  number  of  auto- 
mobiles and  increase  in  freight 
poundage  featured  August 
traffic  on  the  San  Francisco-Oakland 
Bav  Bridge,  according  to  Director  of 
Public  Works  Earl  Lee  Kelly.  The 
i'c|icirt  was  compiled  from  figures 
submitted  by  State  Highway  Engi- 
neer C.  H.  Purcell. 

A  total  of  853,579  vehicles  crossed 
the  structure  during  the  31  days  of 
August,  Mr.  Kelly  said.  Of  these, 
807,670  were  passenger  automobiles. 
These  figures  compare  to  a  total  num- 
ber of  vehicles  of  886,054  for  July 
and  a  total  number  of  passenger  auto- 
mobiles of  839,231  for  that  month. 

"These  figures  do  not  give  a  full 
picture  of  Augii.st  losses  in  vehicular 
traffic,"  Mr.  Kelly  said.  "The  sea- 
sonal curve  indicates  that  during  this 
month  the  Bay  Bridge  might  have  ex- 
pected the  total  traffic  to  have  ap- 
proached almost  one  million  vehicles. 
This  amounts  to  an  actual  financial 
innntlily  loss  of  approximately  $50,- 
000  to  the  Bay  Bridge  due  to  ferry 
cut-rate  competition." 

FREIGHT    INCREASE 

On  the  other  hand,  the  number  of 
freight  pounds  amounted  to  69,082,- 
:>,:\')  greater  than  any  previous  month. 
Trucks  showed,  however,  a  drop  from 
28,436  in  July  to  27,737  in  August. 
There  was  an  increase  in  the  number 
of  buses  crossing  the  span,  with  9,833 
for  August.  DecreasftS  in  other  types 
of  traffic  were  also  reported. 

The  total  income  for  the  month  of 
August  was  $453,213.40,  Mr.  Kelly 
announced,  with  a  daily  average  of 
27,535  vehicles  crossing  the  span. 

COMPARATIVE  FIGURES 

August  figures  with  July  compari- 
sons follow: 

Total  Total 

August  July 

Passenger    Autos 807,670  839.231 

Auto    Trailers 2,460  2,726 

Motorcycles     3,691  3,716 

Tricars     780  824 

Trucks       27,737  28,436 

Truck   Trailers 1.408  1,302 

Buses    9.833  9.819 

Total    Vehicles 853.579  886,054 

Extra    Passengers 209,620  209.971 

Freight    Pounds 69.082,335  68,409,499 


California  Hightuays  and  Public  Works   (September  is}?) 


[Seventeen] 


Safer  State  Highways 
Planned  for  Future 


(Continued  from  page  6) 


making-  it  effective.  This  is  accom- 
lished  by  construction  of  curbs.  A 
curb  will  prevent  promiscuous  use  of 
this  central  strip  but  it  should  not  be 
too  high  and  should  have  a  reasonable 
amount  of  slope  so  that  it  will  not 
present  an  additional  hazard. 

CURB   DESIGN 

The  design  of  the  curb  adopted  for 
this  purpose  is  6  inches  in  height 
above  the  surface  of  the  pavement 
with  a  batter  of  4  inches  in  this  6 
inch  height.  The  installation  of  the 
curb  will  depend  upon  the  width  of 
the  division  strip.  Where  this  strip 
is  of  sufficient  width  to  permit  safe 
operation  of  the  vehicle,  the  curb  can 
be  omitted.  Our  studies  at  present 
indicate  that  with  division  strips  of 
20  feet  or  more  in  width  curbs  will 
not  be  necessary. 

FINANCIAL  PROBLEM 

It  must  be  recognized  that  adop- 
tion of  higher  standards  of  construc- 
tion— the  expansion  of  lane  width, 
the  divided  type  of  roadway,  the 
increased  width  of  right  of  way  nec- 
essary for  tJiis  type  of  construction 


and  the  improvement  of  our  inter- 
sections— will  further  complicate 
our  already  acute  financial  problem. 

Not  many  of  our  citizens  realize 
that  Califoi'nia  has  within  her  bor- 
ders .some  2,328,000  registered  motor 
vehicles  comprising  8.3  per  cent  of  the 
nation's  total,  while  the  motor  vehicle 
and  gas  tax  revenues  available  to  the 
Division  of  Highways  for  mainten- 
ance and  construction  represent  but 
3.7  per  cent  of  the  revenues  collected 
by  the  various  states.  The  movement 
of  vehicles  on  our  highways  is  increas- 
ing rapidly  and  approximates  now 
some  18,000,000,000  vehicle  miles  per 
year.  This  may  possibly  account  for 
the  fact  that  at  each  budgetary  period 
there  are  presented,  by  interested 
parties,  meritorious  construction  pro- 
jects totalling  some  twenty  times  the 
revenues  available  for  construction. 

MUST   BUILD  SAFER  ROADS 

This  is  a  serious  problem  but  our 
mounting  highway  accident  toll  is 
more  serious.  The  time  has  come  to 
face  this  issue  squarely.  We  must 
build  the  safest  highways  possible 


Registration  Increases 

An  increase  of  7.40  per  cent  in  the 
registration  of  automobiles  in  Cali- 
fornia during  the  first  seven  months 
of  this  year  as  compared  with  same 
period  a  year  ago,  was  shown  by 
Howard  Deems,  Registrar  of  Motor 
Vehicles,  in  his  report  to  Governor 
Frank  F.  Merriam. 

In  the  1936  period  2,046,857  auto- 
mobiles had  received  plates.  Deems 
said,  as  compared  with  2,198,287  this 
year,  an  increase  of  151,430.  Com- 
mercial vehicles  with  pneumatic  tires 
increased  by  15,635,  motorcycles  in- 
creased 1,396  and  pneumatic  tire  trail- 
ers, 18,811.  Solid  tire  commercial  vehi- 
cles showed  a  decrease  of  617,  and 
solid  tire  trailers  a  drop  of  597,  bring- 
ing a  total  of  fee  paid  registrations  to 
2,476,478  as  against  2,290,420  of  last 
vear. 


3-0- 


This  sketch  shows  two  trucks  passing  on  10-foot  highway  lanes.  The  clearance 
between  them  is  only  1  foot,  6  inches.  Each  vehicle  is  only  nine  inches  from  the  curb 
and  the  danger  of  sideswiping  is  apparent.  Eleven-foot  lanes  will  greatly  minimize 
this  danger. 


Soils  Course  to  Be 
Offered  By  Bureau 

of  Public  Roads 

A  course  in  the  surveying,  sampling  and 
testing  of  soils,  together  with  the  practical 
application  of  the  results  of  the  tests  on 
soils  to  actual  highway  design,  construc- 
tion and  maintenance  problems,  is  offered 
in  Washington.  D.C..  to  highway  engineers 
from  October  4  to  16,  by  research  engineers 
of  the  Bureau  of  Public  Roads  of  the  U.  S. 
Department  of  Agriculture. 

Instruction  will  be  furnished  by  members 
of  the  staff  of  the  bureau  thoroughly  familiar 
with  the  subjects  they  discuss.  Opportunity 
will  be  afforded  those  attending  to  perform 
the  tests  and  to  keep  complete  sets  of  data. 
Wherever  possible,  the  practical  application 
of  the  test  will  be  discussed  at  the  time  the 
test  is  demonstrated.  An  informal  inter- 
change of  ideas  will  further  the  subject  of 
soil  science  in  the  highway  field.  Highway 
engineers  interested  in  taking  the  course 
should  make  prompt  apjjlication  for  enroll- 
ment, giving  data  as  to  position  and  previous 
experience  in  soil  work. 


even  though  it  be  a  definite  curtail- 
ment in  the  total  mileage  con- 
structed. 

Granted  that  our  divided  type  of 
highway  and  the  wider  traffic  lane 
alone  will  not  solve  the  accident  prob- 
lem, we  still  must  contribute  our 
share  toward  its  solution.  Such  a 
policy  will  be  economically  sound 
from  the  savings  on  the  obsolescence 
factor  alone  and  will  be  a  desirable 
and  notable  contribution  to  safety 
and  planning  for  the  future. 


[Eighteen] 


(September  1937)  California  Highways  and  Public  Works 


Angeles  Crest  Highway  Opens  Vast  Playground 


taken  contracts,  1.4  miles,  5.0  miles, 
and  3.3  miles  in  length,  respectively, 
and  the  Division   of  Highways   con- 
structed 2.9  miles  with  prison  labor. 
The  total  amount  of  money  expend- 
'  ed    to    date   in   bringing   the   graded 
I  highway  from  Red  Box  to  its  present 
I  terminiis  at  Chilao  is  $1,100,000  for 
j  12.6  miles,  or  approximately  $87,000 
per  mile. 

OIL  TREATMENT  NEXT 

Money  has  been  set  aside  by  the 
Division  of  Highways  sufficient  to 
apply  a  penetration  oil  treatment  to 


the  graded  roadwaj-.  It  is  planned  to 
complete  such  oiling  this  fall  in  order 
to  preserve  the  excellent  surfacing 
material  now  in  place  and  to  prevent 
it  being  washed  away  b.y  the  winter 
storms.  Also  the  new  roadway  will 
then  be  available  to  haul  supplies  to 
the  Division  of  Highway's  camp  and 
provide  an  easier  access  to  the  new 
construction  to  be  opened  up  as 
rapidly  as  funds  become  available. 

As  soon  as  oiling  is  completed — 
sometime  next  month — the  highway 
as  far  as  Chilao  will  be  open  to  the 
public  for  the  first  time.     No  attempt 


,f 


Angeles  Crest  Highway  cut  through  decomposed  granite  cliffs  during  construction. 


will  be  made,  however,  to  maintain 
the  roadway  for  the  use  of  the  gen- 
eral public  during  the  winter  storm 
periods. 

ROAD  IS  FIRE  CONTROL 

The  new  highway  construction  ends 
at  the  Newcomb  Ranch  located  just 
beyond  Chilao  camp  grounds.  It  is 
of  interest  to  note  that  the  Newcomb 
Ranch,  160  acres  in  extent,  was  home- 
steaded  in  1878  bj-  ilr.  Lewis  New- 
comb, one  of  the  real  pioneers  of  An- 
geles Forest  area,  and  is  the  only  par- 
cel of  privately-owned  land  in  this 
area. 

Mr.  Newcomb 's  knowledge  of  the 
back  country  and  the  ti-ails  and  passes, 
many  of  which  were  first  located  and 
constructed  by  him,  was  recognized 
in  1898  when  he  was  appointed  one  of 
the  first  forest  rangers  by  the  then 
newh'  organized  National  Timberland 
Reserve. 

The  new  highway  also  serves  as  an 
important  unit  for  fire  control  meas- 
ures. Following  the  San  Gabriel 
fire  of  1924,  which  burned  50,000 
acres  of  valuable  watershed,  it  was 
recognized  that  a  more  vital  system 
of  fire  protection  was  necessary.  In- 
asmuch as  early  trails  had  served 
their  day  as  the  transporting  medium 
of  men  and  supplies  to  fires  in  back 
country,  plans  were  formulated  and 
money  made  available  for  the  con- 
struction of  a  road  from  IMt.  Wilson 
to  the  Mojave  desert,  bisecting  the 
forest. 

HELPS   ANGELES    CREST    PROJECT 

This  first  road  has  proven  of  tre- 
mendous value  in  the  furtherance  of 
construction  and  progress  on  the  new 
Angeles  Crest  Highway,  which  will 
"carry  on"  in  a  greater  way  this 
essential  service. 

From  the  Newcomb  Ranch  prop- 
erty the  Angeles  Crest  Highwaj'  is  to 
be  further  extended  to  Cloudburst 
Summit  at  the  elevation  of  7040  feet, 
I  his  section  to  be  constructed  by  the 
Division  of  Highways  with  prison 
labor.  The  camp  is  now  being  moved 
to  a  new  location  within  the  limits  of 
construction.  Clearing  operations 
have  been  under  way  for  about  one 
month  and  it  is  expected  to  have  this 
camp  in  complete  operation  by  the 
end  of  next  month. 


California  Hightvays  and  Public  Works    (September  i9i7) 


[Nineteen] 


Appreciation    From   Reader 

101   W.  13th   Street, 
National    City,    California, 

John    W.    Howe,    Editor, 

California     Highways     and     Public     Works 

Journal, 
Sacramento,    California. 

Dear   Sir: 

My  issue  of  "California  Highways  and 
Public  Works"  just  arrived,  and  in  my 
humble  way  I  wish  to  compliment  you  on 
your  most  excellent  publication,  as  to 
complete  general  make-up  and  Table  of 
Contents. 

It  seems  to  me  that  each  issue  is  better 
than  the  last  and  then  I  don't  really  see 
how   that    is    possible. 

Your  high  quality  paper,  type  and  ink 
certainly  combine  to  make  an  easy  to  be 
read  paper  and  the  cuts  are  par  excel- 
lence. Then  last,  but  in  no  way  the 
least,  is  the  careful  editing  of  the  reading 
material  which  is  mighty  near  perfect 
English,  which,  by  the  way,  would  make 
an  ideal  approach  for  the  foreign  born 
population  to  read  interesting  facts  and  in 
so  doing  acquire  a  splendid  vocabulary  of 
modern   words. 

When  I  first  came  to  California,  I  was 
deeply  impressed  with  the  excellent  man- 
ner in  which  the  roads  were  posted  with 
various  caution  signs  and  it  gives  me 
great  pleasure  to  see  the  daily  progress 
that  our  Earl  Lee  Kelly  is  applying  in 
keeping  our  California  roads  up  to  date 
with   best   improved    methods. 

Thanks  again  for  your  great  efforts  and 
trust  that  I  am  not  selfish  In  saying: 
"Keep  the  good  work  going   on." 


and    is   one   of   the    publications   our   office 
looks   forward   to    receiving    each    month. 


Very   truly, 


J.    W.    MacCAUSLAND. 


SOULe   steel  COMPANY 

Iron    and    Steel    Products 

6200  Wilmington   Avenue 

Los   Angeles 

Editor,   California    Highways 

and    Public    Works, 

Box    1499, 

Sacramento,    California. 

Dear   Sir: 

I  congratulate  you  and  the  Department 
most  heartily  for  the  sterling  worth  of 
your  magazine,  California  Highways  and 
Public   Works. 

It    gets    better    and    better    all    the    time 


Very    truly    yours, 


N.    E.    DAWSON. 


Valuable  Information 

GENERAL   PETROLEUM  CORPORA- 
TION   OF    CALIFORNIA 
Los  Angeles,   Cal. 
Mr.  John   W.   Howe, 
CO  California  Highways  and   Public 

Works, 
P.  O.  Box  1499, 
Sacramento,   California. 

Dear  Sir: 

Since  the  first  of  the  year  I  have  been 
receiving  the  monthly  magazine  of  "Cali- 
fornia Highways  and  Public  Works"  and 
wish  to  take  this  opportunity  to  extend  to 
you  my  thanks  and  appreciation  for  the 
courtesy  which  you  or  some  one  in  your 
organization  has  shown  to  me  in  sending 
this   magazine. 

I  think  It  is  a  splendid  magazine  and 
find  that  it  contains  a  great  deal  of  val- 
uable information,  particularly  for  my 
line   of   work. 


Yours  very  truly. 


FELIX  CHAPPELLET 


Praise  From  Havana 

MIGUEL   VILLA 

Ingeniero    Consultor 

Profesor  Titular  de   Estructuras 

Escuela   de   Ingenieros  y   Arguitectos 

Unlversldad  de  la   Habana 

California    State    Department   of 

Public    Works, 
Sacramento,   Calif. 

Gentlemen : 

I  have  received  the  copy  of  "California 
Highways  and  Public  Works"  containing 
the  history  of  the  San  Francisco-Oakland 
Bay  Bridge,  which  is  extremely  interest- 
ing and  amply  covers  all  of  the  points 
that  I  intend  to  bring  out  In  a  forthcom- 
ing lecture  that  I  am  preparing  at  the 
present   time. 

Thanking  you  very  much  for  your 
prompt  attention  and  courtesy  in  the 
matter,   I    remain. 

Yours   very   truly, 

MIGUEL  VILLA, 
Manzana   de  Gomez  334,    Habana,  Cuba. 


Ontario,   California, 
August  27,  1937. 

Division   of   Highways, 
P.   O.    Box   1499, 
Sacramento,  California. 

Gentlemen: 

Do  you  ever  send  your  magazine  "Cali- 
fornia Highways  and  Public  Works"  to 
the   eastern    states? 

Friends  and  relatives  write  me  asking 
all  sorts  of  questions  about  the  State.  So 
many  about  the  San  Francisco  Bridge.  I 
can  not  answer  them.  But  have  sent 
some  of  your  magazines.  They  were  de- 
lighted with  them  and  loaned  them  to 
friends   and    relatives. 

The  magazine  is  always  Interesting  and 
such  beautiful  pictures.  It  is  the  best 
advertising  for  California  I  know  of.  I 
enclose  some  addresses  of  people  who 
would    be   glad   to   get   the   magazine. 

Thank   you. 

(Signed)    F.   V.   WOODBURY. 


THE  ALL-YEAR  CLUB  OF  SOUTHERN 
CALIFORNIA,   LTD. 

Mr.  John  W.   Howe,   Editor, 
California  Highways  and  Public  Works, 
P.  O.  Box  1499, 
Sacramento,   California. 

Dear    Mr.    Howe: 

As  a  favor  to  the  All-Year  Club  of 
Southern  California,  would  you  put  our 
new  Tourist  Information  Bureau,  505 
West  Sixth  Street,  Los  Angeles,  on  your 
mailing  list  to  receive  California  High- 
ways and    Public   Works? 

Our  business  office  already  is  receiving 
such  a  copy  but  we  like  to  keep  that  in 
our  files  and  your  magazine  Is  the  best 
way  we  know  to  keep  the  Welcomettes 
on  duty  at  the  Information  Bureau  In- 
formed of  highway  conditions  In  Cali- 
fornia. 

Thank  you  for  your  trouble. 

Sincerely, 

(Signed)      MINARD    FASSETT, 

Director  of   Publicity. 


Tlii>  wiiman  who  drives  from  the  b.ack 
sr:it  is  no  worse  than  the  man  wlio  cooks 
liiini  till'  dining-room. 


A  boy  was  about  to  purchase  a  seat  for 
a  movie  in  the  afternoon.  The  box-office 
man  asked,  "Why  aren't  you  in  school?" 

"Oh,  it's  all  right,  sir,"  said  the  youngster 
I'arnestly,  "I've  got  measles." 


[T-wenty] 


(September  1937)  California  Hightvays  and  Public  Works 


Highway  Bids  and  Awards  for  August,  1937 


IMl'EKIAL  COUNTY— Bi( ween  Tiitnl- 
ium  Canal  and  7  miles  north  of  Kane 
Springs,  14.3  miles  seal  coat  to  be  aiiplieil. 
Distrift  XI.  Koutp  20,  Sections  B,  C.  A.  S. 
Vimiell  Co..  Alhaml)ra.  SS.ISO;  G.  W.  Ellis, 
North  lloU.vwudcl,  .');!».4:'>.").  Contract  award- 
ed to  K.  E.  Hazard  and  Sons,  San  Die^o, 
?5,990. 

IMPERIAL  COUNTY— Between  Ilolt- 
ville  and  Brawley,  about  9A  miles,  to  be 
graded  and  surfaced  with  plant-mixed  sur- 
facing. District  XI,  Route  187,  Section 
Holt.,  B,  C.  V.  R.  Dennis  Construction 
Co.,  San  Diego,  .SKI"., (104  ;  K,  E.  Hazard  and 
Son,  San  Dieu...  .'<ss,:;i4 :  Griffith  Co.,  Los 
Angeles,  $11(»,1I>S:  Oswald  Bros.,  Los 
Angeles,  $5)2,537.  Contract  awarded  to  G, 
W,  Ellis,  North  Holl.vwood,  .$87,460.20. 

KERN  COUNTY— Through  Mojave, 
about  0.7  mile  in  length  to  be  graded  and 
surfaced  with  plant-mixed  surfacing.  Dis- 
trict IX,  Route  23,  Section  A.  Griffith  Co., 
Los    Angeles.    ii;2(;.873 ;    Oswald    Bros.,    Los 


Angel 
pan.v,  K 
Alhambr 
San  Jos 
Pasadeii; 
$.36,71S 


.$2' 


207 


Southwest   Paving    Com- 


.$27.24.") ;    Piazza     and    Huntley, 

.$32,410;    .1.    E.    Haddock,    Ltd., 

.$33,428  :  Frank  Enibleton,  Albany, 

Contract   awarded   to   S.   A.   Cum- 

mings,  San  Diego,  $25,372. 

KERN  COUNTY— Between  2  miles  south 
of  Greenfield  and  Mountain  View  School. 
8.0  miles  to  be  surfaced  with  plant-mixed 
surfacing  and  borders  to  be  constructed. 
District  VI,  Routes  140  and  143,  Sections 
C,  A.  Griffith  and  Co.,  Los  Angeles,  $41,- 
250;  Independent  Construction  Co.,  Oakland, 
$44.7(»;  Union  Paving  Co.,  San  Francisco, 
$45,030;  L.  A.  Brisco,  Arroyo  Grande,  $.53,- 
482.  Contract  awarded  to  Piazza  and  Hunt- 
ley, San  .Tose,  .$40,790. 

KERN  COUNTY — A  reinforced  concrete 
slab  bridge  across  Poso  Creek,  about  12  miles 
north  of  Bakersfield,  consisting  of  two  .36 
foot  6  inch  spans  and  two  24-foot  0  inch 
spans  on  conci-eti'  iiilc  lienis  .nHl  :il)out  (K2 
mile  of  roadway  approaclics  to  he  graded. 
District  VI.  Route  142.  Sections  A.  P..  .lohn 
Jurkovich.  Frcsn...  $21,137;  N.  M.  Ball 
Sons.  Berkeley,  $22,2(10;  Rexroth  and  Rex- 
roth.  Bakersfield,  $23,(_i9.">.  Contract  award- 
efl  to  Valley  ("(uistruction  Co.,  San  Jose. 
$20,9<>4.50. 

LASSEN  and  SIERRA  COUNTIES— 
Between  Doyle  and  Nevada  State  line.  al)out 
18  miles,  seal  co.-it  to  be  applied.  District 
II,  Route  21>.  Sections  E,  A,  Frederickscn 
and  Wcsthr....!;,  l,..wci-  I.nkc,  $24,795;  Lee 
J,  Imniel.  Ilcil,rlc\,  s-j.-,,;i:;s  ;  J.  p.  P.rcnnan. 
Redding.  $2(1. 21:!:  Harms  Bros..  Litchfield, 
$26,952;  A.  Teichert  and  Son,  Inc.,  Sacra- 
mento, .$27,065;  A,  Soda  and  Son,  Oakland. 
$2,8.069;  George  French,  Jr.,  Stockton. 
$28,810;  J.  A.  Cas.son,  Hayward.  .$34,075. 
Contract  awarded  to  Ilavward  Building 
Material  Co..  Hayward,  .$23,090. 

LOS  ANGELES  COUNTY — Between 
West  Covina  and  Pomona.  6.6  miles,  existing 
roadbed  to  be  widened,  shoulders  on  portions. 
District  VII.  Route  20.  Sccti<)ns  W.  Cov.  & 
C.  AV.  E.  Hall  Co..  Alhambra,  $107,942; 
Heuser  and  Oarnett.  Glendale.  .$80.01(i ; 
Daley  Corp..  San  Diego.  $110..530;  Macco 
Construction  Co..  Clearwater.  .$80.:!(iS  ;  .\. 
S.  Vinnell  Co..  Alhambra.  $103,923;  Geo.  J. 
Bock  Co..  Los  ATigi'h.s,  .$79,324;  Griffith  Co., 
Los  Angeles.  .^s!i.  |i':;  :  :\Iinnis  and  Mo..dy 
Cbn.sl,.  Los  .\nL;cl,.v.  ss:;,T'.i,T:  .l.  e.  Hadd.M'k. 
Ltd.,   Pas.'ul.-iKi.   S'.i(i.l.-,(l;   Cc,   K.  Thompsc.n 


&  Co.,  La  Canada,  $  102:, 204  ;  Oswald  Bros., 
Los  Angeles,  $79,569.  Contract  awarded  to 
Claude  Fisher  Co.,  Ltd.,  Los  Angeles,  .$67,- 
420.90. 

LOS  ANGELES  COUNTY— Rosemead 
Boulevard,  from  Las  Tunas  Drive  northerly 
0.07  mile  to  be  graded  and  paved  with  plant- 
mix  surfacing,  asphalt  concrete  and  Port- 
land cement  concrete,  and  curbs,  gutters, 
and  sidewalks  to  be  constructed.  District 
VII,  Route  168,  Section  C.  Geo.  R.  Curtis 
Paving  Co.,  Los  Angeles,  $13,258;  Dimmitt 
and  Taylor,  Los  Angeles,  $13,853;  J.  E.  Had- 
dock, Ltd.,  Pasadena,  $15,166;  Griffith  Co.. 
Ijos  Angeles,  $14,650.  Contract  awarded 
to  George  O.  Gartz,  Los  Angeles,  $12,824.25. 

MENDOCINO  COUNTY— Between  south- 
erly boundary  and  Point  Arena,  about  1.2 
miles,  to  be  graded  and  a  penetration  oil 
treatment  applied.  District  I,  Route  .56, 
Section  A.  Claude  C.  Wood,  Stockton,  $55,- 
224;  N.  M.  Ball  Sons,  Berkeley,  .$38,951; 
Poulos  and  McEwen,  Smitli  River.  $48,216; 
(iucrin  Bros.,  San  Franciso.  $47,986;  J.  V. 
(inlliraith  and  Don  A.  Cancvari,  Santa  Rosa, 
.$49.494 ;  Young  and  Sou  Company,  Ltd., 
Berkeley,  $42,850;  George  Pollock  Co., 
Sacramento.  $41,677;  Harold  Smith,  St. 
Helena,  .$48,999;  Piombo  Bros.  &  Co.,  San 
Francisco.  .$42,418;  A.  Soda  and  Son.  Oak- 
land. $51,950.  Contract  awarded  to  Chas. 
ly.   Harney,   San   Francisco,   $3,8,579. 

ilODOC  COI^NTY— Between  21  miles 
west  of  Cedarville  to  the  State  line,  11.8 
miles  to  be  surfaced  with  plant-mix  sur- 
facing. District  II,  Route  2,8,  Section  C. 
Tieslau  Bros.,  Inc..  Berkeley,  $11,900; 
Garcia  Construction  Co.,  Iiwington,  $12,1.50; 
McRevnolds  Trucking  Co.,  Oakland,  $13,- 
000;  Frederickscn  and  Wcstbrook,  Lower 
Lake,  $13,470;  Ilanrahan  Co.,  San  Fran- 
cisco, $13,800;  E.  B.  Bishop.  Orland.  $14.- 
600.  Contract  awarded  to  George  French, 
Jr.,  Stockton,  $11,200. 

MONO  COl'NTY  Between  Maninmth 
Lakes  and  Route  2:;  nc.ii-  ( 'asa  Di.ibl.i  Hot 
Springs,  9.0  miles,  inipoilcd  surfacing  ma- 
terial to  be  placed  and  road-mix  surface 
treatment  to  be  applied.  District  IX,  Route 
112  Section  A.  J.  A.  Casson,  Hayward, 
$5l!4.50;  Basich  Bros.,  Torrance,  ,$55.4.30; 
Steward  and  Nnss,  Inc.,  and  Oldfields 
Trucking  Co..  Bakersfield.  $.58,952;  A.  S. 
Vinnell  Co.,  Alhambra,  $(il.(il8 ;  Peninsula 
Paving  Companv.  San  Francisco.  .$67,744; 
Isbell  Construction  Co.,  Reno,  $79,575. 
Contract  awarded  to  Oswald  Bros.,  Los 
Angeles,  $44,448. 

MONTEREY  COUNTY— A  steel  and  con- 
crete bridge  across  Mud  Creek,  about  25 
miles  north  of  San  Simeon.  District  V,  Route 
.50.  Section  A.  A.  Soda  and  Son,  Oakland, 
.*33.321.  Contract  awarded  to  E.  T.  Lesure, 
Oakhand.   $31.,824.40. 

MONTEREY'  COUNTY— A  reinforced 
concrete  girder  bridge  across  Salinas  River 
at  Soledad  consisting  of  thirteen  104-foot 
spans  and  two  89-foot  spans  on  concrete 
iiiers  and  abutments  on  pile  foundations. 
District  V.  Route  2,  Section  D.  J.  F. 
Knapp.  Oakland.  $3.30.42  (  :  An.ly  Sordal  and 
R.  R.  Bisho],.  Long  llcacli.  .<:;  I'.l.l  1(1 ;  L.  E. 
Dixon  Companv.  Los  An;;clcs.  .'<:;s7.S.5X ;  C. 
W.  Caletti  and  Co..  San  Ralnc],  .■<302,791  ; 
Hates  .■mil  Kogers  Construction  Co..  Oak- 
land. .'i;3SS.423:  John  Strona.  Pomona.  $320.- 
158;  D.  W.  Thurston.  Los  Angeles.  $349.- 
033;  Liudgn'u  and  Swinerton.  Inc..  San 
Francisco.  .*377.723.  Contract  aw.arded  to 
Lord   and   Bishop.   Sacramento,  $310,468. 


ORANGE  COUNTY— About  4  miles  east 
of  Anaheim,  bridge  across  Santa  Ana  River 
to  be  reiwired.  District  VII,  Route  178, 
Section  A.  J.  S.  Metzger  and  Son,  Los 
Angeles,  $13,650;  Wm.  R.  Shriver,  Los 
Angeles,  $12,271;  R.  H.  Travers,  Los  An- 
geles, $11,298;  Sully-Miller  Contracting  Co., 
Long  Beach,  $15,870;  C.  O.  Sparks  and 
Mundo  Engineering  Co.,  Los  Angeles,  $11.- 
447 ;  Southern  California  Roads  Co.,  Los 
Angeles.  $12.9,80;  J.  E.  Haddock,  Ltd.,  Pasa- 
dena, $1.'>.2.S0.  Contract  awarded  to  Harry 
L.  Foster.  San  Diego,  $10,488. 

PLACER  COUNTY— Between  Auburn 
and  Colfax,  about  15.7  miles  seal  coat  to 
be  applied  to  existing  pavement.  District 
III.  Route  37.  Section  A.  B.  Heafy-Moore 
and  E.  F.  Ililliard.  Sacramento,  .$11,.3S3 ; 
Frederickscn  and  Westhrook,  Lower  Lake, 
$11,319;  Garcia  Construction  Co.,  Irving- 
ton,  $10,8.50;  Hayward  Building  Material 
Co.,  Hayward,  $11,602;  Hemstreet  and  Bell, 
Marysville,  $10,s.50:  Louis  Biasotti  and  Son, 
Stockton.  $12,425;  E.  A.  Forde,  San  An- 
sclnio.  $11,112.  Contract  awarded  to  Gran- 
ite   Constructiiui    Co.,    Watsonville,    $10,808. 

SAN  BERNARDINO  and  RIVERSIDE 
C(ir.\TIKS — At  various  locations,  about 
10.9  miles,  road-mix  surface  treatment  to  be 
ajiplied  to  existing  shoulders.  District  VIII, 
Routes  190  and  187,  Sections  C,  D-D.  Oil- 
fields Trucking  Co.,  Bakersfield,  $20,220; 
George  Herz  Co.,  San  Bernardino,  $18,325; 
A.  S.  Vinnell  Co.,  Alhambra,  $19,727.  Con- 
tract .nvaiilcd  to  Oswald  Bros.,  Los  Angeles, 
$10..S30.50. 

SAN  DIEGO  COUNTY— Reinforced  con- 
crete girder  bridge  across  San  Onofre  Creek, 
17  miles  north  of  Oceanside.  six  .50-foot 
spans  on  concrete  piers  with  pile  foundations 
to  be  widened.  District  XI.  Route  2.  Sec- 
tion D.  Oscar  Oberg,  Los  Angeles,  $.55,777; 
Jletropolitan  Construction  Co.,  Los  Angeles, 
$07,437;  Claude  Fisher  Co.  Ltd.,  Los 
Angeles.  $49,445;  C.  O.  Sparks  and  Mundo 
Engineering  Co..  Los  Angeh's.  .$.52.2M  ;  R.  R. 
P.ishop,  l,..ng  P,..a.li,  .$51,015;  (iriffilh  Co., 
Los  Angeles.  .$48,993;  1).  W.  Thurston,  Los 
Angeles,  $.50,310;  J.  E.  Haddock.  Ltd..  Pasa- 
dena, $48,186 ;  Carlo  Bongiovanni,  Los 
Angeles,  .$55,484.  Contract  awarded  to  B. 
G.  Carroll,  San  Diego,  $46,811. 

SAN  DIEGO  COUNTY— Between  one 
mile  south  of  San  Onofre  and  north  county 
line  about  2.6  miles  to  be  graded,  paved  with 
Portland  cement  concrete  and  plant-mixed 
surfacing  on  crusher  run  base  to  be  placed. 
District  XL  Route  2,  Section  D.  Daley 
C<u'p..  San  Diego.  $109,319 ;  David  H.  Ryan, 
San  Diego.  $112,69;! ;  .Metropolitan  Con- 
struction Co.,  Los  Angeles.  $140,3.58;  O. 
Fisher  Co..  Ltd.,  Los  Angeles.  $112,840; 
E.  Paul  Ford.  San  Diego.  $105,598;  C.  O. 
Sparks  and  Mundo  Engineering  Co.,  Los 
Angeles,  $180,093;  Oswald  Bros.,  Los 
Angeles,  $124,438;  Griffith  Co.,  Los  Angeles, 
.«121.8,89;  D.  W.  Thurston,  Los  Angeles, 
$112,121;  J.  E.  Haddock.  Ltd.,  Pasadena, 
$122,395.  Contract  awarded  to  B.  G.  Car- 
roll.  San  Diego.  $104,466.10. 

SAN  DIEGO  and  IMPERIAL  COUN- 
TIES— Furnish  and  apply  liquid  asphalt 
between  .Julian  and  Kane  Springs,  30.5  miles. 
District  XI,  Route  19.S,  Sections  E.  F,  G,  A. 
Morgan  Bros..  :May\vood.  $5,485;  Regal  Oil 
Co..  Lmg  Beach.  $5.007 ;  Paulsen  and 
March.  Inc..  Ixis  Angeles,  .$6,015;  Gilmore 
Oil      Co..      I.<is     Angeles.     $5,087.      Contract 

(Continued  on  page  25) 


California  Highivays  and  Public  Works    (September  i9}7) 


[Twenty-one] 


Horse-drawn    equipment    spreading    asphaltic    oil    surface    on    concrete   pavement   north    of    Fresno    in    1913.      Modern    asphalt   spreader. 


State  Highway  Commission  Observes  25th  Anniversary 


(Continued  from  page  11) 

It  was  not,  however,  until  the  1923 
session  of  the  legislature  that  action 
was  taken  and  approved  by  the  Gov- 
ernor imposing  a  tax  of  two  cents  per 
gallon  of  gasoline.  This  law  provided 
that  one  cent  of  the  tax  be  used  by 
the  Division  of  Highways  for  reeon- 
strnction  and  maintenance  of  State 
highways  and  one  cent  be  distributed 
among  the  counties  for  improvement 
to  county  roads. 

REORGANIZATION 

In  1921  the  State  Department  of  Public 
Works  was  created  with  the  Division  of 
Highways  as  a  subdivision.  With  the  advent 
of  Governor  Friend  W.  Richardson  into 
office  in  1923  the  Highway  Commission  was 
talien  out  of  the  Department  of  Public 
Work.s  and  established  as  a  separate  State 
Department.  Under  this  new  Commission 
the  mileage  on  the  State  system  was  redis- 
tributed and  three  districts  added  to  the 
original  seven  into  which  the  State  was 
divided  in  1911. 

During  the  period  from  1923  to  1927, 
while  revenues  from  the  gas  tax  and  vehicle 
registrations  increased  rapidly  and  recon- 
struction and  maintenance  activities  ad- 
vanced, it  became  evident  that  provision 
must  be  made  for  finiincing  now  construction 


on  roads  which  had  been  made  State  high- 
ways but  for  which  provision  had  not  been 
made  under  the  bond  acts.  This  very  appa- 
rent need  was  met  by  the  1927  session  of 
the  State  legislature  by  the  passage  of  an 
act  providing  for  an  additional  one  cent  tax 
on  gasoline,  the  proceeds  to  be  used  e.xclu- 
sively  for  new  construction  projects. 

In  July,  1927,  the  Department  of  Public 
Works  was  reorganized  and  the  Division  of 
Highways  recreated  as  a  unit  in  that  State 
Department,  and  the  Division  has  remained 
in  the  Department  of  Public  Works  since 
that  time. 

In  1933  the  legislation  establishing  the 
gasoline  tax  was  amended  to  provide  that 
an  amount  equal  to  i-cent  of  the  State's 
share  of  the  revenue  from  the  three  cent  tax 
should  be  apportioned  to  cities  for  improve- 
ment to  State  highway  routes  and  city 
streets.  This  work  was  placed  under  the 
supervision  of  the  Division  of  Highways,  and 
in  1935  a  new  act  provided  for  the  alloca- 
tion of  an  additional  J-cent  to  cities  for  use 
on  city  streets  other  than  State  highway 
routes  and  the  19.33  act  amended  to  limit 
the  original  J-cent  to  State  routes  within 
cities. 

Other  legislation  in  1933  lifted  the  restric- 
tion stipulating  that  the  State's  share  of  the 
1923  gas  tax  could  not  be  used  for  new  con- 
struction and  provided  that  all  funds  ac- 
cruing to  the  State  for  highway  purposes  be 
placed  in  a  .single  fund  and  allocations  to 
construction,  reconstruction  and  maintenance 
be  left  in  the  hands  of  the  Califoniia   High- 


way Commission  in  biennial  budgets  with 
the  limitations  that  an  amount  equal  to 
not  more  than  the  revenue  from  one  cent 
tax  per  gallon  of  gasoline  be  budgeted  for 
maintenance  and  that  administration  charges 
should  not  exceed  two  per  cent  of  the  rev- 
enue. 

At  the  inception  of  the  State  highway 
system  in  1909  the  legislature  provided  fur 
3,082  miles  of  road.  Extensions  added  by  the 
second  and  third  bond  acts  increased  the 
total  mileage  to  5,560.  Subsequent  legisla- 
tive additions,  particularly  that  of  1933. 
have  added  highways  to  the  system  to  the 
extent  that  there  are  now  approximately 
13,000  miles  of  State  highways  of  which 
nearly  12,700  miles  are  rural  roads. 

The  following  tabulation  gives  the  yearly 
mileage  since  191S : 


Ml 

LEAGE    OF 

STATE 

HIGHWAY 

SYSTEM 

Total 

Total 

Mileage 

Total 

Mileage 

Total 

Improved 

System 

Improved 

System 

Year 

Roads 

Mileage 

Year 

Roads 

Mileage 

1918_. 

_  1,808 

4,421 

1930. 

-.    4,784 

6,581 

1920-- 

_2,495 

6,168 

1931. 

-  5,574 

7,332 

1922.. 

.3,840 

6,400 

1932_ 

.-  5,735 

7,347 

1924.. 

.3,866 

6,400 

1933. 

__  9,782 

14,006 

1926_- 

.4,160 

6,589 

1934_ 

--  9,339 

14,019 

1928.. 

_  4,332 

6,565 

1935* 

..  9,783 

13,958 

1936* 

--10,152 

13,870 

*  The  decrease  in  mileage  in  1935  and 
1936  is  due  to  completion  of  constructiou 
and   rerouting  of  highways. 


|Twenty-two| 


(September  19)7)  California  Highways  and  Public  Works 


TOTAL  MILEAGE  OF  STATE  HIGH- 
WAYS IN  CALIFORNIA  BY  TYPES- 
JANUARY  1,  1936. 

Total 
Type  Mileage 

Paved    6,690 

Low-cost  bituminous  surface 3,506 

Oiled,  graded  or  unimproved 3,674 

Total 13,870 

STEADY   PROGRESS 

During  this  twenty-five  years,  as  the 
iiiili:ise  and  funds  required  for  construction 
:iihI  Tiinintenance  purposes  have  been  rapidly 
iiirii'nsingr,  engineering  standards  and  con- 
si  i  notion  practice  have  made  remarlcable 
;i(h;inces. 

Alignment  and  grade  standards  of  1912 
li.np  long  since  become  obsolete,  short  radius 
(liivi's  and  rolling  grade  lines  have  given 
w.iy  to  long  sweeping  curvature  with  con- 
stant grade.  Improvements  in  grading 
machinery  have  made  possible  excavation  of 
cuts  and  construction  of  embankments  to 
depths  and  yardage  which  only  two  decades 
ago  would  have  been  considered  highly  im- 
practical. 

Width  and  thickness  of  pavements  have 
undergone  changes.  Heavy  trucking  equip- 
ment requires  heavy  pavements  and  high 
speed  traffic  demands  wide  pavements,  so  the 
old  sixteen-foot  pavements,  four  inches  thick, 
have  been  increa.sed  to  eleven-inch  pavements 
laid  in  widths  from  twenty  to  forty  feet 
providing  for  multiple  lanes  of  traffic,  and 
now  the  trend  is  to  divided  highways  sepa- 
rating traffic  moving  in  opposite  directions. 

BRIDGE   CONSTRUCTION 

Bridge  construction  has  undergone  a  .sim- 
ilar transition,  while  basic  designs  have  re- 
mained more  or  less  the  same,  deck  widths 
and  strength  required  for  increased  loadings 
have  had  to  be  adjusted  to  meet  the  require- 
ments of  present  day  traffic.  Construction 
of  both  rail  and  highway  grade  separations 
have  increased  to  a  volume  nearly  equal  to 
that  of  bridge  construction  in  order  to  pro- 
vide safer  facilities  for  travel. 

The  State  highway  organization  of  neces- 
sity has  grown  with  the  expansion  of  the 
system.  The  original  seven  districts  have 
been  increased  to  eleven  and  the  four  hun- 
dred employees  of  the  first  Highway  Com- 
mission in  1912  have  been  replaced  by  the 
nearly  6000  individuals  now  in  the  employ 
of  the  Division  of  Highways.  It  is  of  in- 
terest to  note  that  of  those  original  400  the 
names  of  54  are  still  on  the  highway  roll 
for  1937. 

VITAL  FEDERAL  AID 

In  this  great  growth  of  the  State  high- 
iway  system,  one  of  the  vital  factors  has  been 
the  federal  aid  which  has  been  given  to  Cali- 
fornia during  the  past  twenty  years. 

On  March  16,  1917,  the  Governor  signed 
an  act  of  the  California  State  legislature 
accepting  the  provisions  of  the  Federal  Aid 
iRoad  Act  of  1916.  This  federal  net  estab- 
lished a  Federal  Aid  Highway  System  on 
the  State  systems  of  each  State  and  made 
available  federal  funds  for  improvement  to 
these  designated  highways. 

In  California  this  federal  system  orig- 
inally included  some  4,900  miles,  which, 
when  90%  had  been  improved,  was  increased 
to  5,600  miles.  In  addition  thereto,  Cali- 
fornia has  558  miles  situated  in  national 
forests  and  other  federal  reservations  giving 


Members  of  California  Highway  Commission  From 
August  2,  1911,  to  September  t,  1937 


Date 
Name  Residence  Appoint 

Burton    A.   Towne Lodi   Aug.      2, 

Charles  D.  Blaney* Saratoga     Aug.      2 

N.   D.   Darlington Los    Angeles Aug.      2 

Charles    F.   Stern Eureka    Ian.     15 

Henry    J.    Widenmann* Vallejo     Mar.       1 

Charles    A.    Whitmore Visalia     Nov.    29 

Emmett     Phillips* Sacramento Dec.     21 

George  C.   Mansfield* Oroville June    24 

Harvey    M.    Toy San    Francisco__  Jan. 

Louis    Everding    Areata Ian. 

Nelson    T.    Edwards Orange    Jan. 

Ralph    W.    Bull Eureka    Jan. 

J.    P.    Baumgartner Santa  Ana Jan. 

M.   B.    Harris Fresno April   18, 

Joseph   M.  Schenck Los  Angeles Aug.    19 

Fred   S.  Moody* San    Francisco__Aug.    19 

Earl   Lee   Kelly Redding    Jan.      6, 

Frank    A.    Tetley Riverside    Jan. 

Timothy    A.    Reardon San    Francisco__  Jan. 

Harry    A.    Hopkins Taft   Jan. 

Philip   A.   Stanton Anaheim Jan. 

Dr.  W.  W.   Barham Yreka    Dec.    20 

Ray    Ingels Ukiah    May    21 

C.  D.   Hamilton* Banning    Aug.       1 

H.   Ray  Judah Santa    Cruz May       6 

Paul  A.  Jasper Fortuna    May      6 

*  Deceased 


f 
ment 
1911_ 
1911_ 
1911. 
1914_ 
1917. 
1918_ 
1918. 
1919. 
1923. 
1923. 
1923. 
1927. 
1927. 
1927- 
1927- 
1927. 
1931- 
1931- 
1931- 
1931 
1931 
1932- 
1935- 
1935- 
1936 
1936 


Tern 
of  Me 
.  Resigned 
.Resigned 
-Resigned 
-Resigned 

Died 
.Resigned 

Died 

_Resigned 
.Resigned 

-  Resigned 
-Resigned 
.Resigned 
.Resigned 

-  Resigned 
.Resigned 
.  Resigned 
-Resigned 
-Resigned 
-Resigned 


lination 
mbership 
Jan.  14, 
Mar.  1, 
Jan.  8, 
Dec.  21, 
Oct.  6, 
Jan.  8, 
June  18, 
Jan.       9, 


Jan 

Jan 

Jan 

Jan 

Jan 

Jan 

Jan 

Jan 

Oct 

July    31, 

May       5, 


1914 
1917 
1923 
1918 
1918 
1923 
1919 
1923 
1927 
1927 
1927 
1931 
1931 
1931 
1931 
1931 
1932 
1935 
1936 


.Resigned  May  21,  1935 
-Resigned  Oct.  4,  1935 
-Died  April  24,   1936 


a  total  of  6,158  miles  of  federal  roads  on  the 
State  system. 

LARGE  INVESTMENT   IN   ROADS 

Since  1917  regular  federal  aid  funds  have 
been  allotted  to  California  amounting  to 
approximately  .$61,000,000.  In  addition  to 
these  funds  federal  allocations  have  been 
made  in  the  amount  of  $52,143,000  from  the 
various  relief  appropriations  of  Congress  for 
work  on  the  State  highway  system  and 
feeder  roads. 

Beginning  with  the  $18,000,000  bond  issue 
of  1909,  the  people  of  California,  and  the 
Federal  Government  have  provided  for  the 
construction  and  maintenance  of  State  high- 
ways through  the  various  sources  of  revenue 
which  have  been  described  with  the  result 
that  California  has  become  one  of  the  lead- 
ers, not  only  in  the  United  States  but  in 
the  world,  in  the  development  of  high  stand- 
ards of  highway  design,  construction  and 
improvement.  The  total  income  of  the  Divi- 
sion of  Highways  from  1912  to  June  3'0. 
1937,  has  amounted  to  $497,030,000,  from 
which  expenditures  on  the  State  highway 
system  have  been  made  in  the  sum  of  $492,- 
746.000. 

This  capital  investment  by  California  is 
one  of  the  State's  greatest  assets  and  has 
been  an  important  means  in  much  of  the 
development  of  both  the  economic  and 
cultural  life  of  her  citizens  during  the  past 
twenty-five   years. 


Federal  Accident 

Studies   Planned 

Various  leaders  in  Congre.ss  are 
considering  the  idea  of  expanding 
facilities  of  the  United  States  Census 
Bureau  to  collect  more  adequate 
statistics  on  motor  accidents.  Co- 
operation of  the  States  would  be  en- 
listed. 

Tlie  report  states  there  is  growing 
recognition  of  need  for  more  com- 
plete facts  on  the  number  of  motor 
vehicle  deaths  and  injuries  and  data 
on  the  circumstances  of  accidents. 

This  is  said  to  have  been  empha- 
sized by  the  wide  variance  in  recent 
estimates  of  tlie  number  of  motor 
fatalities   in   the   United    States   last 


Motor  vehicles  in  the  United  States  last 
year  used  535,000,000  gallons  of  lubricants, 
according  to  a  preliminary  estimate  received 
by  the  Automobile  Club  of  Southern  Cali- 
fornia. 


"Did  you  read  about  that  movie  actor's 
mystery  marriage?" 

"No,  I'm  too  darn  busy  puzzling  about 
my  own." 


"When  the  judge  ruled  Smith  had  to  pay 
alimony   how  did  he  feel   about  it?" 
"Chagrined." 

"And  how  did  his  wife  feel  about  it?" 
"She  grinned." 


I  California  Highways  and  Public  Works   (September  i9}7) 


I  Twenty-three] 


IMPROVED  SCREED  ADJUSTMENTS  FOR 
CEMENT  CONCRETE  FINISHING  MACHINES 

By  H.  J.  DOGGART,  Resident  Engineer,  District  V 


CONTRACT  85TC2,  road  V-Mon- 
2-H&I,  from  Bradley  to  six 
miles  south  of  San  Ardo,  in 
Monterey  County,  was  one  of  the  few 
projects  during  1936  in  which  Port- 
land cement  concrete  pavement  was 
specified  to  be  laid  in  twenty-foot 
widths. 

Since  this  project  traversed  a  roll- 
ing, foothill  territory  along  the 
Salinas  River,  horizontal  curvature 
was  frequent,  and  continual  warping 
of  pavement  crown  into  supereleva- 
tion was  necessary.  In  order  not  to 
distort  the  superelevation  by  carry- 
ing the  crowned  section  through  the 
curves,  it  was  neeessar.y  to  adjust  the 
screeds  of  the  finishing  machine  as 
the  equipment  proceeded  in  and  out 
of  the  superelevation. 

The  adjiLstment  with  which  tlie 
available  type  of  machine  is  equipped 
is  not  speedy  enough  for  this  purpose 
without  seriously  delaying  the  prog- 
ress of  the  work.  At  the  beginning 
of  paving  operations  before  finisher 
screed  adju.stments  were  made,  it  was 
necessary  to  shut  down  the  mixer  for 
a  period  of  several  houi"s  wdiile  a 
pavement  curve  was  being  con- 
structed. 

The  Peninsula  Paving  Company, 
Contractor,  requested  the  Construc- 
tion Department  of  the  Division  of 
Highways  to  assist  in  solving  this 
difficulty.  Through  conference  with 
the  writer,  the  Contractor's  General 
Manager,  Miss  A.  L.  Beard,  and 
Master  Mechanic  0.  M.  Johnson,  the 
following  designi  was  decided  upon, 
and  built  under  Mr.  Johnson's  direc- 
tion : 

The  regular  screed  plate  was  not 
sufficiently  rigid  without  the  multiple 
points  of  adjustment  to  strengthen  it, 
in  order  to  insure  its  remaining  in 
adjustment.  To  overcome  this  defect, 
two  3|-inch  by  2i-inch  by  ^-inch  angle 
irons  were  welded  to  the  upper  side 
of  the  screed  plate  longitudinally  for 
the  full  length  of  the  plate,  and  were 
cut  at  the  two  adjusting  points  in  the 
center  of  the  21.5-foot  overall  length 
of  screed.  They  were  spaced  at  the 
proper   interval   to   serve   as   guides 


The   picture   or 


the   left  is  a  general  view  of  the  reconstructed  screed;  that  on  the  right 
is  a  close-up  view  of  screed  adjusting  device. 


for  the  61-inch  by  Bj-inch  I-beam 
screed  member,  and  prevent  warping 
of  the  screed  plate. 

It  was  considered  necessary  to  have 
an  adjustment  out  near  the  end  of  the 
screed  and  a  quarter  point  adjust- 
ment in  the  middle  of  each  ten-foot 
section. 

The  screed  was  first  so  constructed, 
but  under  operating  conditions,  it 
was  found  that  the  screed  plate  was 
now  sufficiently  rigid,  and  the  quarter 
point  adjustment  was  unnecessary. 
The  active  adjustment  consisted  of  a 
vertical  1^-inch  round  bolt  with  7 
threads  per  inch,  and  a  12-inch  wheel 
mounted  on  the  top  to  speed  up  the 
adjustment. 

The  extreme  end  pairs  of  the 
original  adjusting  bolts  were  left  in 
place  to  serve  as  tilting  controls  for 


the  screed  end  shoe.  The  set  of  ad- 
justments in  the  mid-point  of  the 
screed  were  drawn  up  tight  and  re- 
mained in  the  same  position  for  any 
setting  of  the  screed  plate.  This  in 
effect,  hinged  the  screed  plate  in  the 
center,  and  permitted  the  plate  to  be 
crowned  by  turning  the  adjusting 
wheel  at  each  end  of  the  plate.  The 
two-wheel  adjustments  replace  the 
original  48  adjusting  nuts  with  which 
each  screed  was  originally  equipped. 
This  method  of  adjustment  was  so 
successful  that  the  finishing  machine 
operator  was  able  to  make  the  proper 
adjustments  at  20-inch  intervals 
throughout  the  transition  and  operate 
the  machine  without  any  loss  of  time 
to  the  mixing  unit  or  delay  to  the 
finishing  operations  following  the 
machine. 


|Twenty-four] 


(September  i9}7)  California  Highways  and  Vublic  Works 


Hishway  Bids 

and  Awards  for 

August,  1937 

(Continued  from  page  21) 

awarded  to  Square  Oil  Co.,  Inc.,  Los  Angeles, 
$4,995. 

SAN  LUIS  OBISPO  and  SANTA  BAR- 
BARA COUNTIES — Between  San  Luis 
Obispo  and  Toro  Creek,  between  Las  Cruces 
and  Lompoc,  and  between  Lompoc  and  Santa 
Tnez,  about  18.5  miles  to  be  surfaced  with 
plant-mixed  surfacing  and  seal  coat.  Dis- 
trict V,  Routes  50  and  149,  Sections  D,  AB, 
B,  D.  Granite  Construction  Co.,  Ltd.,  Wat- 
sonville,  $28,790;  R.  E.  Hazard  and  Sons, 
San  Diego,  $33,415'.  Contract  awarded  to 
L.  A.  Brisco,  Arroyo  Grande,  $26,521.20. 

SHASTA  COUNTY — At  Salt  Creek  about 
13  miles  east  of  Redding,  remove  existing 
timber  trass  and  furnish  and  install  steel 
plate  girder.  District  II,  Route  28,  Section 
A.  M.  B.  McGowan,  Inc.,  San  Francisco, 
$4,999;  J.  P.  Brennan,  Redding,  $5,465. 
Contract  awarded  to  M.  A.  Jenkins,  Sacra- 
mento, .$4,192.20. 

SISKIYOU  COUNTY— A  reinforced  con- 
crete slab  bridge  across  Scott  River  about 
one  mile  southwest  of  Fort  Jones,  consisting 
of  four  30-foot  6-inch  spans  and  two  23-foot 
spans  on  concrete  pile  bents,  and  approxi- 
mately 0.4  mile  of  roadway  to  be  graded  and 
road-mix  surfacing  to  be  applied.  District 
II.  Route  82,  Section  C.  Chas.  Kuppinger, 
Liikeport,  .$33,098;  J.  P.  Brennan,  Redding, 
.$.'>.''i.(»SO;  W.  K.  Van  Bokkelen,  Alameda. 
.$37,877.  Contract  awarded  to  A.  Soda  and 
Son.  Oakland,  $.30,562. 

SOLANO  COUNTY — Between  Carquinez 
Bridge  and  0.9  mile  north  about  0.8  mile 
to  be  graded  and  paved  with  Portland 
cement  concrete  and  plant-mixed  surfacing. 
District  X,  Route  7,  Section  F.  A.  Teichert 
and  Son.,  Inc.,  Sacramento,  $77,184;  Freder- 
ieksen  and  Westbrook,  Lower  Lake,  $74,978 ; 
Bodenhamer  Construction  Co.,  Oakland,  $75,- 
948;  A.  G.  Raisch,  San  Francisco,  $77,187; 
Maeco  Construction  Company,  Clearwater, 
$81,.517;  Chas.  L.  Harney,  San  Francisco, 
$81,.304;  Louis  Biasotti  and  Son,  Stockton, 
$83,777  ;  Frederickson  and  Watson  Construc- 
tion Co.,  Frederickson  Bros.,  Oakland.  $80,- 
313.  Contract  awarded  to  Union  Paving 
Co.,   San  Francisco,  $70,737.70. 

TEHAMA  COUNTY — Between  south 
boundary  and  Corning,  about  8.9  miles,  seal 
coat  to  be  applied.  District  II,  Route  7. 
Section  A.  Granite  Construction  Co.,  Wat- 
sonville,  .$5,518;  E.  A.  Forde,  San  Anselmo, 
.$5..";(;4 ;  Ilayward  Building  Material  Co., 
lliivward  S."i,7."i."i ;  Lee  J.  Immel,  Berkeley, 
.$.".,777;  Tipshni  I'.ros..  Inc.,  Berkeley,  $5,882; 
E.  F.  Ililli.'ircl,  Snc-rnniento,  .$6,153;  N.  M. 
Ball  Sons,  Hcrkcli'y.  .$(5,1127;  Hemstreet  and 
Bell,  Miirysvilli',  .$ll,s:',(;.  Contract  awarded 
to  Garcia  Construction  Co.,  Irvington, 
$-5  358  75 

TRINITY  COUNTY— Between  Helena 
and  Big  Bar,  about  8.5  miles  in  length  to  be 
surfaced  with  road-mix  surfacing.  District 
II,  Route  20,  Section  E.  Garcia  Construc- 
tion Co.,  Irvington,  $90,080;  McReynolds 
Trucking  Co.,  Oakland,  $9,646;  Tieslau 
Bros.,  Inc.,  Berkeley,  .$9,841 ;  Pacific  Truck 
Service,  Inc,  San  Jose,  $10,011;  George 
French,  Jr„  Stockton.  S11.240;  Helwig 
Construction  Co.,  Sebasfn|,,,I.  .$11,.540;  Lee  J. 
Immel.  Berkeley,  $l.'l..".2."i.  Contract  awarded 
to  E.  E.  Smith,  Eureka,  $S,.J95, 


Gait  Highway  Change 
W!ll  Eliminate  Hazards 


By  R.  E.  PIERCE,  District  Ensineer 


AN  IMPORTANT  improvement  in 
U.  8.  99,  in  the  vicinity  of  Gait, 
>-  Sacramento  County,  which  has 
been  under  consideration  for  many 
j-ears,  .should  be  luider  construction 
early  this  fall. 

Starting  just  north  of  the  Southern 
Pacific  Railroad,  lone  Branch,  north 
of  Gait,  the  new  line  will  run  in  a 
straij^ht  line  southeasterly  to  Dry 
Creek,  the  county  boundary  between 
Sacramento  and  San  Joaquin  coun- 
ties ;  thence  contintting  on  the  same 
course  until  it  connects  with  the  pres- 
ent   highwav    at    Jahant    Corner    on 


This  project  has  been  planned  for 
an  ultimate  two-way  divided  road- 
way, both  as  to  right  of  way  and  loca- 
tion of  the  two  lanes.  This  will  be 
accomplished  by  acquiring  a  right  of 
way  120  feet  in  width  and  placing 
the  two  lanes,  now  to  be  constructed, 
on  an  offset,  so  that  a  20-foot  separa- 
tion will  be  provided  on  the  ultimate 
divided  roadway. 

DISTANCE   SHORTENED 

This  is  the  first  project  in  this  dis- 
trict ou  which  additional  lane  width 
over  the  old  standard  IG-foot  lane  will 


TYPICA  L     CROSS  -  SECTION 


.Julius :  "I  hear  that  Nero  is  torturing  the 
Christians  again." 

Marcus :  "Yeah,  someone  ought  to  take 
that  fiddle  away  from  him." 


Cherokee  Lane.  The  length  of  the 
new  line  is  4.98  miles,  making  a  sav- 
ing in  distance  of  0.57  mile  over  the 
present  route. 

WILL  ELIMINATE  NINE   CURVES 

The  new  line  will  eliminate  nine 
curves,  ranging  in  radius  from  368 
feet  to  3000  feet,  having  a  total  angle 
of  over  371  degrees,  or  more  than  one 
complete  circle;  while  the  new  line 
will  have  only  two  curves,  one  at 
each  end  of  the  change,  with  radii  of 
3000  feet  and  oOOO  feet,  and  a  total 
angle  of  less  than  37  degrees. 

Another  important  feature  will  be  a 
new  bridge  over  Dry  Creek  of  ade- 
quate width.  The  present  bridge  is 
narrow  and  has  been  a  bottle-neek  for 
years. 


be  constructed.  The  new  pavement 
will  consist  of  two  11-foot  lanes. 

The  method  of  handling  the  right 
of  way  is  slightly  different.  A  width 
of  120  feet  is  being  acquired.  It  is 
planned  to  place  the  fences  so  that  the 
two  lanes  now  being  constructed  will 
center  on  an  80-foot  strip  on  the  west 
side  of  the  right  of  waj*,  the  other  40 
feet  being  available  for  use  by  the 
adjacent  property  owner  until  such 
time  as  the  highway  is  developed  to 
its  ultimate  section. 

This  new  line  by  .shortening  dis- 
tance, by-passing  the  narrow  business 
street  in  Gait,  and  with  much  im- 
proved alignment,  should  materiallj' 
increase  the  capacity  and  safety  on 
this  road  on  which  more  than  4000 
ears  travel  daily. 


California  Highways  and  Public  Works   (September  1937) 


[Twenty-five] 


DIVISION  OF 


WATER  RESOURCES 


.»f-<#Ts4  j^-t^-f V»la^#a  f ;  JT?i  I; .  i  I 


OFF8CIAL  REPORT 

FOR  THE  MONTH  OF 

August,  1937 

EDWARD  HYATT,  State  Engineer 


The  Interior  Department  Appro- 
priation Bill  providing  $12,500,000 
for  construction  of  the  Central  Valley 
Project  has  been  approved  by  the 
President.  This  appropi'iation  will 
make  approximately  $22,500,000  avail- 
able for  eonstrnctiou  during  the  cur- 
rent fiscal  year  as  about  $10,000,000 
remains  in  unexpended  funds  previ- 
ously ap])ropriated. 

The  President  has  also  signed  the 
Kivers  and  Harbors  Bill  which  carries 
an  amendment  officially  authorizing 
the  Central  Valley  Project  as  a  Fed- 
eral undertaking,  and  removes  all 
legal  obstacles  to  its  consummation. 
With  the  approval  of  the  Interior 
Department  Bill  carrying  the  appro- 
priation for  the  project  and  its  author- 
ization as  a  Federal  project  in  the 
Rivers  and  Harbors  Bill,  work  will  be 
carried  out  without  delay. 


IRRIGATION    DISTRICTS 


Refinancinf;  of  outstanding  bonded  indebt- 
edness through  loans  from  the  Reconstruc- 
tion Finance  Corporation  has  made  stead,v 
progress.  By  provisions  of  an  act  passed 
at  the  last  Legislative  session  the  districts 
are  enabled  to  proceed  with  their  programs 
by  filing  petitions  in  the  Superior  Courts 
when  plans  have  been  accepted  by  two-thirds 
of  the  bond  holders  and  approved  by  the 
California  Districts  Securities  Commission. 
Under  this  act  plans  of  Palo  Verde,  El 
Dorado,  James,  Merced,  Lindsay-Strathmore 
and  Anderson-Cottonwood  districts  have 
recently  been  approved. 


FLOOD  CONTROL  AND 
RECLAMATION 


Malnicnance    of    8(icramriito    Flood    Control 
Projeot. 

Investigation  is  being  made  as  to  tlic 
structure  and  material  composing  a  secfi<m 
about  3()0  feet  long  in  the  south  levee  of  the 
Sacramento  By-pass,  which  shows  a  tend- 
ency to  slide  and  settle  when  wet.  It  is 
expected  that  this  section  may  have  to  be 
rebuilt  with  suitable  material. 

Relief  Lahor  Work. 

W.P.A.  Project  No.  mVA  in  Yob)  County, 
on  which  men  were  engaged  in  cleaning  levees 


and  clearing  brush  in  the  Sacramento  By- 
pass, was  discontinued  on  August  24,  1937. 
It  is  expected  that  men  will  be  available  to 
resume  this  work  on  about  October  15th. 

Bank  Protection  Profjram. 

The  maintenance  program  recommended 
by  the  Chief  of  Engineers,  included  in  the 
report  of  the  Board  of  Engineers  for  Rivers 
and  Harbors  dated  June  14,  1937,  and  con- 
tained in  Senate  Committee  Document  75th 
Congress,  "Sacramento  River  Flood  Control 
Project,  California,"  included  in  the  Rivers 
and  Harbors  Act,  HR  7051,  75th  Congress, 
1st  Session,  has  been  approved  by  the  Presi- 
dent. 

This  act  provides  for  the  amendment  of 
the  present  project  act  to  increase  the  Fed- 
eral allocation  to  the  Sacramento  flood  con- 
trol project  by  $2,500,000  to  be  expended  as 
the  Federal  participation  in  the  maintenance 
of  the  flood  control  project  during  a  five-year 
period,  and  to  include  a  complete  program 
for  bank  protection  on  the  main  Sacramento 
River.  The  State  of  California  will  con- 
tribute one-third  of  the  total  cost  of  bank 
protection  and  levee  set-backs. 

A  program  for  bank  protection  has  been 
tentatively  selected  to  include  works  whicli 
will  cost  in  all  approximately  .fl50,000,  of 
which  the  State  will  pay  $50,000.  This 
work  will  include  the  extension  of  several 
of  the  units  consti-ueted  during  the  last  year, 
and  new  units  to  be  done  include  those  which 
are  considered  to  be  most  urgently  needed. 
Actual  construction  by  the  War  Department 
is  now  under  way  on  several  of  these  units. 


SACRAMENTO    FLOOD    CONTROL 
PROJECT 


The  Reclamation  Board  has  requested  this 
office  to  undertake  the  construction  of  an 
irrigation  canal  in  the  vicinity  of  the  Colusa 
By-pass  and  the  filling  of  the  boiTOW  pit  on 
the  Burr  Mitchell  property  at  the  levee  along 
the  right  bank  of  the  Sacramento  River 
north  of  Colusa.  Both  of  these  works  are  in 
connection  with  the  acquisition  of  rights-of- 
wa.v  and  flowage  easements,  both  at  an  esti- 
mated cost  of  $37,000.  Preliminary  surveys 
have  been  made  during  this  period  of  these 
projects. 


SUPERVISION   OF  DAMS 


ApplicMtion  was  filed  on  August  12.  1937, 
liy  the  Wliiting  Company,  El  Toro,  Califor- 
nia, for  approval  of  the  plans  and  specifica- 
tions for  the  construction  of  Whiting  Dam. 
This  dam  is  to  be  a  rolled  earth  fill  structure 
41  feet  in  height  and  storing  GOO  acre-feet 
and    is   estimated    to   cost   $30,000.     It   is   to 


be  located  on  a  tributary  to  San  Diego  Creek  [ 
in  Orange  County. 

Application  for  approval  of  plans  for  the 
repair  and  alteration  of  the  Pilarcitos  Dam 
was  filed  on  July  30  1937,  by  the  City  and 
County  of  San  Francisco.  This  application 
was  approved  on  August  10,   1937. 

Application  was  filed  on  August  13,  1937, 
by  the  Tuolumne  Gold  Dredging  Corporation, 
La  Grange,  California,  for  the  alteration  of 
the  Cardoza  Dam.  This  application  was 
approved  on  August  23,  1937. 

Application  was  filed  on  August  19,  1937, 
by  the  Nevada  Irrigation  District,  Grass 
Valley,  for  the  approval  of  plans  for  the 
repair  and  alteration  of  the  French  Lake 
Dam. 

The  work  at  present  under  way  at  the 
Mad  River  Dam  of  the  city  of  Eureka  con- 
sists of  pouring  concrete  on  the  left  abut- 
ment sections,  preparations  for  the  pouring 
on  the  arch  sections  and  the  excavation  of 
the  stream  bed  upstream  from  the  arch  for 
tlie  placing  of  impervious  fill. 


WATER   RIGHTS 


Hiiiierrlsion  of  Apitropriations  of  Water. 

Thirty-seven  applications  to  appropriate 
water  were  received  during  July.  Fourteen 
were  denied  and  fifteen  were  approved.  In 
the  same  period,  nine  permits  were  revoked 
and  rights  were  confirmed  by  tJie  issuance 
of  licenses  in  twelve  other  cases. 

That  mining  continues  to  predominate  as 
an  important  activity  among  new  appropria- 
tors  is  evidenced  b.y  the  large  applications 
wliich  are  filed  for  mining  pui-poses  and  per- 
mits issued.  Among  the  applications 
received  during  July  was  one  for  an  appro- 
priation of  150  second-feet  in  Humboldt  and 
Trinity  counties  at  a  co.st  of  $150,000. 
Another  for  an  appropriation  in  Trinity 
County  at  a  cost  of  $60,000  and  numerous 
other  applications  for  large  amounts.  Tlie 
largest  single  appropriation  allowed  during 
tlie  month  was  for  mining  purposes. 


SACRAMENTO-SAN    JOAQUIN 
WATER  SUPERVISION 


Activities  during  the  past  montli  have 
been  in  the  field  gathering  data  from  wliich 
to  make  of  record  the  amount  of  water 
diverted  from  the  streams  in  the  Sacramento 
and  San  Joaquin  valleys.  This  report  will 
also  .show  the  amount  of  land  irrigate<l,  the 
r<'turn  flow  tlierefrom  and  also  the  flow  in 
tlu'  valley  streams.  The  sampling  of  water 
in  tlie  delta  for  salinity  is  being  carried  on 
at  a  number  of  stations  suflicient  to  record 
tlie    rate    of    advance   of    the    salinity. 


[Twenty-six] 


(September  1937)  California  Highways  and  Public  Works 


TRAFFIC  CONGESTION  ON  ROUTE  4  IS  RELIEVED 


Completed  by  the  Griffith  Company  of  Los  Angeles  in  July  at  a  cost  of  $241,000,  the  additions  to  the  old  two-lane  pavement  for 
eleven  and  seven-tenths  miles  south  from  Grove  Street  in  Bakersfield  on  Route  4  has  now  relieved  the  traffic  congestion  which  was 
developing  on  this  main  artery  from  the  San  Joaquin  Valley  to  Los  Angeles.  The  work  was  financed  jointly  by  the  State  and  the  city 
of   Bakersfield   which   contributed   $27,000  for  the   work    inside  the    city   limits. 

Four  paved  lanes  with  shoulders  oiled  out  to  the  curb  lines  are  now  provided  inside  the  city;  three  lanes  extend  ten  and  one-half 
miles  south  from  the  city  limits.  Funds  provided  in  the  present  budget  will  finance  a  contract  to  be  let  this  year  which  will  connect 
this  improvement  with  the  three-lane  pavement  from  Los  Angeles  at  Grapevine  to  give  a  minimum  of  three  lanes  for  the  full  dis- 
tance of  112  miles  from  Los  Angeles  to  Bakersfield. 

As    shown    in    the    upper    picture,    four    traffic  lanes  are  now  provided  from  the  center  of  Bakersfield  to  the  south  city  limits. 

The  lower  picture  was  taken  south  of  Bakersfield  and  shows  the  wide  traffic  lanes  which  add  to  the  safety  in  passing  on  this 
heavy  freight  route  from  the  San  Joaquin  Valley  to  Los  Angeles. 


California  Hightvays  and  Public  Works    (September  i9}7) 


[  Twenty-seven  ] 


Cost  of  Drilling  Cut 
Down  By  New 


ment 


(Continued  from  page  2) 


duty  llO-volt,  1000-watt  generator, 
providing  lights  for  night  operating 
is  also  built  into  the  motor  assembly. 

The  main  hoisting  unit  is  a  7-ton. 
double  drum  type  with  a  three  speed 
transmission.  Both  of  the  drums  are 
supplied  with  finch  steel  cables,  for 
sampling  and  drilling  lines.  A  small 
single  drum  utility  hoist,  with  nigger 
head  attachment  is  mounted  near  the 
derrick  for  operating  a  sand  line. 

The  derrick  was  constructed  from 
heavy  steel  ship  channels  and  de- 
signed for  a  thirty  ton  pull.  A  Key- 
stone Spudding  sheave  assembly  is 
welded  to  the  top  of  the  derrick  for 
the  spudding  cable  and  the  sand  line. 
Two  additional  sheaves  accommodate 
a  heaw  pulling  line  for  sampler 
operations.  The  overall  height  of  the 
derrick  is  32  feet  from  the  ground 
when  erected,  and  eleven  feet  six 
inches  when  folded  and  ready  for  the 
road. 

ASSEMBLY 

Power  from  the  motor  and  trans- 
mission assembly  is  carried  through 
an  extension  shaft  to  the  main  drive 
sprocket.  Through  the  medium  of  a 
4-inch  chain,  power  is  then  transmit- 
ted to  a  main  countershaft  mounted 
parallel  with  the  engine.  This  shaft 
serves  the  dual  purpose  of  driving  a 
secondary  longitudinal  countershaft 
through  mitre  gears  and  a  secondary 
transverse  countershaft  which  oper- 
ates the  spudding  pinion  and  utility 
hoist.  The  longitudinal  shaft  drives 
the  double  drum  hoist  and  the  rotary 
table.  Double  and  triple  tooth 
sprockets  and  chains  are  used 
throughout  for  transmitting  the 
power.  All  shafts  are  mounted  in 
self-aligning  roller  bearings. 

The  entire  unit  complete  with  drill- 
ing tools  is  transported  on  the  four- 
wheel  drive  truck.  This  truck,  equip- 
ped with  tractor  tread  type  tires  and 
dual  rear  wheels,  has  proved  its  worth 
on  steep  hillside  climbs  and  pulling 
over  soft  unstable  ground. 

A  2-inch,  two-stage  centrifugal 
pump  mounted  on  a  separate  skid 
frame  and  powered  with  a  4  cylinder, 
12  h.p.  air  cooled  gasoline  engine  is 


Eugene,    Oregon, 
August  28,  1937. 


California  Highway 
Department. 

Dear  Sirs: 

Last  Tuesday,  Aug.  24,  on  my 
way  north  27  miles  south  of 
Cave  City,  I  broke  an  axle  of 
my  car  to  which  a  trailer  was 
attached.  The  accident  hap- 
pened on  an  incline  and  in  a 
dangerous  position  on  account 
of  curves. 

It  was  but  a  short  time  be- 
fore your  maintenance  depart- 
ment auto  came  along  and 
towed  me  up  the  mountain  so 
that  I  would  be  off  the  high- 
way, for  which  I  was  grateful. 
The  service  I  received  did  not 
end  there.  Mr.  Horace  C.  Nut- 
ting, your  maintenance  fore- 
man, took  the  time  and  patience 
to  find  out  what  the  trouble 
was  so  that  I  could  advise  a 
mechanic  at  Crescent  City  or 
Grant's  Pass.  The  trouble  could 
not  be  defined  until  Mr.  Nut- 
ting took  the  time  to  locate  it. 

In  all  my  travels  I  never  met 
as  courteous  a  gentleman  and  I 
want  to  commend  him  to  you. 
I  will  greatly  appreciate  it  if 
you  will  advise  him  of  this  let- 
ter, if  it  is  not  against  the  rules 
of  your  department. 

I  would  like  also  to  commend 
the  State  of  California  on  its 
wonderful  highways.  As  a 
visitor  that  has  traveled  prac- 
tically every  mile  of  your  State, 
I  can  not  but  praise  your  splen- 
did highways. 

I  have  been  traveling  on  a 
sightseeing  vacation  for  three 
years  all  over  the  United  States 
and  I  feel  that  I  am  a  judge  of 
your  highways. 

I  am  respectfully, 

(Signed)     WM.  T.  PARSONS, 

508  Schwehm  Building, 

Atlantic  City,  N.  J. 


used  in  conjunction  with  the  drill  oiii 
fit  for  dewatering  holes  and  jettini^ 
casing  when  required.  A  2-inch  Ven- 
tura tube  type  hydro-jet  is  used  in 
conjunction  with  the  pump  for  de- 
watering  holes  and  making  tests  of 
ground  water  flow.  The  latter 
assembly  can  be  used  to  dewater  a 
7-inch  hole  to  a  depth  of  about  120 
feet  if  the  inflow  does  not  exceed  2ii 
gallons  per  minute. 

SAVINO  IX  DRILLIXG  COSTS 

Since  the  rig  was  constructed  in 
February,  1937,  it  has  worked  very 
satisfactorily  and  proved  invaluable 
for  investigating  a  variety  of  found- 
ation conditions.  Approximately  70 
holes,  twenty-four  inches  in  diam- 
eter, have  been  bored  to  depths  vary- 
ing between  30  and  80  feet  and 
averaging  45  feet  at  costs  of  $0.25 
to  $0.75  per  foot  in  clay  and  shaly 
clay,  and  between  $0.50  and  $1.00 
per  foot  in  soft  shales  and  cemented 
sand  formations. 

These  drilling  costs  are  exclusive 
of  overhead  but  include  all  labor 
charges  and  a  drill  rental  of  $2.50 
per  hour.  Sinking  of  shafts  in 
similar  ground,  under  old  methods, 
to  depths  of  20  or  30  feet  often  cost 
more  than  $5  to  $10  per  foot  mak- 
ing such  exploration  too  expensive 
for  extensive  use.  The  cost  of  pro- 
curing cores  wdth  the  new  type 
Porter  Soil  Sampler  has  also  been 
reduced  through  the  development  of 
this  special  drill  outfit. 

General  requirements  for  the  drill 
and  equipment  were  drawn  by  the 
writer.  Mr.  F.  E.  Burnside,  Shop 
Superintendent  of  the  Equipment 
Department,  and  Mr.  C.  M.  Sanborn, 
Foundation  Drilling  Foreman  of  the 
Materials  and  Research  Department, 
supervised  the  mechanical  design  and 
construction  of  the  outfit. 

Since  the  drill  was  completed,  it 
has  not  been  returned  to  the  shop  for 
alterations  or  repairs,  and  this  very 
satisfactoi-y  operation  reflects  the  suf- 
ficiency of  the  design  and  the  excel- 
lence of  the  work  done  by  the  Equip- 
ment Department. 


.\utomobile  drivers  who  limit  tlieir  top 
.^peed  to  50  miles  per  hour  are  72  per  cent 
safer  than  the  average  motorist,  according 
to  a  recent  surve.v  by  an  eastern  insurance 
iirganization. 


Judge — What  were  you  doing  when  that 
joint  was   raided? 

Locksmith— Slaking  a  bolt  for  the  door, 
yor  honor. 


[  T^venty-eight  ] 


(September  1937)  Califomla  Highways  and  Public  Works 


STATE  OF  CALIFORNIA 


Department  of  Public  Works 

Headquarters:   Public  Works  Building,  Twelfth  and  N  Streets,  Sacramento 


FRANK  F.  MERRIAM Goveruor 

JUSTUS  F.  CRAEMER Assistant  Director 


EARL  LEE   KELLY___. 
EDWARD  J.  NERON- 


Director 

-Deputy  Director 


CALIFORNIA  HIGHWAY  COMMISSION 


IIAKUY  A.  IIUPKINS.  Cliaiiuian,  Taft 

PHILIP  A.  STAXTON,  Anaheim 

H.  R.  JUDAH,  Santa  Cruz 

PAUL  G.  JASPER,  Fortuna 

WILLIAM  T.  HART,  Carlsbad 

JVLIEX  I>.  KOUSSEL.  Sein-taiy 


DIVISION  OF  HIGHWAYS 


('.   II.   ITKCELL,  State  Highway  Engineer.  Saeramento 

G.  T.  McCOY,  Assistant  State  Highway  Engineer 

J.  U.  STANDLEY,  Principal  Assistant  Engineer 

U.  II.  WILSON,  Office  Engineer 

T.  E.  STAXTON,  Materials  and  Research  Engineer 

FKEll  .1.  GRUMM,  Engineer  of  Surveys  and  Plans 

<'.   S.  POPE,  Construction  Engineer 

T.  H.  DENNIS,  Maintenance  Engineer 

F.  W.  PANHORST,  Bridge  Engineer 

L.  V.  CAMPBELL,  Engineer  of  City  and  Cooperative  Projects 

R.  H.  STALNAKER,  Equipment  Engineer 

E.  R.  HIGGINS.  Comptroller 

DISTRICT  ENGINEERS 

J.  W.  VK'KREY.  District  I,  Eureka 

F.  W.  HASELWOOD,  District  II,  Redding 

CHARLES  H.  WHITMORE.  District  III,  Marysville 

JNO.  H.  SKEGGS,  District  IV,  San  Francisco 

L.  H.  GIBSON,  District  V,  San  Luis  Obispo 

R.  M.  (JILLIS,  District  VI.  Fresno 

S.  V.  CORTELYOU,  District  VII,  Los  Ang;.les 

E.  Q.  SULLIVAN,  District  VIII,  San  Bernardino 

S.  W.  LOWDEN   (Acting).  District  IX.  Bishop 

R.  E.  PIERCE.  District  X.   Stockton 

E.    E.   WALLACE.   District   XL   San   l>ie;;() 

SAN   FRANCISCO-OAKLAND  BAY  BRIDGE 
C.  E.  AXDREW.  Bridge  Engineer 


DIVISION  OF  WATER  RESOURCES 


EDWARD  HYATT.  State  Engineer.  Ciiief  of  Division 

.1.  .1.   HALEY,  Jr..  Administrative  Assistant 

HAROLD  CONKLING.  Deputy  in  Charge  Water  Rights 

A.  D.  EDMOXSTON.  Deputy  in  Charge  Water 
Resources  Investigation 

R.  L.  JONES,  Deputy  in  Charge  Flood  Control  and  Reclamation 

GEORGE  W.  HAWLEY.  Deputy  in  Charge  Dams 

SPENCER  BURROUGHS,  Attorney 

EVERETT  N.  BRYAN,  Hydraulic  Engineer  Water  Rights 

(iORDOX   ZANDER.  Adjudication,  Water  Distribution 


DIVISION  OF  ARCHITECTURE 


GEORGE  B.  McDOUGALL,  State  Architect,  Chief  of  Division 

P.  T.  POAGE.  As.sistant  Chief 

W.  K.  DANIELS,  Administrative  Assistant 

HEADQUARTERS 

H.  W.  DeHAVEX.  Supervising  Architectural  Draftsman 

C.  H.  KROMER,  Principal  Structural  Engineer 

CARLETOX  PIERSON.  Supervising  Specification  Writer 

J.  W.  DUTTON,  Principal  Engineer,  General  Construction 

W.  II.  ROCKINGHAM.  Principal  Mechanical  and  Electrical 

Engineer 


DIVISION  OF  CONTRACTS  AND  RIGHTS  OF  WAY 


C.  C.  CARLETON,  Chief 

CLAREXCE  W.  MORRIS,  Attorney,  San  Francisco 

FRAXK  B.  DURKEE,  Attorney 

C.  R.  MOXTGOMERY,  Attoi-ney 

ROBERT  E.  REED,  Attorney 


DIVISION  OF  PORTS 


Pmt  of  Eureka — William  Clark.  Sr..  Surveyor 


48049     9-37     15,200 


neiurn    postaye   yuaranteea. 

PM:    If  addressee   has   moved 

notify   sender   on 

Form  3547 

Division    of    Highways 

P.   O.   Box    1499 
Sacramento,  California 


Seattle  Public   Library. 
Seattle, 

Wash. 


SEC.   562   P.   L.  &  R. 
U.  S.   POSTACE 

PAID 

Permit  No.  152 


MAP 

SHOWING 

STATE  HIGHWAY  SYSTEM 


LOSANGELES  AND  VICINITY 


CALIFORNI 

HIGHWAYS  AND  PUBLIC   WQ 


.«iirii<l 


Condruciipn  Jlj^h^y  In  -^li^^oniPasr 


OBER- I 


CALIFORNIA  HIGHWAYS  AND  PUBLIC  WORKS 

Official  Journal  of  the  Division  of  Highways  of  the  Department  of  Public  Works,  State  of  California 

EARL  LEE  KELLY,  Director  C.  H.  PURCELL,  State  Highway  Engineer  JOHN  W.  HOWE,  Editor 

Published  for  information  of  the  members  of  the  department  and  the  citizens  of  California 

Editors  of  newspapers  and  others  are  privileged  to  use  matter  contained   herein.     Cuts  will   be  gladly   loaned   upon   request. 
Address  communications  to  California  Higliways  and  Public  Work.s,  P.  O.  Box  1499,  Sacramento,  California. 

Vol.15  OCTOBER,  1937  No.  10 


Table  of  Contents 

Page 

Doiiner  Route  Is  Beautified,  Illustrated 1-3 

Cheating  Death  on  the  Highway,  Illustrated 4-5 

By  Lester  H.  Gibson,  District  Engineer- 

Progress  on  Trail  of  Padres,  Illustrated 6-8 

By   B.   E.    Wallace.   District   Engineer 

Pictures  of  Construction  on  Project  Nortli  of  Oeeanside 9 

New  Traffic  Stripe  Marking  Machine,  Illustrated 10-11 

By  R.  H.  Stalnaker,  EqiHptnent  Enijineer 

Abolish  Curves  on  Route  79  in  Ventura,  Illustrated 12 

By   W.  I.   Templeton^  Resident  Engineer 

New  Signing  Policy  on  U.  S.  Routes 13 

Contractors  Race  Against  Winter  on  Road  Projects 14 

By  J.  W.  Vickrey,  Di-stHct  Engineer 

Pictures  of  Realignment  Operations  in  Mendocino  County 15 

Justus  Craemer  Appointed  to  High  State  Position 16 

Governor  Merriam  Dedicates  Capital  Bridge  Project,  Illustrated 16-17 

Pictures  of  New  Device  for  Weighing  Asphalt  Concrete  Mix 18 

Rapid  Progress  Being  Made  on  Altamont  Pass 19 

By  John  H.  Skeggs,  District  Engineer 

Highway  Beauty  Restored,  Illustrated 20 

Gassing  the  Moles,  Illustrated 21 

By  Milton  Harris,  Associate  Highway  Engineer 

Engineers  Design  Hugh  Gantry  for  Bridge,  Illustrated 22 

National  Highway  Officials  Honor  C.  H.  Purcell 23 

Improved  Rock  Siever,  Illustrated 23 

Public  Asked  to  Help  Stop  Destruction  of  Highway  Signs 24 

Highway  Bids  and  Awards  for  September,  1937 25 

iMonthly  Report  of  Division  of  Water  Resources 26 

New  Sacramento  Flood  Gate,  Illustrated 27 

By  H,   W.  Kuphal,  Associate  Bridge  Engineer 

In  Menioriam,  J.  J.  Ilalev,  Jr 28 


Historic  U.  S.  40  Highway 
Over  Sierra  Nevada  Made 

More  Attractive  By  State 


BOTH  tourists  and  commercial  drivers  will  be  benefited 
by  the  improvement  of  three  sections  of  U.  S.  40  in 
California  between  Sacramento  and  Truckee.  Con- 
struction on  tliese  projects  will  be  completed  late  in  October 
or  early  November,  enabling  this  portion  of  U.  S.  Route  40 
to  more  satisfactorily  serve  the  heavy  traffic  between  Sacra- 
mento and  points  east. 

Since  this  road  is  a  part  of  an  important  transcontinental 
route,  both  tourist  and  commercial  traffic  has  always  been 
heavy  during  the  summer  months.  During  the  past  few  years 
this  highway  has  been  traversable  during  the  winter  months 
with  the  result  that  tlie  winter  traffic  has  steadily  increased. 

ROCKLIX-LOOMIS   UNIT 

The  first  project,  located  between  Rocklin  and  Loomis,  is 
essentially  a  replacement  of  some  three  miles  of  worn-out 
pavement. 

Located  in  the  valley  at  the  base  of  the  foothills  of  tlie 
Sierra  Nevada  mountains,  the  alignment  through  the  greater 
portion  of  the  project  is  tangent.  On  the  northerly  two  miles, 
new  construction  adjacent  to  the  old  road  wa.s  so  arranged 
as  to  permit  the  use  of  the  old  road  during  paving  operations. 
An  excellent  grade  line  has  been  obtained  throughout  the 
project,  several  short  pieces  of  adverse  grade  having  been 
eliminated  and  sight  distances  greatly  improved. 

The  old  pavement  consisted  of  15  feet  of  Portland  cement 
concrete  4  inches  in  thickness,  to  which  road-mixed  borders 
2^  feet  wide  had  been  added.  This  pavement,  which  was 
built  in  1917  to  serve  traffic  very  much  lighter  than  that  using 
the  road  at  present,  was  rapidl.v  failing,  with  the  result  that 
maintenance  costs  were  becoming  excessive.  The  new  pave- 
ment selected  for  this  section  was  Portland  cement  concret'" 
20  feet  wide  by  0.55  to  0.75  of  a  foot  in  thickness.  Crushed 
gravel  or  stone  borders  2|  feet  wide  are  being  placed  on 
both  sides.  The  contract  for  this  construction,  the  cost  ni' 
which  will  be  approximately  $1-35,000,  is  with  Basich  Brothers, 
and  the  Resident  Engineer  for  the  State  is  J.  D.  Greene. 

HISTORIC    ROUTE 

The  second  project,  between  Soda  Springs  and  Doniirr 
Summit,  is  about  3.7  miles  in  length  and  passes  through 
mountain  scenery  which  is  surpassed  by  few  sections  of  the 
State.  In  addition  to  being  a  section  of  scenic  beaut.v,  thi:' 
route  is  fraught  with  hLstorical  interest. 

The  Sierra  Nevada  mountains  were,  of  course,  the  final 
major  barrier  crossed  by  "49'ers"  on  their  way  to  the  Cali- 
fornia gold  diggings.  Crossing  the  mountains  in  the  summer 
was  bad  enougli,  with  pas.ses  7,000  feet  or  more  in  elevation, 
but  in  the  winter  months  it  was  practically  impossible,  as 
was  so  tragically  exemplified  by  the  historic  Donner  part.v. 

We  of  the  modern  age,  traveling  in  our  automobiles  on 
hard  surfaced  roads  which  extend  into  every  nook  and  cranii>- 
of  the  country,  can  hardly  appreciate  tlie  transportation  prob- 
lems which  confronted  those  early  pioneers  in  tlieir  struggles 
to  penetrate  the  natural  barriers  l)et\veen  them  and  the  new 
frontiers  which  they  had  determined  to  conquer. 

Developed  from  the  wagon  road,  which  wa.s  soon  pushed 
through  the  mountains  and  improved  from  time  to  time  to 
serve  changing  types  of  traffic,  the  road  across  the  Donner 


Donner  Route 
Is  Beautified 

By  C.  H.  WHITMORE,  District  Engineer 


v\y    paved    section    of    U.    S.   40    looking    toward    Donner 
Summit    and     bordering     Donner    Lake 


beautiful   stretch   of   realigned    U.  S.  40   Highway  along   shoreline   of    Donner  Lake  which  will  give  motorists  a  finer  view  of  this  historic 

body   of    water. 


Summit  has  gradually  changed  from 
a  hazardous  route  replete  with  dan- 
gerous curves  and  steep  grades  to  a 
modern  mountain  highway. 

The  portion  being  reconstructed  at 
present  was  graded  in  1924  and  sur- 
faced with  road-mixed  crushed  rock 
in  1927,  the  width  being  approxi- 
mately 18  feet.  Considerable  dif- 
ficulty was  experienced  with  the 
drainage  of  the  roadbed  which  was 
especially  troublesome  during  the 
winter  and  early  spring  months.  To 
alleviate  this  condition  an  extensive 
underdrain  s.ystem,  consisting  of  over 
14,000  feet  of  perforated  metal  pipe 
in  rnekfilled  trenches,  was  constructed 
during  1936. 

To  I'eplace  the  old  surfacing,  which 
was  becoming  inadequate  for  the 
existing  traffic,  a  Portland  cement 
concrete  pavement  20  feet  wide  by 
O.f)')  to  0.75  of  a  foot  thick,  supple- 
mented by  a  3-foot  crushed  rock 
border  on  each  side,  was  chosen. 
Minor  revisions  in  grade  and  align- 
ment were  made  where  required  to 
conform  to  accepted  standards. 


PARKING    AREA    PROVIDED 

Approximately  one-half  a  mile 
from  the  easterly  end  of  this  project 
is  the  Donner  Summit  Bridge,  from 
which  may  be  obtained  one  of  the 
most  beautiful  views  in  all  the  Sierra 
Nevada  mountains.  Standing  on  the 
bridge  and  looking  towaixl  the  east. 
one  sees  Donner  Lake,  a  sapphire 
blue  body  of  water  in  an  evergreen 
setting,  1,000  feet  below.  Each  year 
thousands  of  people  stop  to  enjoy 
and  photograph  this  scene. 

In  order  to  eliminate  the  hazard 
to  traffic  caused  by  parking  cars 
along  the  narrow  road  adjacent  to 
the  bridge  and  to  provide  a  point 
from  which  tourists  can  conveniently 
view  the  beauty  of  the  surrounding- 
country,  the  construction  of  a  sight 
point  and  parking  area  has  been  in- 
cluded in  this  project. 

The  parking  area,  which  is  aboiif 
7.')  feet  by  150  feet,  is  being  graded 
and  paved  with  a  bituminous  sur- 
facing.    This  area  Avill  be  protected 


by  rubble  masonry  piers  joined  by 
heavy  chains,  the  piers  being  set 
upon  a  rubble  masonry  retaining 
wall.  Fredericksen  and  We.stbrook 
are  the  contractors  on  this  $240,000 
project,  and  W.  G.  Remington  is 
Resident  Engineer  for  the  State. 

DONNER  LAKE  PROJECT 

The  third  project  under  construc- 
tion is  located  along  the  shore  of 
Donner  Lake,  between  the  foot  of 
Donner  Grade  and  the  east  end  of 
the  Lake.  The  existing  road  at  this 
location  was  graded  by  the  county 
and  subsequently  road-mixed  with 
fuel  oil  by  State  forces.  The  road 
followed  along  the  shore  of  the  lake 
with  comparatively  low  standards  of 
grade  and  alignment. 

The  new  construction,  approxi- 
mately 2.5  miles  in  length,  consists 
of  bituminous  plant-mixed  surfacing 
20  feet  wide  by  0.25  of  a  foot  thick  on 
a  crusher  run  base  course  0.5  of  a 
foot  thick.  The  shoulders  on  each 
side  are  to  be  given  a  bituminous 
road-mix  surface  treatment.    Clianges 


[Two] 


(October  1937)  California  Highways  and.  Public  Works 


in  the  alignment  and  grade  were 
made  to  obtain  the  aceejited  stand- 
ards for  mountain  construction.  In 
order  that  the  natural  beauty  of  this 
portion  of  the  road  might  be  pre- 
served for  the  benefit  of  those  travel- 
ing over  it,  the  right  of  way  through 
the  major  portion  of  this  project  in- 
cludes the  lake  front.  The  Pacific 
States  Construction  Conijiany  is  the 
contractor  on  this  project,  with  J. 
W.  Corvin  the  Resident  Engineer  for 
the  State.  The  cost  of  the  project 
will  be  approximately  $132,000. 

Completion  of  these  three  major 
projects  on  U.  S.  40,  at  a  total  cost 
of  about  half  a  million  dollars,  will 
enhance  both  the  utility  and  the 
beauty  of  the  road,  thus  increasing 
both  the  tangible  and  the  intangible 
values  of  this  popular  and  heavily 
traveled  route. 


tK",   T\  h-^i  W*   ''''"'   ,  ,' *  


;^/^^ 


■':i 


■*Vi 


CHEATING  DEATh 


FOR  many  years  past  the  larger 
mamifaetiiring-  and  utility 
companies  liave  made  a  prac- 
tice of  having  men  in  their  organiza- 
tions instructed  in  First  Aid. 


Men  of  Salinas  Maintenance  Crew  in 
District  V  illustrate  first  aid  treatment 
for   highway   accident   victim. 


By  LESTER  H.  GIBSON 

District  Engineer 


The  larger  oil  companies  of  Cali- 
fornia are  notable  examples  and  peri- 
odically have  instructions  given  to 
their  men  and  hold  contests  to  pro- 
mote proficiency  in  the  handling  of 
accident  cases. 

During  the  summer  of  1936  engi- 
neers in  District  V  of  the  Division  of 
Highways  took  cognizance  of  the 
value  of  first  aid  knowledge  and 
decided  to  promote  instruction  among 
tlie  men  of  the  district,  believing  that 
nowhere  could  knowledge  of  First  Aid 
be  of  greater  value  as  affecting  the 
men  themselves  and  the  public  travel- 
ing the  State  highways  of  the  district. 

MAINTENANCE  MEN  SCHOOIjED 

Particular  attention  was  directed 
to  the  Maintenance  Department  be- 
cause the  men  who  maintain  our 
highways  are  performing  the  most 
hazardous  service  and,  being  scat- 
tered in  their  occupation  along-  the 
highways,  are  in  a  position  to  give 
assistance  to  victims  of  automobile 
accidents. 

In  further  promoting  the  idea,  cor- 
respondence was  carried  on  between 
the  District  Office  and  the  Mainte- 
nance Superintendents  for  the  fur- 
therence  of  obtaining  First  Aid  in- 
struction for  the  employees.  It  was 
emphasized  at  all  times  that  the  tak- 
ing of  lessons  in  First  Aid  was  to  be 
entirely  voluntary  on  the  part  of  the 
employees,  but  it  was  pointed  out  that 
the  knowledge  to  be  obtained  was 
believed  to  be  of  great  value  to  the 
individuals  themselves  and  that  by 
(•oo]ierafing  they  would  also  be  per- 
forming;- a  great  service  to  the  public. 
Knowledge  of  First  Aid  on  the  part 
of  an  employee  is  consequently  be- 
lieved to  cause  a  man  to  be  of  greater 
value  to  his  organization. 

RED  CROSS  AIDS 

All  local  chapters  of  the  American 
National  Red  Cross  welcome  the  en- 
trance of  any  groups  of  individuals 
into  realms  of  first  aid.    It  was  found 


that  the  local  chapters  were  already 
organized  to  give  assistance  and  in- 
struction and  upon  their  aid  being 
sought  by  District  V  a  most  hearty 
cooperation  was  given. 


^ 


Crude  but  efficient  first  aid.  Mainte- 
nance men  do  the  best  they  can  with  the 
tools  they  have.  Group  picture  of  first 
aid  crew. 


[Four] 


(October  1937)  California  Hightvays  and  Public  Works 


DN  THE  HIGHWAY 


Doctors  affiliated  with  the  Red 
Cross  were  appointed  to  supervise  the 
various  student  groups  of  State  higli- 
way  employees.  Eight  such  groups 
were  formed,  scattered  throughout  the 
four  counties  comprising  District  V, 
which  include  the  counties  of  San 
Benito,  Monterey.  San  Luis  Obispo 
and  Santa  Barbara. 

It  may  be  of  interest  here  to  show 
briefly  what  knowledge  is  obtained  by 
taking  the  Red  Cross  lessons. 

FIRST  AID  COl'RSE 

Course  of  instruction  for  the  stand- 
ard course  includes  ten  lessons  of  one 
and  one-half  hours  each.  Instructions 
are  given  by  experienced  physicians 
residing  within  the  limits  of  each  Red 
Cross  Chapter.  Red  Cross  Manuals 
which  are  very  complete  on  all  classes 
of  First  Aid  are  the  basis  of  instruc- 
tion. These  are  studied  by  the  men 
throughout  the  course. 

The  first  half  of  each  lesson  is  de- 
voted to  instruction  talks  by  the  doc- 
tor on  the  various  classes  of  First 
Aid  as  shown  in  the  manual.  During 
the  latter  half  of  the  lesson  practical 
knowledge  of  handling  accident  cases 
is  obtained  by  instructing  the  men 
how  to  use  bandages,  handle  splints, 
stop  the  flow  of  blood  and  meet 
various  other  situations  that  might 
arise.  The  students  themselves  prac- 
tice this  work  before  the  instructor 
until  they  become  proficient.  Between 
lessons  they  are  required  to  study 
various  portions  of  the  manual.  It 
should  be  stated  the  instruction  in- 
cludes the  character  of  accidents  that 
may  occur  around  the  home,  so  the 
knowledge  obtained  is  of  great  value 
to  the  individual  regardless  of  his 
occupation. 

CERTIFICATES  AWARDED 

At  the  end  of  the  course  of  instruc- 
tion the  student  is  required  to  pass 
an  examination  before  he  is  given  the 
pocket  card  which  certifies  that  he  has 
completed  the  Standard  Course  of  In- 
struction in  First  Aid  prescribed  by 
the  American  National  Red  Cross. 
This  card  is  given  only  for  a  period  of 
three  years,  after  which  period  it  is 
necessary  for  him  to  take  another 
course  of  lessons  in  order  to  be  able  to 
continue  to  carry  a  certificate.     The 

(Continued  on  page  14) 

California  Highways  and  Public  Works  (October  1937) 


second  card  issued,  however,  certifies         Advance  Course  of  Instructions.    The 
that  the  individual  has  completed  the         advance  course  includes  a  review  of 


Members  of  the  Maintenance  Crew  stationed  at  San  Luis  Obispo  go  into  action 
in  posed  picture  showing  ennergency  treatment  they  are  prepared  to  give  to  highway 
accident  victims   in    District  V. 


I  Five! 


Recently    completed    steel    and    concrete    bridge    over    Santa     Margarita     River    with    railroad    bridge    in    background. 

PROGRESS  ON  TRAIL  OF  PADRES 

By  E.  E.  WALLACE,  District  Engineer 


EARLY  next  Spring,  -when  tlie 
five  contracts  on  the  Coast 
Route  north  of  Oceanside  are 
completed,  California  will  have  a 
beautiful  unbroken  stretch  of  three 
and  four  lane  pavement  extending 
from  San  Diego  to  Santa  Barbara,  a 
distance  of  220  miles,  paralleling  the 
slu)res  of  the  Pacific. 

The  El  ('amino  Real  is  probably 
the  oldest  highway  in  California  with 
the  devolpment  extending  over  a 
century  into  the  past  and  originating 
with  the  trails  of  the  Padres.  Then 
followed  the  wagon  trails  and  the 
fij'st  semblance  of  roads  detouring  far 
back  into  the  canyons  and  gulches. 

Today  there  is  still  evidence  of 
some  of  the  old  roads  crossing  the 
streams  far  back  in  the  hills  and  fol- 


lowing the  course  of  least  resistance, 
suitable  probably  for  the  occasional 
traffic  they  were  supposed  to  .serve. 
The  first  paved  highways  then  de- 
veloped to  accommodate  the  few  slow- 
speed  automobiles,  and  again  bridges 
were  too  expensive  and  detours  into 
the  ravines  and  around  the  hills  were 
resorted  to. 

Finally,  after  many  years  of  pro- 
gressive development,  a  modern  high- 
way accommodating  thousands  of  high 
speed  cars  per  day,  will  soon  be  the 
proud  possession  of  California. 

On  the  highway  north  of  San  Diego 
where  opportunity  and  finances  per- 
mitted, divided  highways  have  been 
provided  totaling  7.0  miles.  Across 
the  Torrey  Pines  Mesa,  through  Car- 
diff and  north  of  Oceanside,  the  old 


pavement  on  rolling  grades  has  been 
utilized  for  traffic  in  one  direction, 
trees  have  been  saved  and  developed 
into  a  center  dividing  strip,  and  the 
new  pavement  has  been  placed  out- 
side of  the  center  dividing  strip  on 
proper  grade  and  alignment,  thus 
accomplishing  the  divided  roadway 
with  very  little  additional  expense. 

On  the  new  projects  north  of 
Oceanside  the  development  has  been 
so  planned  that  with  future  widen- 
ing the  black  center  will  become  the 
dividing  striji  and  the  safe  divided 
highway  will  be  accomplished  at  the 
minimum  of  expense. 

Throng  li  the  Santa  Margarita 
Ranch  the  present  route  meanders 
along  the  base  of  the  hills  and  over 

(Continued  on  page  S) 


[Six] 


(October  i9}7)  California  Hightvays  and  Public  Works 


Upper — New    grade    separation     over    Santa     Fe    tracks    near     San     Onofre,     nearing    completion.       Centei — Bad    curve    through 

underpass     north     of    Oceanside    which     will     be    eliminated     by     new    highway    shown    on    left    which    is    under    construction.      Lowei 

Looking    south    from    new    Santa    Margarita    River    Bridge    showing   new  forty-foot  asphalt  concrete  pavement. 


California  Highivays  and  Public  Works  (October  1937) 


[ Seven  1 


Progress  on  Trail  of  Padres 


the  humps  with  a  C'rot>ke(l,  rolling 
highway  on  which  vision  is  greatly 
obstrneted.  Many  serious  accidents 
have  occurred  there  due  to  the  com- 
bination of  poor  visibility,  poor  align- 
ment, narrow  highways,  volume  of 
traffic  and  poor  drivers.  Here  the 
highway  has  been  relocated  follow- 
ing closely  the  alignment  of  the  Santa 
Fe  Railroad  and  between  the  rail- 
I'oad  and  the  ocean.  ]\Iany  deep 
gouges  have  been  crossed  with  no 
sacrifice  of  alignment  or  grade. 

NEW  BRIDGE  BUILT 

A  new  bridge  lias  been  constructed 
across    the    Santa    Margarita    River 


(Continued  from  page  G) 

in  making  two  line  changes  in  the 
railroad  with  consequent  advantage 
in  the  parallel  new  highway  align- 
ment. 

RAILROAD  COOPERATES 

One  of  these  changes  replaces  a 
short  loop  and  reverse  curve  with  a 
straight  cut-off;  the  other,  although 
less  important,  increases  the  radius 
and  reduces  the  angles. 

During  the  working  out  of  the  new 
road  location  if  was  found  that  if  the 
highway  was  placed  along  the  tracks 
as  they  then  existed  the  railroad 
would  be  permanently  hampered  in 
the   use   of   high   speed  trains.     The 


entirely  safe  and  adequate  for  all 
traffic,  and  an  attraction  to  all  Cali- 
fornia visitors. 


Bay  Bridge  Work  Progresses 

First  concrete  for  the  Port  of  Oak- 
land Highway  Overhead  Approach 
to  the  San  Francisco-Oakland  Bay 
Bridge  was  poured  on  October  5th. 

The  approach,  curving  over  the 
main  bridge  approach  just  east  of  the 
Toll  Plaza,  will  provide  a  vitally 
necessary  direct  connection  between 
the  Port  of  Oakland  and  the  Bay 
l^>ridge    without   anv  traffic   intersec- 


where  several  structures  were  com- 
pletely washed  out  in  the  past.  Sev- 
eral bridges  have  been  widened  and 
straightened  and  a  new  grade  separa- 
tion is  being  constructed  near  San 
Onofre. 

Levees  are  being  constructed  to  con- 
fine the  San  Mateo  River  to  the  chan- 
nel and  the  channels  are  being  cleared 
of  growth  to  prevent  further  damage 
such  as  occurred  last  winter  when 
traffic  was  stopped  temporarily. 

All  of  the  work  is  being  handled 
with  practically  no  delay  or  incon- 
venience to  the  heavy  volume  of 
traffic. 

It  has  been  found  possible  to  sur- 
pass even  the  old  railroad  alignment 
by  the  coopei-ation  which  he  have  had 
with  the  Santa  Fe  Railway  Company 


ultimate  railroad  schedule  between 
Los  Angeles  and  San  Diego  proposes 
a  much  faster  schedule  and  such 
speeds  would  be  impracticable  with 
the  existing  sharp  curves. 

The  Santa  Fe  paid  all  of  the  ex- 
pense of  realigning  their  tracks  and 
cooperated  with  the  State  and  with 
the  Ranclio  Santa  Margarita  to  the 
mutual  benefit  of  both  transportation 
means,  and  the  line  changes  are  now 
in  use  by  the  railroad. 

Considerable  landscaping  of  the 
roadsides  and  erosion  control  have 
been  aeomplished  as  appropriations 
have  become  available,  and  funds 
have  been  set  aside  for  landscaping 
portions  of  the  new  projects. 

It  is  hoped  to  make  this  Coast 
Route  an  attractive,  scenie  boulevard. 


tion.  Chief  Engineer  C.  II.  Purcell 
announced. 

The  Port  Overhead,  costing  approx- 
imately $450,000  will  also  clear  all 
bridge  trains.  Work  to  date  com- 
prises erection  of  the  two-lane  "On" 
and  "Off"  ramps  to  the  approach. 

All  concrete  piers  have  been  com- 
pleted for  the  Interurban  Electric 
(S.  P.)  Overhead  at  the  storage  yards 
opposite  the  Toll  Plaza,  and  erection 
of  steel  for  the  superstructure  is 
scheduled  for  this  week,  Jlr.  Purcell 
said. 

Work  on  the  piling  for  the  trestle 
approach  to  the  Interurban  Electric 
"  Y"  Overhead  at  26th  Street  is  three- 
fourths  completed  on  the  west  side. 
This  overhead  will  clear  all  mainline 
Southern  Pacific  trains. 


[Eight] 


(October  i9}7)  California  Hightvays  and  Public  Works 


These  pictures  illustrate  magnitude  of  highway  culvert    drainage  construction   on    project    north    of   Oceans 


Pacific^     O  ce  a^ 


Ocean  SIDE    \l  '.  ?||       / 

5  ^       /     Smogs.  fl£/7i./Q«£o^       ni,^. 

This  sketch  shows  line  of  existing  highway  south     of  San  Onofre  and   realigned  route  being  built. 


Two  v.cws  of  completed  4-lane  divided   highway.     On   left  Torrey   Pines  Mesa  section.    Right— Stretch  through    Leucadia. 


Citlifornia  Hightvays  and  Public  Works  (October  i9i7) 


[NineJ 


New  Traffic  Stripe  Marking  Machine 


By  R.  H.  STALNAKER, 

Equipment  Engineer 


T 


Uppe 
connectio 


Front  vi 
n  to  truck, 


ew  of  traffic  stripe  marking  machine  sho 
Lower — Rear  view  of  stripe  marker. 


ing  guide  pointer  and  hose 


HE  rapid  expansion  of  the  traf- 
fic stripe  marking  program  of 
tlie  Division  of  Highways  has 
required  the  development  of  larger 
and  more  efficient  machines  for  put- 
ting down  these  stripes. 

The  first  machines  owned  by  the 
Division  of  Highways  were  hand- 
propelled,  and  would  only  put  down 
a  few  miles  of  single  line  per  day. 
The  latest  machines,  developed  and 
built  by  the  department,  will  put 
down  20  to  25  miles  of  stripe  per 
day  and  will  lay  either  a  4-inch  white 
stripe  or  two  3-inch  white  stripes 
separated  by  a  3-ineh  black  stripe  at 
line  operation. 

As  will  be  seen  from  the  accom- 
[lanying  illustrations  the  striping  ma- 
chine proper  is  pushed  ahead  of  a 
I  ruck  on  which  is  mounted  the  com- 
IMcssdi-  and  engine  for  supplying  com- 
|iic'sscd  air,  and  the  tanks  which 
supply  the  paint.  An  agitator  for 
mixing  the  white  traffic  lacquer  is 
also    mounted    on    the    truck.      This 


ITen] 


(October  I9}7) 


California  Highways  and  Public  Works 


truck  is  a  li-tou,  157-iiicli  wheel  base 
chassis  equipped  with  a  standard  7 
feet  by  12  feet  stake-side  body. 

The  compressor  used  is  a  2-stage 
air-cooled  compressor  delivering  ap- 
proximately 32  feet  of  free  air  per 
minute  at  600  r.p.m.  The  compressor 
is  driven  by  a  4-cylinder  air-cooled 
gasoline  engine.  This  combination 
gives  ample  air  for  the  operation  of 
three  guns  in  putting  down  the  triple 
stripe. 

The  marking  machine  proper  is 
mounted  on  Chevrolet  wheels  and 
fitted  with  a  Chevrolet  steering  gear. 
The  pointer  shown  in  one  of  the  ac- 
companying illustrations  is  kept  over 
the  guide  line  and  determines  the  po- 
sition of  the  stripe.  When  the  imit 
is  being  towed  behind  the  truck  this 
pointer  a.s.sembly  folds  back  over  the 
steering  column  and  the  front  wheels 
are  lifted  off  the  ground  by  hooking 
the  ring  which  appears  in  the  illustra- 
tion into  the  draw-bar  of  the  towino- 
truck.  In  this  way  the  unit  can  br" 
towed  at  a  high  rate  of  speed  without 
weaving  or  endangering  traffic. 

The  spray  guns  used  are  a  special 
type  designed  specifically  for  traffic 
stripe  marking.  A  lever  mounted  at 
the  left  of  the  operator's  seat  enables 
him  to  raise  the  whole  spray  gun 
assembly  from  the  pavement  so  as  to 
clear  traffic  buttons  or  other  obstruc- 


tions encountered.     When  the  spray 
guns  are  raised  a  pan  slides  forward 
under  them  so  as  to  catch  any  drip. 
The  width  of  the  line  is  regulated 


by  plates  set  in  notches  in  a  frame 
and  can  be  changed  in  a  few  minutes. 
The  change  from  single  to  triple 
stripe  can  likewise  be  made  quickly. 


Upper — Truck  body  of  stripe  marker  showing  compressor  and  paint  tanks,  agitator 
in  far  center.  Lower — Full  view  of  latest  type  stripe  marking  equipment  in  use  in 
District   VII. 


California  Highways  and  Public  Works  (Octob 


er  1937) 


[Eleven  J 


Abolish  Curves 
On  Route  79  In 
Ventura  County 

By  W.  I.  TEMPLETON 

Resident  Engineer 


NEAKIXG  coniiiletiuii  in  Ven- 
tura County  are  two  sections 
of  road  on  Route  79.  The 
work  is  being  done  under  one  con- 
tract although  some  3-i  miles  separate 
the  two  sections. 

Starting'  at  Pyle  Road  one  section 
1.22  miles  in  length  extends  easterly 
through  the  Rancho  Sespe  eliminat- 
ing two  800-foot  radius  curves  and  one 
300-foot  radius  curve,  substituting- 
two  2000-foot  radius  curves.  The 
point  of  beginning  on  the  other  sec- 
tion is  at  "A"  Street,  easterly  on 
Ventura  Street  0.9fi  mile  in  the  city 
of  Fillmore  to  the  iunction  of  the 
existing  highway  on  Route  79. 


(Cnntimietl  on  page  18) 


Newly  surfaced  highway  between  Santa  Paula  and  Sespe  Ranch 
Lower — Stretch  of  new  highway  between  Sespe  Ranch  and   Fillmore. 


Ventura   County, 


[Twelve] 


(October  1937)  California  Highways  and  Public  Works 


New  Signing  Policy  on  U.  S.  Routes 


THE  Executive  Committee  of  the 
American  Association  of  State 
Higliway  Officials  is  carrying- 
out  certain  policies  concerning  U.  S. 
numbered  routes,  previously  approved 
by  a  very  large  majority  of  the  State 
Highway  Departments. 

Under  the  new  policy,  additional 
routes  for  U.  S.  numbering  will  be 
greatly  limited  and  stress  will  be  laid 
upon  the  availability  of  the  many 
State  numbered  routes  for  interstate 
traffic.  Map  makers  will  be  \irged  to 
recognize  U.  S.  numbered  roads  and 
well  established  State  numbered  roads 
as  of  equal  importance — both  to  be 
printed  in  the  same  color. 

The  original  system  of  T^.  S.  ninn- 
bered  roads  was  established  in  1926. 
Its  purpose  was  to  facilitate  travel  on 
the  main  interstate  lines  over  the 
shortest  routes  and  the  best  roads.  It 
has  passed  tlie  preliminary  develop- 
ment stage,  and  has  now  reached  the 
period  of  review,  revision  and  consoli- 
dation. U.  S.  numbering  system  now 
needs  perfecting  rather  than  expan- 
sion. 

NEWER,    BETTER   ROUTES   OPENED 

New  construction  has  opened  up 
newer,  better  and  shorter  routes.  De- 
mands of  interstate  traffic  have  in- 
creased and  are  more  exacting.  In 
harmony  with  the  improved  condition 
of  State  roads.  State  route  markers 
of  tlie  several  States  have  more  and 
more  become  dejiendable  trade-marks 
of  quality  in  those  routes. 

The  establishment  of  a  U.  S.  num- 
ber as  a  guide  for  interstate  traffic 
over  certain  roads  has  no  connection 
with  the  designation  of  Federal  funds 
for  road  construction.  These  num- 
bers may  recognize  a  State  road  which 
has  been  constructed  entirely  by  the 
use  of  State  funds. 

It  was  never  intended  that  the  TT.  S. 
nninbered  system  should  absorb  or 
sup]ilant  tlie  State  numbered  routes. 
It  is  intended  by  the  uniform  mark- 
ing of  the  T^.  S.  routes  in  two  or  more 
States,  to  facilitate  the  movement  of 
intei-state  traffic.  Thus,  with  a  rela- 
tively limited  mileage,  the  U.  S.  num- 
bered road  system  must  meet  the 
changing  conditions  if  it  is  to  endure 


and   serve  the  purpose  for  which  it 
was  intended. 

The  new  policies  which  will  govern 
the  action  of  the  executive  committee 
of  the  association  are  as  follows : 

1.  The  executive  committee  of  the 
American  Association  of  State  High- 
way Officials  shall  have  full  authority 
to  review  the  U.  S.  numbered  road 
system  and  the  numbering  and  mark- 
ing thereof,  to  make  additions, 
changes,  extensions,  revisions  or  re- 
ductions in  said  road  system  and  to 
revise  the  nnmbering  or  marking 
thereof. 

2.  Before  approving  any  addition, 
change,  extension,  revision  or  reduc- 
tion in  the  U.  S.  numbered  road  sys- 
tem, or  the  numbering  or  marking  of 
any  IT.  S.  numbered  road,  the  execu- 
tive committee  shall  consult  the  State 
Highway  Department  of  the  State  or 
States  through  or  within  which  such 
addition,  change,  extension,  revision 
or  reduction  is  located. 

U.  S.    MARKERS  PROTECTED 

3.  The  State  Highway  Department, 
by  a  favorable  vote  on  the  adoption 
of  this  program  and  policy  agrees  and 
pledges  its  good  faith  that  it  will  not 
erect  U.  S.  markers  on  any  road  or 
take  down  or  change  the  U.  S.  markers 
on  any  road  without  the  authoriza- 
tion, consent  or  approval  of  the  execu- 
tive committee  of  the  American  Asso- 
ciation of  State  Highway  Officials. 

i.  Xo  additional  road  shall  lie 
added  to  the  U.  S.  numbered  road 
system,  and  no  existing  IT.  S.  road 
sliall  be  extended  except  where  there 
is  a  definite  showing  of  an  adequately 
improved  highway  carrying  an  estab- 
lished and  necessary  line  of  interstate 
traffic  iu.)t  otherwise  provided  for  by 
existing  V.  S.  routes  and  for  which 
traffic  adequate  service  can  not  be 
provided  by  State  route  numbers. 

ROTTTES  RESTRICTED 

;■).  No  new  U.  S.  route  located 
wholly  in  one  State  shall  be  estab- 
lished. U.  S.  routes,  less  than  three 
hiuidred  miles  in  length,  heretofore 
established  and  located  wholly  in  one 
State,  sliall  be  eliminated  either  by 
consolidation  with  other  U.  S.  routes 


or  by  reverting  to  State  routes,  as 
rapidly  as  the  State  Highway  Depart- 
ment and  the  executive  committee  of 
the  American  Association  of  State 
Highway  Officials  can  reach  agree- 
ment with  reference  thereto. 

6.  The  executive  committee  shall 
encourage  the  State  highway  depart- 
ments in  the  development  of  con- 
tinuous State  route  numbers  extend- 
ing into  two  or  more  States  rather 
than  the  establishment  of  additional 
U.  S.  numbered  routes,  and  shall  en- 
courage the  substitution  of  eontinu- 
oiisly  numbei-ed  State  routes  for  re- 
latively short  U.  S.  routes  now  located 
in  two  or  more  States. 

NO    NEW    DIVIDED    NUMBERS 

7.  No  new  divided  numbers  (such 
as  U.  S.  96-W  and  U.  S.  96-E  etc.) 
shall  be  adopted.  Existing  divided 
U.  S.  numbers  shall  be  eliminated  as 
rapidly  as  the  State  Highway  Depart- 
ment and  the  executive  committee  can 
reach  agreement  w  i  t  h  reference 
thereto. 

8.  Existing  U.  S.  routes  shall  be 
consolidated,  improved  and  .shortened. 

(A)  By  connecting  two  or  more 
relatively  short  routes  into 
one  longer  route. 

(B)  By  relocating  portions  of 
existing  routes  so  as  to  fol- 
low newer,  better  or  shorter 
roads. 

(C)  By  the  establishment  of  new 

numbers  following  in  gen- 
eral existing  U.  S.  num- 
bered routes  but  taking  ad- 
vantage of  new  roads  or 
short  cuts  where  the  chang- 
ing of  present  numbers  is 
not  practical. 

HKlinV.W-   LEGENDS 

9.  A  suitable  highway  legend, 
which  may  be  copyrighted,  shall  be 
devised  by  the  executive  committee. 
Such  legend  will  be  recommended  for 
use  to  all  travel  map  makers,  also  for 
u.se  by  the  State  Highway  Depart- 
ments. Tliis  legend  Ls  to  show,  in  a 
uniform  manner,  the  suitability  for 
travel  not  only  of  the  U.  S.  num- 
bered routes  but  also  of  State  routes. 

(Continued  on  page  2.1) 


California  Hightvays  and  Public  Works  (October  i9}7) 


[Thirteen] 


Members   of    First   Aid    Crew   at   San    Luis   Obispo.      Left  to    right:    George   Sowash, 
Paul  Mayer,  Paul  Wagner,  J.  L.  Taylor,  W.  P.  Inman  and  A.  A.  Kambeitz. 


Cheating  Death  on  the  Highway 

(Continued  from  page  5) 


tlie  jn-evious  course   and  gives  addi- 
tional knowledge  of  First  Aid. 

Instrnction  was  started  by  the  first 
group  in  September,  1936,  and  the 
last  group  completed  its  coiir.se  in 
April,  1937.  Response  by  the  employ- 
ees of  the  Division  of  Highways  in 
this  matter  was  very  gratifying.  The 
groups  were  of  good  size  and  nearly 
all  of  the  men  completed  the  course. 
It  took  but  a  ver.y  sliort  time  for  the 
men  to  see  the  value  of  the  work  they 
were  doing  and  their  enthusiasm  to 
gain  proficiency  constantly  increased. 

MEN  GAVE  OF  TIME 

It  should  be  realized  that  these 
men  gave  considerable  of  their  pri- 
vate time  in  affording  cooperation. 
Some  of  these  men  were  compelled 
to  drive  as  far  as  sixty  miles  at  night 
in  order  to  be  present  for  the  lessons. 
In  some  instances  it  was  necessary 
for  the  men  to  provide  their  own 
manuals,  practice  bandages,  etc.  No 
one  can  question  the  loyalty  of  such 
men  to  their  organization  or  devotion 
to  the  public  interest. 

SERVICE  FOR  PUBLIC 

At  the  conclusion  of  instruction  to 
all  groups  it  was  found  that  eighty- 


three  men  had  received  certificates 
from  the  Red  Cross.  These  included 
men  of  various  classifications,  but  the 
great  majority  were  those  in  the 
Maintenance  Dei>artment,  ranging 
from  the  District  Maintenance  Engi- 
neer to  the  laborer.  Smaller  groups 
included  men  from  the  District  Shop 
and  engineers  from  the  District  Office. 
It  is  felt  that  all  of  these  men  have 
performed  an  extraordinary  service 
for  the  public  good.  Tribute  should 
also  be  paid  to  the  Red  Cross  officials 
and  the  doctors  who  gave  so  freely  of 
their  time. 


Tlie  total  road  mileage  of  the 
world  is  9,268,397,  or  one  mile  of  road 
to  every  5.3  square  miles  of  the  total 
land  area.  The  United  States  has  a 
total  mileage  of  3,065,264,  or  one  mile 
of  road  for  every  square  mile.  Japan 
lias  one  mile  of  road  to  each  0.2  square 
mile ;  United  Kingdom,  one  to  0.5 ; 
Germany,  one  to  0.8.  Egypt  has  but 
one  mile  of  road  to  each  92  square 
miles. 


"Bill,  the  baby  just  swallowed  the  matches, 
what   can   I  do?" 

"U.se  my  cigarette  lighter." 


Contractors  Race 
Against  Winter 
On  Road  Project 

By  J.  W.  VICKREY 

District  Engineer 

WORK  is  being  rushed  to  com- 
pletion on  an  improvement  a 
few  miles  north  of  Layton- 
ville  between  Sapp  Creek  and  Pepper- 
wood  School  in  Mendocino  County, 
which  will  be  of  material  benefit  to 
persons  using  the  Redwood  Highway 
between  Ukiah  and  Eureka. 

This  contract  involves  an  esti- 
mated expenditure  of  $177,314  and 
the  principal  contract  items  are : 
165,000  cubic  yards  of  roadway  exca- 
vation, 31,500  tons  of  imported  bor- 
row, and  8,825  tons  of  mineral  aggre- 
gate for  plant-mixed  surfacing. 

The  contract  was  approved  on  June 
15,  1937,  with  a  125-day  time  limit, 
making  the  estimated  date  of  com- 
pletion November  13,  1937.  This 
very  short  time  limit  was  set  to  in- 
sure completion  of  the  work  prior  to 
winter,  as,  if  construction  operations 
were  permitted  to  carry  over  into  the 
winter  months,  considerable  incon- 
venience would  be  occasioned  to  traffic 
using  the  Redwood   Highway. 

In  approximately  three  months  the 
contractors,  Hemstreet  and  Bell  of 
Marysville,  have  completed  the  road- 
way excavation  and  most  of  the  im- 
ported borrow  base  which  is  being 
placed  for  the  plant-mixed  surfacing. 
At  this  rate  of  jirogress  the  work  will 
be  completed  within  the  time  limit. 

The  completed  improvement  whicli 
involves  a  large  channel  change  to 
carry  the  flow  of  Ten-Mile  Creek,  in 
addition  to  the  normal  items  of  high- 
way construction,  will  provide  a 
thirty-foot  roadway  with  a  shallow 
gutter  replacing  the  usual  roadside 
ditch  and  in  the  distance  of  slightly 
over  three  miles  will  save  over  2100 
(legi'oes  of  curvatures. 

The  actual  improvement  is  well 
indicated  by  the  following-  table 
showdng  the  comparison  between  the 
present  road  and  the  improvement 
now  under  way: 

Length    No.  of     Degrees     Min. 
miles     curves    of  Curv.   radius 

Present     _-3.51      59      2433      60 
Proposed  ..3.14       10        326     900 


[Fourteen! 


(October  19)7)  California  Hightvays  and  Public  Works 


These  pictures  graphically  illustrate  realignment  operations  on  the  Redwood  Highway  north  of  Laytonville  in  Mendocino  County. 
The  upper  four  photographs  show  grading  work  in  progress.  The  new  and  old  alignments  are  shown  in  the  left  center  picture.  Below 
are   views  of  the  present   highway   showing   two   of  59   curves   on   the   existing   route,  49   of  which   will    be  eliminated. 


California  Hightfays  and  Public  Works  (October  1937) 


[Fifteen] 


JUSTUS  CRAEMER  APPOINTED 
TO  HIGH  STATE  POSITION 


THE  Department  of  Public  Works 
lost  this  month  the  valued  serv- 
ices   of    Justus    F.     Craemer, 
Assistant  Director. 

]\Ir.  Craemer  resigned  on  October  4 
to  accept  from  Governor  Frank  F. 
]\Ierriam  appointment  to  the  post  of 
State  Buildinp'  and  Loan  Commis- 
sioner, succeeding  Louis  C.  Drapeau. 
wh©  was  appointed  to  the  Superior 
Court  bench  of  Ventura  County. 

Serving  from  Jiine  to  December, 
1934.  as  private  secretary  to  Governor 
]\Ierriam.  ^Ir.  Craemer  relinquished 
that  office  to  become  Assistant  Direc- 
tor of  the  Department  of  Pul)lic 
Works. 

NEWSPAPER  PUBLISHER 

^Ir.  Craemer  is  a  newspaper  pub- 
lisher and  orange  grower  of  Orange 
County  and  for  many  years  has  been 
active  in  the  newspaper  field  and  in 
public  life.  As  a  former  member  of 
the  State  Agricultural  Society,  he  was 
actively  engaged  with  management  of 
the  State  P'air  for  a  period  of  years. 
He  has  served  as  president  of  the 
National  Editorial  Association  and 
the  California  Newspaper  Publishers 
Association.  He  brought  to  his  job  as 
Assistant  Director  of  the  Public 
Works  Department  a  wide  knowledge 
of  California  highways  and  an  in- 
tense desire  to  expand  the  highway 
building  program  of  this  State. 

A   TRIBUTE 

Ty]iical  of  many  tril)utes  paid  to 
him  following  his  elevation  to  the 
office  of  Building  and  Loan  Commis- 
sioner is  the  following  from  the  col- 
umn of  Ed  Ainsworth  in  the  Los 
Angeles  Times: 

Along  El  Camino  Real 

Today's  congratulations  are 
equipped    with    reverse    English. 

Not  to  Justus  Craemer  for  get- 
ting the  job  but  to  the  State  of 
California  for  having  him  in  the 
job  go  felicitations  for  the  ap- 
pointment of  the  Orange  whirl- 
wind to  be  State  Building  and 
Loan  Commissioner. 

It  will  be  difficult,  though,  to 
replace  Craemer  in  his  job  as 
Southern  California  head  of  the 


JUSTUS    F.   CRAEMER 

State  Public  Works  Department. 
He  and  District  Engineer  S.  V. 
Cortelyou  have  carried  on  with 
large  vision  in  the  highway  build- 
ing program  of  this  part  of  the 
State. 

To  them  must  go  credit  for  the 
many  major  traffic-eluding  arter- 
ies that  skirt  cities  and  link  up 
the  metropolitan  areas  in  a  closer 
bond. 

The  Holt-Garvey  road  to  Po- 
mona, the  new  Cerritos-San  Gab- 
I'iel  cut-off  from  Coast  Highway 
to  the  Pasadena  area,  the  great 
time-saving  parkway  up  the  bed 
of  the  Arroyo  Seco  from  down- 
town Los  Angeles  through  the 
Figueroa  tunnels.  Imperial  High- 
way and  many  others  attest  to  the 
wisdom  of  their  planning  and 
doing. 

Craemer  has  gone  a  step 
higher. 

But  he  will  go  higher  yet. 


And  tlii'i-f  was  the  Sootohman  wlm  linii-lit 
only  one  spur.  He  fiRiired  that  if  one  si(h> 
of  the  horse  went  the  otlier  wa.s  suit  In 
follow. 


Gov.  Merriam 
Dedicates  Capital 
Bridge  Project 

SIGNALIZING  completion  of  a 
jn-oject  financed  by  the  State, 
the  city  and  the  countv  of  Sac- 
ramento and  the  PVderal  government. 
Governor  Frank  F.  Merriam,  on  Fri- 
day afternoon,  October  1,  formally 
dedicated  and  opened  to  traffic  the 
new  three-lane  span  approach  to  the 
I  Street  bridge  across  the  Sacramento 
River  and  the  Jibboom  Street  Via- 
duct, a  grade  crossing  undertaking 
connecting  with  the  I  Street  bridge. 
The  Jibboom  Street  grade  separa- 
tion unit  of  the  project,  providing  an 
overhead  crossing  of  the  Southern 
Pacific  Railroad  yards,  was  con- 
structed by  the  State  Division  of 
Highways  at  a  cost  of  $169,250.  It 
affords  a  direct  connection  from  the 
I  Street  structure  with  the  American 
River  bridge  connecting  via  the  Gar- 
den Highway  to  Yuba  City  and 
Marysville  with  U.  S.  99E  and  via 
North  Sacramento  with  the  Auburn- 
Ijake  Tahoe  Highway,  U.  S.  40. 

PROJECT   COST    $300,000 

The  new  I  Street  bridge  approach 
was  built  with  funds  provided  jointly 
by  the  city  and  county  of  Sacramento 
and  the  Federal  government.  The 
entire  project  cost  approximatelv 
$300,000.  The  Southern  Pacific  spen"t 
$17,000  to  relocate  its  railroad  tracks 
and  the  Pacific  Gas  &  Electric  Com- 
|iany  participated  to  the  extent  of 
•$12,000  expended  in  moving  its  street 
car  tracks  from  Third  and  I  streets 
to  the  entrance  to  the  Southern  Pacific 
depot. 

In  addition  to  the  benefits  which 
will  be  derived  from  the  grade  sep- 
aration featin-e,  the  new  combination 
structure  will  greatly  improve  the 
Sacramento  entrance  to  the  I  Street 
bridge  used  jointly  by  the  Southern 
Pacific  and  vehicular  ti-affic,  the  lat- 
ter being  accommodated  on  the  upper 
deck. 

The  old  vehicular  approach  from  I 
Street  was  only  18  feet  in  width  be- 
tween curbs  and  had  two  sharp  angle 
turns  and  an  abrupt  change  of  grade 
at  top  and  bottom.  The  new  ap- 
l)roach  from  Third  Street  has  a  width 
of  .34  feet  with  a  sight  distance  of 
more  than  .')00  feet.  The  maximum 
gradient    is   fi   |)er   cent.      There   are 


I  Sixteen] 


(October  i9}7)  California  Hightfays  and  Public  Works 


two   5-foot   sidewalks   on   the   Third 
Street  unit. 

GOVERNOR     CUTS    RIBBON' 

A  program  of  speeehmaking  in 
^\hieh  Federal.  State,  city  and  county 
officials,  representatives  of  the  South- 
ern Pacific  and  Pacific  Gas  &  Electric 
Company  and  the  contractors  who 
built  the  project  preceded  the  cutting 
by  Governor  ilerriam  of  a  ribbon  bar- 
rier stretched  across  the  approach. 
The  celebration  was  arranged  by  the 
Sacramento  Downtown  Ini]irovement 
Association,  which  sponsored  the  com- 
bined bridge  approach  and  grade  sep- 
aration undertaking  and  was  respon- 
sible for  the  appropriations  of  the 
funds  ref|nired  for  it. 

John  T.  Skelton,  president  of  the 
As.sociation.  was  master  of  ceremonies. 
Musical  numbers  were  furnished  by 
the  Sacramento  Junior  College  Band. 

As  one  of  the  speakers.  Earl  Lee 
Kelly,  Director  of  the  State  Depai-t- 
ment  of  Public  Works,  paid  a  tribute 

(Continued   on   page    21) 


JIBBOOM      STREET     VIADUCT 


In  the  upper  picture  Director  of  Public  Works  Earl  Lee  Kelly  and  John  T.  Skelton,  left,  and  Mayor  Arthur  Ferguson,  extreme 
ght,  look  on  as  Governor  Merriam  prepares  to  cut  ribbon  barrier  across  I  Street  Bridge  approach  in  Sacramento,  assisted  by 
iss  Audrey  McCormack  and  Miss  Frances  Leatherman.  Lower — Panoramic  view  of  I  Street  span  and  new  approach  and  Jibboom 
:reet    Viaduct. 


California  Highways  and  Public  Works  (October  1937) 


[Seventeen] 


Abolish  Curves  on  Route  79  in  Ventura 


(Continued  from  page  12) 


This  new  alignment,  adopted  as  a 
section  of  State  liiglnvay  Route  79.  by 
the  California  Hifihwav  Commission, 
when   entirely   completed   will   elimi- 


nate the  jog  requiring  traffic  to  fol- 
low a  circuitous  route  at  the  city  of 
Fillmore. 

Route   79    for   rears   has   l)een   the 


Automatic  weighing  device  for  proportioning  asphalt  concrete  mix  which  is  being 
used  on  Ventura  County  highway  project.  Upper — Front  view  of  dial.  Wheel  to  line 
contact  points  at  lower  right  of  dial.  Centei — Rear  view  of  control  dial  showing  contact 
points  and  rings.     Lower — Bin  conveyor  belt. 


main  highway  for  through  traffic  be- 
tween Route  2  and  Route  60  along  the 
coast  and  Route  4  and  Route  23  to 
inland  points.  There  is  also  consid- 
erable local  traffic  between  cities, 
towns  and  ranches  in  Ventura 
County. 

Previous  to  the  awarding  of  the 
contract  it  was  necessary  to  call  for 
several  contracts  for  the  moving  of 
liouses  within  the  newly  acquired 
right  of  way  and  replace  irrigation 
lines  which  were  within  the  limits 
of  the  work. 

On  June  1,  1937,  the  contract  was 
apjn-oved  for  grading  and  paving 
with  asphalt  concrete  pavement  for 
the  amount  of  $94,934.65.  Work  was 
started  by  the  contractor  on  June  14, 
1937.  and  will  be  completed  well 
within  the  allotted  time  of  150  work- 
ing days. 

AUTOMATIC   WEIGHING    SCALES 

Xo  unusual  difficulties  have  come 
up  on  the  work  from  a  construction 
standpoint,  the  contractor  receiving 
unlimited  cooperation  from  the  offi- 
cials of  the  Rancho  Sespe  and  the 
city  of  Fillmore.  It  was  not  neces- 
sary to  carry  traffic  through  the  work 
during  construction  which  speeded 
the  work  up  considerably. 

There  was  provided  in  the  specifi- 
cations for  the  contract  automatic 
weighing  proportioning  scales  for  the 
asphalt  concrete  mix. 

The  automatic  weighing  device  is 
operated  entireh'  by  electricity.  The 
scales  are  of  the  springless  dial  type 
of  5000-pouud  capacity  mounted  on 
the  platform  to  the  left  of  the  weigh 
box.  The  scales  are  very  accurate 
and  very  easy  to  read. 

ENDLESS  BELTS  OF  STEEL 

The  material  from  the  bins  is  taken 
away  by  endless  belts  made  of  steel. 
Tliey  are  driven  at  the  speed  of  300 
feet  per  minute  by  a  one-horsepower 
motor  with  reduction  gears,  there  be- 
ing one  motor  for  each  bin  or  five  in 
all.  The  starting  and  stopping  is  con- 
trolled by  a  series  of  contacts  on  cop- 
per rings  mounted  on  the  back  of  the 
scales. 

There  are  three  sets  of  these  rings 
so  that  base,  leveling  course,  and  sur- 
face may  be  set  up  at  one  time.    The 

(Continued   on    pagre    21) 


[Eighteen] 


(October  i9}7)  California  Highivays  and  Public  Works 


Rapid  Progress 
Being  Made  on 
Altamont  Pass 

By  JOHN  H.  SKEGGS, 

District  Engineer 


PROGRESS  on  the  construction 
of  the  Altamont  Pass  Highwav 
in  Alameda  County,  between 
Livermore  and  Trae.y,  has  been  rapid 
since  the  award  of  the  contract  on 
July  17,  1937. 

The  proposed  construction  and  job 
statistics  were  described  in  the  Aug- 
ust number  of  California  Highways 
AND  Public  AYorks. 

Of  a  total  of  1,900,000  cubic  yards 
of  required  excavation  to  complete 
the  project,  approximately  500,000 — 
or  more  than  25  per  cent — has  been 
removed  to  date.  To  remove  this 
yardage  the  contractor  has  assembled 
seven  18-yard,  three  12-yard  and  five 
9-yard  carryall  scrapers,  together 
with  the  necessary  tractors,  scarifiers 
and  sheepsfoot  rollers. 

HEAVY    EQUIPMENT 

Pour  shovels  and  draglines  are  also 
busy  at  work,  together  with  the  com- 
plementary equipment  of  trucks,  com- 
pressors and  drilling  outfits.  Port- 
able lighting  and  water  systems  have 
been  installed,  the  lighting  system  be- 
ing required  for  night  work  as  a 
great  deal  of  the  work  is  being  prose- 
cuted in  two  shifts.  The  water  is 
needed  mainly  for  the  watering  and 
compaction  of  fills. 

About  130  men  per  day  are  em- 
ployed on  the  work. 

The  outstanding  features  of  the 
grading  equipment  are  the  18  cubic- 
yard  carryall  scrapers,  loaded  and 
hauled  by  huge  diesel-powered  trac- 
tors. 

Progress  on  culvert  installations, 
small  concrete  bridges,  cattle  passes 
and  the  conei'ete  county  road  under- 
pass at  Greenville  is  well  ahead  of 
schedule  and  will  not  interfere  with 
grading  operations. 

GRADE  CROSSINGS 

Since  the  award  of  the  grading  con- 
tract, a  contract  has  also  been 
awarded  for  the  construction   of  an 

(Continued  on  page  24) 


When  new  Altamont  Pass  Highway  shown  under  construction  in  upper  picture  is 
completed  there  will  be  no  traffic  delays  such  as  that  shown  in  center  picture  and  no 
traffic  violations  and  hazards  such  as  depicted  on  narrow  Altamont  bridge  pictured  below. 


California  Hightvays  and  Public  Works  (October  i9}7) 


[Nineteen  1 


An  Appreciation 

Mr.  Earl  Lee  Kelly, 
Public  Works  Director, 
Sacramento,  Calif. 

My  dear  Mr.  Kelly: 

While  driving  over  the  road 
between  Lockport  on  the  coast 
and  the  Redwood  Highway,  my 
brakes  suddenly  gave  way.  The 
road  was  narrow.  I  was  going 
uphill,  and  was  on  the  cliif  side 
of  the  road.  In  some  way 
which  I  do  not  yet  understand, 
I  missed  the  edge  and  backed 
into  the  bank,  blocking  the 
road.  It  happened  at  a  place 
where  a  crew  of  your  men  was 
working.  As  my  emergency 
and  foot  brake  both  gave  up 
at  the  same  time  and  there  was 
no  help  until  we  reached  the 
highway,  our  predicament  was 
not  a  pleasant  one. 

The  reason  I  am  telling  you 
of  it  is  to  let  you  know  of  the 
help  your  men  gave  us. 

The  foreman,  Mr.  Walter 
Severance  of  Fort  Bragg,  took 
us  to  a  garage  in  his  truck 
while  Mr.  Ernest  Torstron 
drove  my  car.  Mr.  Severance 
used  the  truck  as  a  brake  for 
my  car.  He  drove  with  the 
greatest  care  and  we  arrived 
safely  at  a  place  where  we  were 
able  to  get  temporary  repairs. 

My  mother  and  father  and  a 
young  baby  were  wdth  me  and 
I  dread  to  think  of  the  trouble 
and  anxiety  I  should  have  suf- 
fered had  the  men  not  been 
there — or  been  there  and  not 
helped  us.  All  of  them  were 
most  courteous  and  helpful — 
we  were  even  offered  hot  coffee 
from  their  lunch  boxes.  If 
they  are  a  fair  sample  of  your 
road  crews  you  must  hand  pick 
them  and  are  certainly  to  be 
congratulated  upon  your  dis- 
cernment. 

Most  sincerely  yours, 
(Signed)  MINA  S.  JOHNSON, 
(Mrs.  Fontaine  Johnson), 
H.  Street  Road, 
Sacramento,  Calif. 


RESTORE  HIGHWAY  BEAUTY 


Bill — "My  girl  got  her  nose  broken  in 
three  places." 

Harry — "Well,  she  should  keep  ovit  of 
those  places." 


IN    THE    spring    of    1929,   a    new    highway,    State    Route  43,    leading    into  the   San    Ber- 
nardino   mountains    was    opened    to    traffic.      This    road    is    popularly    known    as    the 
Rim   of  the   World    Highway. 
A   stretch   of  the   highway   loops  around    Panorama    Point   and    in   1929,  due   to   dis- 
astrous forest  fires,  presented  a  very  denuded  appearance.     At  that  time  District   High- 
way  Engineer   E.  Q.  Sullivan,   District  VIII,  promised  that  the   loop  would  be  beautified 
with  trees. 

These  photographs  show  how  that  pledge  was  carried  out.  One,  upper  left,  depicts 
Panorama  Point  as  it  looked  in  the  summer  of  1929  and  the  other  two  views  give  an 
idea  of  how  the  planting  of  trees  along  the  length  of  the  loop  has  restored  the  former 
natural   beauty   of  this  scenic   route. 


I  Twenty  1 


(October  i9}7)  California  Highways  and  Public  Works 


By   MILTON    HARRIS.   Associate    Highway 
Engineer 

ANEW  use  of  automotive  equip- 
ment has  been  discovered  by 
District  IX  in  a  fight  to  eradi- 
cate the  furry  tunnelers  of  the  fienus 
seapanus,  or  niole.s  as  they  are  gen- 
erally known.  The  small  area  of 
carefully  tended  grass  adjacent  to  the 
District  office  has  always  been  looked 
upon  with  pride  as  grass  is  scarce  in 
a  desert  country. 

Moles  made  their  aiipearance,  and 
for  a  while  it  looked  as  if  this  green 
plot  was  due  to  be  their  playgrounds 
in  spite  of  poison,  traps  and  a  liberal 
flooding  with  water.  On  advice  of 
the  shop  foreman,  a  truck  was  bor- 
rowed from  the  Equipment  Depart- 
ment and  a  long  hose  slipped  over  the 
exhau.st  pipe  so  as  to  carry  the  carbon 
monoxide  to  various  mole  hills  nearb.y. 
The  exhaust  end  of  the  hose  was 
buried  in  the  hill  and  the  motor 
started. 

After  running  about  twenty 
minutes,  the  hose  was  changed  to 
another  hole  so  that  the  gasses  would 
carry  through  all  the  tunnels  and 
eventually  the  burrows  were  entirely 
filled  with  gas  and  their  occupants 
killed. 

This  method  lias  proved  to  be  very 
effective  and  its  co.st  is  negligible. 


Dedicate  Capital 

Bridge  Project 

(Continued  from  page  17) 

to  Governor  Merriam  for  the  aid  he 
gave  to  the  project.  Director  Kelly 
said  the  undertaking  was  a  fine  ex- 
ample of  the  splendid  spirit  of  coop- 
eration existing  between  the  State, 
municipal  and  county  governments 
and  the  Federal  government  in  such 
public  undertakings. 

Short  talks  were  made  liy  Mayor 
Arthur  Ferguson,  Congressman 
Frank  H.  Buck,  \Y.  L.  Hack,  divi- 
sional su]ierintendent  of  the  Southern 
Pacific  Comjiany:  "Wallace  MacBain, 
president  of  the  Sacramento  Retail 
^Merchants  Association ;  P.  M.  Down- 
ing, vice  president  and  general  man- 
ager of  the  Pacific  Clas  and  Electric 
Company;  William  0.  Ru.ssell,  chair- 
man of  the  Yolo  County  Board  of 
Supervisoi-s :  11.  S.  Lord  of  the  con- 


These  pictures  Illustrate  how  moles  were  exterminated  with  monoxide  gas  by 
attaching  one  end  of  a  hose  to  the  exhaust  pipe  of  a  Division  of  Highways  truck  and 
poking  the  other  end  into  mole  hills. 


Route  79  in  Ventura 
County  is  Realigned 

(Continued  from  page  IS) 

contact  is  made  by  a  hand  or  pointer 
which  is  in  the  same  position  as  the 
jiointer  on  the  scale.  The  different 
rings  are  brought  into  line  by  a  wheel 
mounted  on  the  front  of  the  scales. 
The  operation  is  started  by  pushing  a 
button  on  the  switchboard.  The  but- 
ton starts  the  first  belt  and  when  it 
reaches  the  required  weight  the 
pointer  hits  the  first  contact  stopping 
the  belt  and  starting  the  next  in  line. 
The  sequence  of  the  pulls  may  be 
changed  at  will  bj'  moving  plugs  in 
the  switch  box. 

Tlie  switch  board  consists  of  two 
sets  of  switches,  one  set  for  automatic 
operation  and  one  for  testing  the  bins. 
They  are  wired  so  each  bin  can  be 
tested  at  any  time.  The  manual  con- 
trol is  off  when  the  switch  is  turned 

traeting  firm  of  Lord  &  Bishop,  and 
County  Executive  Charles  W.  Deter- 
ding,  Jr. 


on  to  the  automatic,  and  vice  versa. 
At  the  time  the  weighing  device  was 
first  put  into  operation  several  small 
mechanical  kinks  had  to  be  taken  out 
of  it ;  however,  after  a  few  days  the 
whole  operation  was  practically  per- 
fect. Comparison  weights  were  taken 
and  the  error  of  accuracy  of  3000 
pound  box  mixes  averaged  below  five 
pounds. 

Unquestionably  another  advance 
has  been  taken  in  the  development  of 
our  California  highwavs. 


Hishway  Research  Board  to  Meet 

The  Seventeenth  Annual  Meeting 
of  the  Highway  Research  Board  of 
the  National  Research  Council  will  be 
held  in  Washington,  D.  C,  Tuesday, 
November  30  to  Friday,  December  3. 

Papers  and  committee  reports  re- 
lating to  highway  finance,  economics, 
design,  materials  and  construction, 
maintenance,  soils,  roadside  develoj)- 
ment  and  .safety  will  be  presented. 
This  year  the  formal  meeting  of  the 
board  will  be  interspersed  with  open 
departmental  meetings  for  informal 
discussion  of  iiortiiient  tiqucs. 


California  Highways  and  Public  Works  (October  m?) 


[Twenty-one] 


Engineers  Design  Huge  Gantry  for  Bridge 


i 

m 

m 

S 

P 

■ 

i^^^ 

wSSm 

- 

.. 

_^ 

^^^ 

Number  of  Vehicles  Using  Bay 

Bridge  Passes  8  Million  Mark 


A  TOTAL  of  705,704  vehicles 
crossed  the  San  Francisco-Oak- 
land Bay  Bridge  during  Sep- 
tember, bringing  the  entire  number  of 
vehicles  to  cross  the  span  during  the 
ten  months  since  it  opened  to  8,283,- 
231,  according  to  Earl  Lee  Kelly, 
State  Director  of  Public  Works. 

High  point  of  the  month  was  Sat- 
urday, September  25,  when  31,762 
vehicles  crossed  the  bridge,  stimulated 
by  the  University  of  California-St. 
Mary's  football  game  at  Berkeley, 
Mr.  Kelly  said.  Low  point  was  Tues- 
day,  September  28,   with   a   total   of 


19,949  vehicles. 

Daily  average  for  the  month  was 
23,523,  bringing  a  total  income  for 
September  of  $377,344.65. 

Comparative  figures  of  August  and 
September  traffic  over  the  Bay 
Bridge,  as  reported  by  State  Highway 
Engineer  C.  H.  Purcell,  were  an- 
nounced by  Mr.  Kelly  as  follows : 


THIS  strange  steel  giant 
was  designed  by  engineers 
of  the  San  Francisco- 
Oakland  Bay  Bridge  for  mainte- 
nance operations  on  the  lower 
deck  of  the  world's  longest 
bridge. 

The  gantry  weighs  8^  tons  and 
is  18  feet  10  inches  in  height, 
high  enough  for  trucks  and 
buses  to  speed  through  it  with 
ease.  Its  rubber-tired  steel 
wheels  run  on  opposite  curbs  of 
the  three-lane  deck,  straddling  a 
space  suflBciently  wide  to  permit 
the  use  by  traflBc  of  all  three 
lanes  simultaneously. 

The  large  arm  in  the  fore- 
ground is  of  aluminum,  27  feet 
in  length,  and  when  swung  out 
on  its  huge  hinges  from  the  side 
of  the  gantry  reaches  over  the 
remaining  portion  of  the  lower 
deck,  over  which  the  bridge's 
electric  railway  system  wiU  soon  be 
operating. 

This  aluminum  arm,  or  cantilever, 
is  desig-ned  to  clear  the  catenary  of 
the  electric  trains  so  that  schedules 
can  be  kept  uninterrupted  by  paint- 
ing or  other  maintenance  operations. 
To  swing  the  cantilever  out  above 
the  catenary,  it  is  first  raised  to  the 
position  shown  in  the  illustration, 
suflBciently  high  to  clear  the  trolleys. 
From  this  position  it  can  be  swung 
through  90  degrees.  Floor  boards 
are  then  placed  in  position,  forming 
a  safe  working  platform. 


Passenger 
Autos 
Total    Auo._.  807,670 
Total  Sept._-  663,520 


Auto       Motor-      Tri- 
Trailers     cycles       cars       Trucks 
2,460       3,691       780       27,737 
1,689       2,994       772       25,993 
Truck  Total  Extra      Freioht 

Trailers  Buses     Vehicles    Passengers     Lbs, 
Total    Aug    1,408     9,833     853,579     209,620  69,082.335 
Total  Sept.  1,274     9,462     705,704     173,144  64,446,664 


The    Lad.v    Remarkptli  :    "Hobo,    did 
notice  that  pile  of  wood  in  the  yard?" 

"Yes'm,    I    seen    it," 

"Yon    should    mind    yonr    grammar, 
mean  you  saw  it." 

"No'm.     You    saw    me    see    it,    hut 
ain't  seen  me  saw  it," 


|Twenty-tw^o| 


(October  1937)  California  Highways  and  Public  Works 


National  Highway 
Officials  Honor 
Chas.  H.  Purcell 

CALIFORNIA'S  State  Highway 
Engineer,  Charles  H.  Purcell, 
Chief  Engineer  of  the  San 
Francisco-Oakland  Bay  Bridge,  was 
elected  president  of  the  American  As- 
sociation of  State  Highway  Officials 


IMPROVED  ROCK  SIEVER 


A  CONVENIENT     rock     shaker 
of   simple   design,   sturdy   cou- 
.st  ruction  aud  light  weight  has 
recently  been  developed  by  Resident 
Engineer  E.  L.  Seitz,  in  District  VII. 
The  double  i-ocker  and  base  upon 
which  the  conventional  screen  frames 


The  most  effective  screening  action 
is  obtained  by  giving  the  top  of  the 
frames  a  circular  motion  approxi- 
mately one  foot  in  diameter  at  the 
rate  of  fifty  to  sixty  revolutions  per 
minute.  This  action  gives  the  rock 
particles  a  gentle  rolling  action  across 


C.    H.   PURCELL 

at  the  organization's  convention  in 
Boston  this  month. 

Mr.  Purcell  was  a  member  of  the 
association's  national  executive  com- 
mittee of  ten,  and  was  host  at  its  1936 
convention  in  San  Francisco. 

Already  a  nationally  recognized 
authority  on  public  highways  the  ap- 
pointment adds  to  a  long  string  of 
lionors,  which  includes  an  appoint- 
ment by  Secretary  of  Agriculture 
Henry  Wallace  to  a  special  committee 
for  the  consideration  of  administra- 
tive design  ]iolicics  for  rural  roads, 
and  appointment  by  President  Frank- 
lin D.  Roosevelt  as  a  United  States 
representative  to  the  Permanent  In- 
ternational Association  of  Road  Con- 


are  nested,  were  constructed  from  two 
18-inch  discs  salvaged  from  a  pave- 
ment planer.  The  lower  disc  acts  as  a 
base  upon  which  the  upper  disc  can  be 
rocked  in  any  desired  direction.  The 
discs  are  held  in  position  by  means  of 
a  bolt  passing  through  their  centers, 
and  a  valve  compression  spring  pro- 
vides adjustment  to  limit  the  rocking 
motion.  Four  one-inch  tubes,  welded 
to  the  upper  disc  and  braced  by  a 
f-inch  rod  connecting  them  at  a  point 
about  6  inches  above  the  disc,  hold 
the  nest  of  screen  frames  in  place. 


Showing  construction  of  shaker. 

the  screen  surface,  and  allows  the 
particles  smaller  than  the  i-espective 
screen  openings  to  pass  through  with- 
out wedging  into  or  clogging  the 
screen  openings. 

Being  compact  and  light  in  weight, 
the  whole  assembly  can  be  easily 
moved  and  transported  from  job  to 
job.  Use  of  the  double  rocker  per- 
mits the  shaker  to  be  set  up  and 
operated  on  sandy  or  gravelly 
ground.  Very  little  effort  is  required 
to  operate  the  shaker,  and  screenings 
are  made  in  a  minimum  of  time. 


"That  man  wants  me  to  lend  him  some 
money.     Do  you  know  anything  about  him." 

"Why,  I  know  him  as  well  as  I  know  you. 
Don't  lend  him  a  bean,  old  man." 


Highway  Leaders  to  Meet 

"Building  safer  highways,  and  not 
simply  more  highways"  is  the  key- 
note for  the  statewide  meeting  of 
highway  officials  and  business  leaders 
to  be  held  in  Los  Angeles  October  28 
and  21),  as  expressed  by  Hubert  ]M. 
Walker,  Chairman  of  the  Highway 
Committee  of  the  California  State 
Chamber  of  Commerce,  who  will  pre- 
side at  the  Highwa.y  group. 

Speakers  at  the  meeting  will  be 
Earl  Lee  Kelly,  Director,  Department 


of  Public  Works ;  C.  H.  Purcell,  State 
Highwaj-  Engineer;  Harry  Mitchell, 
Chairman  of  the  State  Chamber 
Highway  Safety  Committee;  Roger 
Jessup,  Los  Angeles  County  super- 
visor; Dr.  L.  I.  Hewes,  Director  Fed- 
eral Bureau  of  Public  Roads. 


A  Southern  father  was  introducing  his 
family  of  boys  to  a  visiting  Governor. 

"Seventeen  boys!"  exclaimed  the  Gover- 
nor.    "And  all  Democrats,  I  suppose?" 

"All  but  one,"  said  the  father  proudly. 
"They're  all  good  Democrats  but  .Tohn,  the 
little  rascal.     He  got  to  readin'." 


California  Highways  and  Public  Works  (October  i9}7) 


[  Twenty-three  ] 


Public  Asked  to  Help  in  Stopping 
Destruction  of  Highway  Signs 


AN  ALARMING  increase  in  the 
damage  done  to  State  highway 
-  signs  during  the  last  three 
months  by  vandals  caused  Director  of 
Public  Works  Earl  Lee  Kelly  to  issue 
an  appeal  to  the  citizens  of  California 
to  cooperate  with  the  Division  of 
Highwaj's  and  the  California  High- 
way Patrol  in  bringing  about  the 
arrest  and  prosecution  of  persons  re- 
sponsible for  destroying  hundreds  of 
important  highway  safety  signs. 

Director  Kellj^  called  attention  to 
the  fact  that  the  vehicle  code  provides 
for  a  maximum  sentence  for  defacing 
highway  signs  of  $500  fine  and  six 
months  in  jail  or  both.  He  said  that 
the  damage  to  signs  from  bullet  holes 
is  becoming  a  factor  that  is  seriously 
reducing  the  efficiency  of  these  signs 
and  in  many  cases  results  in  the  com- 
plete loss  to  the  public  and  the  en- 
dangering of  human  life. 

VANDALS  ENDANGER  LIFE 

He  said  that  a  recently  signed  U.  S. 
numbered  route  was  inspected  two 
weeks  after  the  numbered  shields  were 
installed  and  all  but  one  shield  in  a 
stretch  of  forty  miles  had  been  pierced 
by  bullets.  One  reflector  erected  to 
warn  motorists  of  a  dangerous  "S" 
curve  and  concrete  culvert  on  the 
Jack  Tone  Road  two  miles  south  of 
Lockeford  in  San  Joaquin  County 
was  blasted  with  14  bullets  and  47  of 
51  reflectors  were  pried  from  the  sign, 
making  its  warning  message  virtually 
nonvisible  to  night  drivers. 

In  many  sections  of  the  State, 
Director  Kelly  declared,  the  defacing 
and  destruction  of  highway  signs  is 
increasing  to  an  alarming  extent.  He 
urged  that  every  citizen  who  wit- 
nesses the  defacing  of  a  highway  sign 
immediately  report  the  person  re- 
sponsible to  the  nearest  peace  officer 
and  a.ssist  in  the  prosecution  of  the 
offender. 

SIGNS  EXPENSIVE 

Kelly  stated,  "The  highways  of  the 
State  of  California  are  well  signed. 
These  signs  are  placed  at  great  ex- 
pense to  enable  motorists,  particularly 
strangers,  to  travel  with  safety.  They 
are  signs  paid  for  by  the  people  out 


EARL  LEE  KELLY 

of  the  gasoline  tax  and  motor  vehicle 
registration  funds. 

"There  are  some  people  using  our 
highways  who  apparently  think  these 
signs  were  placed  for  target  practice. 
The  damage  to  the.se  signs  from  bullet 
holes  is  becoming  a  serious  problem 
to  the  Division  of  Highways.  The 
Division  of  Highways  has  made  a 
study  of  this  vandalism  to  determine 
when  the  greatest  damage  occurs.  Its 
studies  show  that  very  little  if  any 
damage  is  done  during  hunting  sea- 
son. 

"The  greatest  damage  is  done  with 
22  caliber  cartridges  and  during  the 
months  of  June,  July,  and  August. 
Are  we  to  assume,  then,  that  vaca- 
tionists are  doing  this  damage  to  our 
signs  ? ' ' 

DUTY  OP  CITIZENS 

"Only  an  aroused  public  opinion 
will  stop  this  vandalism.  I  consider 
it  to  be  the  duty  of  every  citizen  who 
witnesses  such  an  act  of  vandalism  to 
cooperate  with  the  Division  of  High- 


ways in  prosecuting  the  guilty  person 
or  persons  and  I  appeal  to  the  men 
and  women  of  California  who  believe 
in  highway  safety  to  assist  us  in  put- 
ting an  end  to  this  condition  menac- 
ing to  life  and  property  on  our  high- 
ways. 

"Not  only  is  life  and  property  on 
our  highways  endangered  by  the  de- 
struction of  highway  signs,  but  the 
cost  of  replacing  a  mutilated  sign 
equipped  with  reflectors  costs  the 
people  of  this  State  $8  and  the  mone- 
tary cost  to  the  State  of  this  vandal- 
ism is  considerable. 

"An  aroused  citizenry,  cooperating 
with  the  Division  of  Highways  and 
the  California  Highway  Patrol,  will 
put  an  end  to  the  useless  destruction 
of  highway  signs." 


Progress  Made 

on  Altamont  Pass 

(Continued  from  page  19) 

overpass  over  the  tracks  of  the  South- 
ern Pacific  and  the  Western  Pacific 
Railroads  at  Greenville,  and  bids  will 
shortly  be  taken  for  the  construction 
of  crossings  over  the  same  railroads 
about  four  miles  easterly  of  Green- 
ville. These  grade  separations  will 
be  scheduled  for  completion  at  ap- 
proximately the  same  time  as  the 
grading  project,  and  it  is  expected 
that  the  highway  will  be  opened  for 
traffic  in  September  of  next  year. 

The  Altamont  Pass  contracts  and 
the  contractors  to  whom  they  have 
been  awarded  are : 

Mountain  House  to  Greenville 
(Road  Contract  04TC2)  Granfield, 
Farrar  and  Carliu,  San  Francisco. 
Awarded  June  21,  1937. 

Greenville  Overhead,  Contract 
014GTC1,  A.  J.  Raisch,  San  Jose. 
Awarded  September  23,  1937. 

Redmond  overhead  over  Southern 
Pacific  Railroad,  Stone  cut  subway 
under  Western  Pacific  Railroad. 
014GTC1,  A.  J.  Raisch,  San  Jose. 
Predrickson  Watson  Construction  Co. 
and  Fredricksou  Bros. 


[Twenty-four] 


(October  i9}7)  Colifomia  Highways  and  Public  Works 


Highway  Bids  and  Awards  for  September,  1937 


ALAMEDA  COUNTY — A  reinforced  con- 
crete ginlet  overhead  crossing  over  the 
tracks  of  the  Southern  Pacific  Railroad  and 
the  Western  Pacific  R.  R.  at  Greenville,  con- 
sisting of  one  50-foot  6-inch  span,  eight  49- 
foot  spans  and  one  16-foot  cantilever.  Dis- 
trict IV,  Route  5.  Section  E.  C.  W.  Caletti 
and  Co..  San  Itafael,  $117,2.39.  .John  Rocca. 
San  R.ifa.'l.  .•<li:!.707;  J.  F.  Knapp.  Oak- 
land. .''JKl'.t.MiT  :  Carl  N.  Swenson  Company. 
San  .lose.  ,->  1 0! 1. 1 96.40  ;  R.  R.  Bishop.  Long 
Beach.  .$108,600.  Contract  awarded  to  A.  .1. 
Raisoh.    San    .To.se.   $104.209..50. 

COLUSA  COUNTY— Between  Genevra 
and  2.7  miles  north,  2.7  miles  to  be  surfaced 
with  road-mi.\  surfacing.  District  III. 
Route  7,  Section  B.  Hemstreet  and  Bell, 
Marysville.  $8,460:  A.  Teichert  and  Son, 
Inc.,  Sacramento.  .$13,280;  George  French, 
.Jr.,  Stockton.  $9.84,5;  Tieslau  Bros.,  Berke- 
ley. $9,759;  Granite  Construction  Co..  Ltd., 
Watsonville,  $10.4.'-.-);  Ernest  E.  Smith, 
Eureka,  $8,895;  Hehvig  Construction  Co., 
Seliastopol,  $9,830;  Frank  Embleton,  Al- 
bany, $11,650;  M.  J.  B.  Construction  Co., 
Stockton,  $12,985.  Contract  awarded  to 
Garcia   Construction   Co..   Irvington,   $7,645. 

EL  DORADO  COUNTY— Between  1.25 
miles  west  of  El  Dorado  and  Clarks  Corner 
about  4.3  miles  in  length,  to  be  graded  and 
surfaced  with  plant-mixed  surfacing.  Dis- 
trict III,  Route  11,  Section  C.  Isbell  Con- 
struction Co.,  Reno.  Nev..  $250,525;  Harold 
Blake.  Portland.  Ore..  .$2.58.800  ;  George  Pol- 
lock Co..  Sacramento.  $185,168:  Union  Pav- 
ing Co..  San  Francisco.  $195.240 ;  George  K. 
Thomp.son  and  Co..  Los  Angeles,  $188,151 : 
Louis  Biasotti  and  Son.  Stockton.  $199,498; 
N.  M.  Ball  Sons.  Berkelev.  $191,399;  Mc- 
Nutt  Brothers.  Eugene.  Ore..  $204,088;  A. 
Teichert  &  Son,  Inc..  Sacramento,  $185,821  ; 
Ilea  fey- Jloore  Co.  &  Fredorirkson  &  Watson 
Constnictiiin  Co..  Fredrickson  Bros..  Oak- 
land. $17.^,431:  Mace.  Construction  Co.. 
Clearwater.  $169,495;  Fredericksen  &  West- 
brook.  Lower  Lake,  $179,085  ;  Pacific  States 
Construction  Co.  and  Young  and  Son  Co.. 
Ltd..  San  Francisco.  $179,085;  Pacific 
States  Construction  Co.  &  Young  and  Son 
Co..  Ltd..  San  Franci.sco.  $179,419;  Chas. 
L.  Harney.  San  Francisco.  .$246,894.  Con- 
tract awarded  to  Hemstreet  and  Bell. 
Marysville.   $16.3.731.25. 

HUMBOLDT  COUNTY- R  e  p  a  i  r  s  to 
existing  timber  bridge  across  Big  Lagoon 
about  10  miles  north  of  Trinidad.  District  I. 
Route  1.  Section  J.  F.  Kaus.  Stockton. 
.$.39,699;  M.  A.  Jenkins.  Sacramento.  $43.- 
.327 ;  W.  K.  Van  Bokkelen  Construction, 
Oakland,  .$43,595;  F.  J.  Maurer  &  Sons. 
Inc..  Eureka.  $44,092;  .John  Rocca,  San 
Rafael,  .$48,224;  Mercer.  Eraser  Co..  Eureka. 
.$49,902;  Alford  H.  Vogt  Co.,  Inc.,  San 
Francisco,  $.52,697.  Contract  awarded  to  N. 
M.  Ball  Sons  and  E.  E.  Smith.  Berkelev. 
$38,969. 

LASSEN  COUNTY— Between  Copper- 
vale  and  Susan  River,  nliout  7.1  miles  to  be 
graded  and  surfaced  witli  crusher  run  base 
and  plant-mixed  surfacing.  District  II. 
Route  29.  Section  B.  Union  Paving  Co.. 
San  Francisco.  $2.37.666  ;  Heafey-Moore  Co. 
&  Frederickson  Watson  Constniction  Co. 
Fredricksen  Bros.,  O  a  k  1  a  n  d.  .$226,734  ; 
D.  W.  Thurston.  Los  Angeles.  .'«220.097 ; 
Hemstreet  &  Bell.  Marysville.  $220..581  ; 
George  K.  Thompson  and  Companv.  Los  An- 
reles.  $206,698;  George  Pollock  Company. 
Sacramento,  $240,711  ;  Isbell  Construction 
Co..  Reno,  ,$276,234;  Macco  Construction 
Co.,  Clearwater,  .«225.743  ;  McNutt  Brothers. 
Eugene,  Ore.,  $226..562 ;  Fredericksen  and 
Westbrook,    Lower    Lake,    .$221,874;    Harms 


Bros.,  Litchfield,  $239,699.  Contract 
awarded  to  Mountain  Construction  Co.,  Sac- 
ramento, $198,757.50. 

LOS  ANGELES  COUNT  Y— Between 
Summit  and  Palmdale,  about  14.6  miles 
Class  ""B"  seal  coat  to  be  applied  to  exist- 
ing shoulders.  District  VII,  Route  2.3,  Sec- 
tions D,  E.  Griffith  Co.,  Los  Angeles, 
.$7,545 ;  Dimmit  and  Taylor,  Los  Angeles, 
.$7,630;  A.  S.  Vinnell  Co.,  Alhambra. 
.$8,190 ;  Vido  Kovacevich,  South  Gate, 
.$S,3'52;  P.  J.  Akmadzich,  Los  Angeles, 
$8,466.  Contract  awarded  to  Oswald  Bros., 
Los   Angeles,   $7,310. 

LOS  ANGELES  COUNTY— In  Monterey 
Park,  between  Atlantic  Blvd.  and  New  Ave., 
about  1.0  mile  to  be  surfaced  with  asphaltic 
concrete.  District  VII,  Route  26,  Section 
Mon.P.  D.  W.  Thurston,  Los  Angeles, 
.$49,705;  W.  E.  Hall  Co.,  Alhambra,  $47.- 
794 ;  C.  O.  Sparks  &  Mundo  Engineering 
Co.,  Los  Angeles,  $50,320;  Griffith  Co.,  Los 
Angeles,  .$46,865;  Oswald  Bros..  Los  An- 
geles, .$48,216;  J.  E.  Haddock.  Ltd.,  Pasa- 
dena, $51,885.  Contract  awarded  to  George 
R.  Curtis  Paying  Co.,  Los  Angeles,  $44,- 
875.20. 

MENDOCINO  COUNTY— At  Dry  Creek 
between  McDonald  and  Yorkville,  about  1.2 
miles  in  length,  a  reinforced  concrete  grider 
bridge  and  approaches  to  be  constructed  and 
approaches  to  consist  of  a  graded  roadbed 
with  a  penetration  oil  treatment  applied 
thereto.  District  I.  Route  48.  Section  A. 
W.  K.  Van  Bokkelen,  Construction.  Oak- 
land, ,$39,450;  Peter  J.  McHugh,  San  Fran- 
cisco, .$45,233:  John  Rocca,  San  Rafael. 
.$37,007;  N.  M.  Ball  Sons.  Berkeley,  .$.3'6,- 
.566;  Rock  and  Gravel  Trucking  Co.,  Oak- 
land, $32,936;  Chas.  L.  Harney,  San  Fran- 
cisco, .$43,961 ;  Claude  C.  Wood,  Stockton, 
.$31,470;  Guerin  Bros.,  San  Francisco.  $33.- 
004.  Contract  awarded  to  Harold  Smith, 
St.  Helena.  $30,417. 

MERCED  COUNTY — Between  Los 
Banos  and  10.5  miles  east,  about  10.5  miles 
armor  coat  to  be  applied  to  the  existing 
pavement  and  borders.  District  X.  Route 
.32.  Section  C.  Granite  Construction  Co., 
Ltd..  Watsonville.  .$46.976 ;  Jones  and  King. 
Hayward.  .$48,496;  E.  A.  Forde,  San  An- 
selmo,  $48.7.39 ;  Piazza  and  Huntley.  San 
.Jose,  ,$48.943 ;  Independent  Construction 
Co..  Ltd.,  Oakland,  $.50,757;  A.  J.  Raisch. 
San  Jose.  $.51,506;  Claude  C.  Wood.  Stock- 
ton. $59,886;  Basich  Brothers,  Torrance. 
.$65,023.  Contract  awarded  to  J.  A.  Casson. 
Hayward,  .$43,761.25. 

ORANGE  COUNTY — Between  Center 
Street  and  Placentia  Avenue,  about  0.3  miles 
grading  and  surfacing  with  Portland  cement 
concrete.  District  VII.  Route  178.  Section 
A.  Griffith  Co.,  Los  Angeles,  $12,9.56; 
Sullv-Miller  Construction  Co..  Long  Beach. 
.$13.S():!;  J.  E.  Haddock.  Ltd..  Pasadena. 
$12..591  ;  Jin  tick  Bros..  Elsinore.  $13,021  ; 
C.  O.  Sparks,  Los  Angeles,  $14,078.  Con- 
tract awarded  to  Oswald  Bros.,  Los  Angeles. 
$12,410. 

ORANGE  COUNTY— Hampshire  Ave. 
bfttween  Coast  Blvd.  and  Garfield  St..  about 
2.6  miles  to  be  graded  and  paved  with  Port- 
land cement  concrete.  District  VII,  Route 
171.  Section  A.Hnt.B.  Sullv-Miller  Con- 
tracting Co..  Long  Beach,  $102,625;  D.  W. 
Thurston.  Los  Angeles.  $99,628;  Macco 
Construction  Co.,  Clearwater,  $99.678 ; 
Matich  Bros..  Elsinore.  .$98,463;  Dalev 
Corp.,  San  Diego,  $98,143:  E.  Paul  Ford. 
San  Diego.  $99,878;  Soiithern  California 
Roads  Co.,  Los  Angeles.  $98.234 :  N.  M.  Ball 
and  Sons,  Berkeley,  $101.971 ;  Claude  Fisher 


Co.,  Ltd.,  Los  Angeles,  $103,117;  C.  O. 
Sparks  and  Mundo  Engineering  Co.,  Los 
Angeles,  $106,093;  George  R,  Curtis  Pav- 
ing Co.,  Los  Angeles,  $109,689  ;  Griffith  Co., 
Los  Angeles,  $103,078;  Oswald  Bros.,  Los 
Angeles,  $99,799;  L.  A.  Paving  Co.,  Los 
Angeles,  $142,34.5.  Contract  awarded  to 
J.  E.  Haddock,  Ltd.,  Pasadena,  $96,618.50. 

PLACER  COUNTY — Between  Gold  Run 
and  Airport,  various  locations,  about  2  miles 
to  be  surfaced  with  roadmix  surfacing.  Dis- 
trict III.  Route  37,  Section  D.  Garcia  Con- 
stnicti..])  Co..  Irvington,  $14,382;  A.  Teich- 
ert and  Son,  Inc.,  Sacramento,  $16,902; 
Granite  Construction  Co.,  Ltd.,  Watson- 
ville, .$17,9.51  ;  Piazza  and  Huntley,  San 
Jose,  $14,981.  Contract  awarded  to  Fred- 
ericksen and  Westbrook,  Lower  Lake, 
$14,330. 

SACRAMENTO  COUNTY— On  Folsom 
Boulevard  in  the  city  of  Sacramento  between 
t>4th  and  65th  Streets,  maintenance  station 
buildings  and  appurtenances  to  be  con- 
structed. District  III.  Route  11.  Section 
Sacramento.  Campbell  Construction  Co., 
Sacramento.  $22,969;  Holdener  Construc- 
tion Co.,  Sacramento,  .$24,370.  Contract 
awarded  to  M.  R.  Peterson,  Sacramento, 
$22,755.10. 

SAN  BENITO,  MONTEREY,  SAN 
LUIS  OBISPO,  SANTA  BARBARA 
COUNTIES — At  various  locations,  about 
705  miles  of  traffic  stripe  to  be  applied  to 
existing  pavement.  District  V,  various 
routes  and  sections.  Al.  W.  Siramonds,  Sac- 
ramento. .$3,694.  Contract  awarded  to  S.  A. 
Cummings.   San  Diego.  $3',662.75. 

DIS'l'klCT  III — Various  locations,  about 
510  miles  of  traffic  stripe  to  be  applied  to 
existing  pavement.  Edwin  Anderson.  San 
Francisco.  $3,213.  Contract  awarded  to  Al- 
bert W.  Simmonds.  Sacramento.  $2,640. 

SAN  BERNARDINO  COUNT  Y— Be- 
tween Amboy  and  Essex,  and  between  Vidal 
and  Needles,  about  82.4  miles  in  length,  seal 
coat  to  be  applied  to  existing  roadbed.  Dis- 
trict VIII.  Routes  58  and  146,  Sections  K, 
L.  A.  B,  C,  D.  J.  A.  Casson,  Hayward, 
$21,575;  R.  E.  Hazard  and  Sons,  San  Diego. 
.$24.120 :  George  Herz  and  Co.,  San  Ber- 
nardino, .$21,389;  W.  R.  Shriver,  Los  An- 
geles. $24,120;  A.  S.  Vinnell  Co.,  Alhambra, 
$24,627.  Contract  awarded  to  Geo.  Gard- 
ner  and   Sons,   Redlands,   $19,8.30. 

SAN  BERNARDINO  COUNTY— A  re- 
inforced concrete  slab  bridge  across  Cable 
Creek,  7  miles  north  of  San  Bernardino, 
consisting  of  two  21-foot  spans  and  one 
24-foot  span  on  concrete  bents  and  about 
0.2  mile  of  roadway  approaches  to  be  graded 
and  surfaced  with  plant-mixed  surfacing. 
District  VIII.  Route  191,  Section  A.  Mar- 
tin Green,  San  Bernardino,  $15,670;  Claude 
Fisher  Co..  Ltd.,  Los  Angeles.  $13.477 ;  .J.  R. 
Lippincott,  Los  Angeles,  $14,938:  J.  E. 
Haddock.  Ltd.,  Pasadena.  $13,531 :  Geo. 
Herz  and  Co..  San  Bernardino.  $15,400; 
Oscar  Oberg.  Los  Angeles.  $16,684:  Dim- 
mitt  and  Taylor.  Los  Angeles.  $13,869. 
Contract  awarded  to  Oswald  Brothers,  Los 
Angeles,  $13,326. 

SANTA  BARBARA  COUNTY— Between 
Santa  Barbara  and  Stony  Creek,  between 
Tajiguas  and  '.  mile  west  of  Arroyo  Hondo, 
and  between  Alcatraz  and  Gaviota  Creek, 
about  12.8  miles,  roadbed  to  be  widened  and 
shoulders  to  be  treated  with  liquid  asphalt. 
District  V,  Route  2.  Sections  P,  K,  F,  E. 
L.  A.  Brisco.  Arroyo  Grande.  .$10.,365  ;  J.  E. 
Haddock,  Ltd..  Pasadena,  .$11,241.50.  Con- 
tract awarded  to  Granite  Construction  Co., 
Ltd.,   Watsonville,  $9,971.30. 


California  Highways  and  Public  Works  (October  1937) 


[Twenty-five] 


DIVISION  OF 


WATER  RESOURCES 


OFFICIAL  REPORT 

FOR  THE  MONTH  OF 

September,  1937 

EDWARD  HYAn,  State  Engineer 


IRRIGATION    DISTRICTS 


Thp  Shnfter-Wasco  Irrigation  District, 
comprising  an  area  of  42,000  acres  in 
Kern  Count.v,  northwest  of  Balsersfield,  was 
organized  at  an  election  held  September  3d. 
This  is  the  fourth  irrigation  district  to  be 
organized  on  the  line  of  the  Priant-Kern 
("anal  for  the  purpose  of  contracting  for 
supplemental  water  supplies  from  the  Cen- 
tral Valley  Project, 

Oalidale  Irrigation  District  has  filed  ap- 
plication for  additional  storage  on  Stanis- 
laus River  below  the  present  Melones  Res- 
ervoir, The  proposed  development  is  part 
of  an  irrigation  and  power  project  that 
would  provide  the  district  with  a  more  de- 
pendable late   snmmer   water  .supply, 

Tulare  Irrigation  District  has  called  for 
bids  for  construction  of  a  siphon  under 
St.  John's  River,  east  of  Visalia,  The 
structure  would  replace  the  present  flume 
crossing  at  that  point  which  is  inadequate 
in  size  to  carry  the  district's  irrigation  re- 
quirements. 

Excavation  work  on  the  All-Americau 
Canal  in  Imperial  District  is  now  07  per 
cent  completed.  The  portion  finished  has  a 
length  of  76.S  miles.  The  structural  work 
is  all  under  contract  and  the  canal  is 
expected  to  be  supplying  water  in  another 
year. 


FLOOD   CONTROL    AND 
RECLAMATION 


Maintenance  of  Sacramento  Flood  Crinti-ol 
Projects. 

During  this  period  routine  maintenance 
has  been  performed  with  a  small  regular 
crew.  At  the  Butte  Slough  Outfall  Gates, 
the  seven  66-inch  gates,  gate  .stands  and 
tide  gates  have  been  cleaned  and  painted. 
Smaller  drainage  ditches  in  the  Sutter  sys- 
tem have  been  cleaned  by  hand  of  tules  and 
other  vegetable  growth. 

On  the  south  levee  of  the  Sacramento  By- 
pass a  section  300  feet  long  has  been  puddled 
by  impounding  pumped  water  on  the  crown 
and  face.  A  compaction  or  subsidence  as 
much  as  four  feet  at  the  crown  was  secured. 
It  is  felt  that  the  levee  will  be  safe  in  the 
future  after  it  has  been  brought  to  full  sec- 
tion with  additional  material. 

Relief  Labor  Work. 

During  this  period  no  relief  labor  has 
been  available  for  work  on  the  flood  control 
project.  It  is  expected  that  the  program  will 
be  resumed  to  some  extent  about  October 
15th. 


SACRAMENTO     FLOOD     CONTROL 
PROJECT 


At  the  request  of  the  Reclamation  Board, 
the  division  is  now  engaged  in  construction 
of  an  irrigation  canal  in  the  vicinity  of  the 
Colusa  By-pass,  at  an  estimated  cost  of  $12.- 
000 ;  and  filling  the  borrow  pit  on  Burr 
Mitchell  propert.v  on  the  right  bank  of  the 
Sacramento  River  north  of  Colusa,  at  an 
estimated  cost  of  .$24,000,  Both  of  these 
units  will  be  let  to  contract. 

Examinations  have  lieen  made  of  a  num- 
ber of  works,  the  plans  for  which  have  pre- 
viously been  approved  by  the  Reclamation 
Board,  con.sisting  mostly  of  structures  in  the 
project  levees. 

Flood  Measurements  and  Gapes 

The  work  of  collecting  and  arranging  data 
for  the  flood  season  of  19.S0-37  has  continued. 
Tlie  gaging  stations  at  Mawson  bridge  in  the 
Butte  Slough  By-pass  and  at  Gridley  on 
the  Feather  River  are  being  improved  with 
the  installation  of  new  continuous  water 
stage  recorder  instruments,  with  new  houses. 


WATER  RIGHTS 


Supervision  of  Appropriations  of  Water. 

Thirty-eight  applications  to  appropriate 
water  were  received  during  August ;  ten 
were  denied  and  twenty  were  approved  dur- 
ing the  month.  Two  permits  were  revoked 
and  the  rights  under  ten  permits  were  con- 
firmed by  the  issuance  of  licenses. 

Among  the  larger  and  more  important  ap- 
plications filed  were  two  by  Oakdale  Irri- 
gation District  looking  toward  the  develop- 
ment of  120,000  acre-feet  additional  storage 
capacity  on  Stanislaus  River  a  short  dis- 
tance below  the  present  diversion  dam  of 
Oakdale  and  South  San  Joaquin  Irrigation 
Districts,  The  stored  waters  are  to  be  used 
for  power,  irrigation,  and  domestic  uses  in 
the  Oakdale  Irrigation  District.  The  esti- 
mated cost  of  the  development  is  $4,00(>.()00. 

Projects  were  inspected  during  the  month 
in  Mono,  Mariposa,  Glenn.  Butte.  Tuba,  and 
Sutter  Counties, 


SUPERVISION    OF    DAMS 


Application  was  filed  on  August  24,  1937, 
for  .approval  of  plans  and  .specifications  for 
the  construction  of  Bean  Hollow  No,  2  Dam 
of  the  Shoreland  Properties,  Inc,  This  is 
to  be  an  earthfill  structure  30  feet  in  height 
with  a  storage  capacity  of  600  acre-feet,  on 


the  Arroyo  L)e  Los  Frijoles  in  San  Mateo 
County,     The  estimated  cost  is  .'i;7.200,000. 

Application  was  filed  on  September  S, 
1937,  for  approval  of  plans  and  specifica- 
tions for  construction  of  Evans  Creek  Dam 
of  the  Tuolumne  Gold  Dredging  Corpora- 
tion. This  is  to  be  an  earth  dam  25  feet 
in  height  with  a  storage  capacity  of  200 
acre-feet,  situated  on  Evans  Creek,  Stanis- 
laus County.     The  estimated  cost  is  .$2,000. 

Application  was  filed  on  August  19,  1937, 
for  approval  of  plans  for  repair  and  altera- 
tion of  French  Lake  Dam  of  the  Nevada 
Irrigation  District.  This  application  was 
aiiproved  on  September  l.S,  1937.  Work 
consisting  of  replacing  the  facing  on  the  dam 
is  progressing  satisfactorily. 

Application  for  approval  of  plans  for  the 
alteration  of  Cardoza  Dam  of  the  Tuolumne 
Gold  Dredging  Company  was  approved  on 
August  23,  1937, 


SACRAMENTO-SAN    JOAQUIN 
WATER   SUPERVISION 


During  the  past  month  members  of  the 
staff  engaged  in  this  work  have  been  in  the 
field  gathering  data  from  which  to  record  the 
amount  of  water  diverted  from  streams  in 
the  Sacramento  and  San  Joaquin  Valleys, 
This  report  will  also  show  the  irrigated 
acreage,  the  return  flow  therefrom,  and  the 
flow  in  the  valley  streams.  Sampling  of 
water  in  the  delta  is  being  carried  on  at  a 
number  of  stations  sufiicient  to  record  the 
rate  of  advance  of  the  salinity.  At  intermit- 
tent intervals  samples  of  drainage  and  return 
flow  water  are  being  obtained  in  the  Sacra- 
mento and   San  .Toaquin  Valleys, 


CENTRAL  VALLEY  PROJECT 


The  United  States  Bureau  of  Reclamation 
continued  work  during  the  month  on  the 
construction  of  the  government  camp  at 
Friant  Dam  and  awarded  contracts  for  the 
construction  of  a  number  of  buildings  at  the 
Kennett  camp  for  the  Shasta  Dam,  formerly 
called  the  Kennett  Dam,  The  Bureau  has 
also  continued  work  on  sur\-eys  and  the 
preparation  of  plans  necessary  for  starting 
construction  on  several  initial  units  of  the 
project. 

The  Division  of  Water  Resources  has  con- 
tinued surveys  and  investigations  in  the  San 
.Toaquin  Valley  preliminary  to  the  prepara- 
tion of  agreements  for  the  acquisition  of 
lands  and  water  rights  and  the  exchange  of 
water,  and  has  continued  negotiations  for 
rights  necessary  for  the  initiation  of  con- 
struction of  the  project. 


[T'wenty-six] 


(October  i9}7)  California  Highivays  and  Public  Works 


New  Flood  Gate 

By  H.  E.  KUPHAL,  Associate  Bridse  Ensineer 

IT  IS  interesting  to  a  visitor  in  Sacramento  to  note 
that  all  the  older  residences  were  built  with  a  base- 
ment floor  level  with  the  street  and  with  steps  lead- 
ing from  the  sidewalk  to  the  second  floor.  This  was 
due  to  the  city  being  flooded  almost  every  winter  or 
sometimes  several  times  during-  the  rainy  reason.  The 
citizens  promjitly  moved  upstairs  and  did  their  shop- 
ping and  visiting  in  boats. 

This  flooding  wa.s  due  to  tlie  city  being  located  at  the 
confluence  of  the  Sacramento  and  the  American  Rivers 
on  a  low  flood  plane.  Now  the  city  is  almost  completely 
surrounded  by  levees. 

These  levees  in  some  instances  are  used  by  the  rail- 
roads for  their  embankments  providing  an  ideal  approach 
to  the  cit.y.  Where  the  highways  pierce  these  levees, 
gates  must  be  provided  to  close  the  gaps  during  flood 
periods. 

In  the  past  these  gates  were  built  of  structural  steel ; 
plates  riveted  to  structural  frames,  hinged  to  abutments 
which  were  built  in  the  ends  of  the  levees  and  when 
closed  meeting  at  an  angle  pointing  toward  the  rising 
waters.  Thrust  due  to  the  water  pressure  was  resisted 
by  these  abutments. 

These  steel  gates  are  cumbersome  to  handle  and  diffi- 
cult to  seal  adequately. 

When  the  Sixteenth  Street  Subway,  which  penetrates 
the  levee  under  the  Southern  Pacific  tracks,  was  widened 
the  steel  gates  with  their  supporting  abutments  had  to 
be  abandoned  and  a  new  gate  installed.  It  was  decided 
to  build  a  new  type  in  the  form  of  a  movable  or  portable 
dam. 

In  determining  the  material  to  be  used,  the  question  of 
strength  and  weight  had  to  be  considered  and  material 
capable  of  withstanding  a  load  of  650  pounds  per  square 
foot  at  the  bottom  of  the  dam  and  light  enough  so  that 
individual  units  could  be  handled  readilj^  by  one  man 
was  required. 

Structural  aluminum  alloy  solved  the  problem.  This 
material  now  obtainable  in  structural  shapes  is  one  third 
as  heavy  and  fifty  percent  stronger  than  structural  steel. 
Although  the  gate  itself  cost  more  than  the  swinging 
steel  type,  a  saving  in  the  abutments  balanced  the  total 
cost,  as  in  this  type  the  water  pressure  is  carried  through 
the  "A"  frames  directly  into  the  pavement  instead  of 
laterally  to  the  abutments. 

Among  other  advantages  of  this  new  type  of  gate  is 
the  fact  that  the  abutments  are  built  without  any- 
unsightly  gates  in  view  which  require  oiling-  and  paint- 
ing, and  there  is  no  groove  across  the  roadway  to  facil- 
itate sealing,  covered  by  a  plate  which  always  rattles 
under  a  passing  car. 

Four  aluminum  alloy  "A"  frames  are  set  across  the 
roadway  with  their  rear  legs  set  in  recesses  in  the  pave- 
ment. On  the  front  of  these,  10-inch  structural  alumi- 
num channels  are  laid.  These  channels  are  all  faced 
on  one  edge  with  a  special  rubber  strip  which  completely 
seals  adjacent  channels  against  leakage,  a  notch  parallel 
to  the  front  face  of  the  "A"  frames  in  the  abutments 
supporting  the  ends  of  the  channels. 


1 — Flood  gate  from  river  side  showing  aluminum  sections  in  place. 
2 — View  of  storage  compartment  with  door  open,  showing  aluminum  sec- 
tions as  stacked  when  not  in  use.  3 — Rear  view  showing  aluminum 
gate  in  place.  4 — Closeup  of  rear  of  flood  gate.  5 — Showing  conven- 
tional design   of  flood   gate. 


Caliiornia  Highways  and  Public  Works  (October  1937) 


I  Twenty-seven  I 


New  Policy  in 
Signing  on  U.  S. 
Number  Routes 

(Continued  from  page  13) 

In  connection  with  the  U.  S.  numbering 
phm,  as  evolved  and  perfected,  it  has  been 
found  necessary  and  expedient  to  recognize 
and  establish  "Business  Routes,"  "By-pass," 
"Alternate  Routes,"  and  "Temporary 
Routes,"  which  have  been  defined  as  follows : 

BUSINESS   ROUTE 

A  "Business  Route"  is  a  route  principally 
within  the  corporate  limits  of  a  city  which 
provides  the  traveling  public  an  opportunity 
to  travel  through  that  city,  passing  through 
the  business  part  of  the  city  ;  while  the  reg- 
ular number  is  iLsed  to  obviate  passing 
through  the  congested  part  of  the  city.  This 
"Business  Route"  connects  with  the  regular 
numbered  route  at  the  opposite  side  of  the 
city  limits. 

"Business  Route"  numbering  shall  be 
established  by  the  placing  of  a  standard 
strip  carrying  the  words  "Business  Route" 
on  the  staff  above  the  U.  S.  shield. 

BY- PASS 

A  "By-pass  Route"  is  a  route  which  is 
established  for  the  purpose  of  designating  a 
route  whicli  entirely  by-passes  a  city  and 
joins  in  with  the  regular  numbered  route 
beyond  the  city.  This  enables  the  regular 
number  to  be  carried  through  the  city  and 
the  regular  number  to  be  carried  through 
the  country  near  the  city. 

The  "By-pass  Route"  shall  be  designated 
by  the  erection  of  a  standard  strip  on  the 
staff  carrying  the  U.  S.  shield,  on  which  is 
the  word  "By-pass." 

ALTERNATE  ROUTE 

An  "Alternate  Route"  shall  be  considered 
a  route  which  starts  at  a  point  where  it 
branches  oft'  from  the  main  numbered  route. 
may  pass  through  certain  cities  and  towns, 
and  then  connects  with  the  regular  number 
some  miles  distant.  This  optional  routing 
is  provided  for  the  purpose  of  eliminating 
lettered  U.  S.  numbers  which  have  been 
established  but  can  not  be  absorbed  into 
some  new  route. 

An  "Alternate  Route"  shall  be  marked 
by  the  erection  of  signs  bearing  the  same 
U.  S.  number  as  the  main  route  and  above 
the  shield  shall  carry  a  standard  strip  with 
the  words  "Alternate  Route." 

TEMPORARY    ROUTE 

In  the  erection  of  signs  for  numbering 
routes,  it  is  necessary  in  some  cases  to  carry 
a  number  temporarily  over  a  i-oad  that  ulti- 
mately will  not  be  the  i)ermanent  location 
of  that  number.  Great  care  should  be  taken 
by  the  State  Highway  Departments  in  see- 
ing that  when  numbers  of  this  character  are 
permitted,  that  a  standard  strip  carrying 
the  words  "Temporary  Route"  shall  be 
placed  on  the  staff  above  the  number.  This 
will  obviate  much  hard  feeling  when  it  is 
necessary  to  change  a  number  to  the  per- 
manently established  route. 

The  word  "Temporary"  on  a  standard 
strip  above  the  regular  U.  S.  numbered 
shield  should  also  be  used  where  it  is  neces- 
sary to  establish  a  detour. 


In  Memoriam 

John 3.  l^alcu.Jr. 


The  death  of  John  J.  Haley,  Jr.,  on  October  2,  1937,  brings  to  an  untimely 
end  one  of  the  most  beloved  and  highly  esteemed  officials  of  the  Department 
of   Public   Works. 

Born  in  Lincoln,  Nebraska,  on  August  1,  1884,  and  after  his  boyhood  days, 
moving  to  Colorado  where  he  attended  high  school  and  college  and  won  high 
honors,  Mr.  Haley  upon  completion  of  his  scholastic  training  started  his 
career  in  railroad  engineering.  His  early  work  took  him  into  Arizona,  Texas, 
California  and  Mexico.  From  1907  to  1909,  he  was  assistant  engineer  on  the 
construction  of  the  electric  railway  system  in  Los  Angeles  and  vicinity.  From 
there  he  went  to  the  Imperial  Valley  and  worked  as  materials  and  purchasing 
agent  and  irrigation  engineer  for  the  California  Development  Company  until 
1912. 

Mr.  Haley  came  to  northern  California  in  1913  and  his  work  during  the 
next  seven  years  was  chiefly  on  reclamation  and  flood  control  developments 
in  the  Sacramento  Valley,  as  engineer  and  construction  superintendent,  and  for 
two  years  in  private  business  of  engineering  and  contracting.  From  1921  to  1922, 
he  was  employed  successively  as  Assistant  State  Purchasing  Agent  and  Pur- 
chasing Agent  for  the  City  of  Sacramento. 

The  success  that  Mr.  Haley  attained  in  these  years  of  varied  activity  was 
but  the  prelude  to  the  greater  accomplishments  which  crowned  his  career 
during  his  service  with  the  State.  Starting  in  1922,  he  was  employed  as  Assist- 
ant to  the  Chief  of  the  Division  of  Irrigation  and  Engineering  for  four  years, 
was  promoted  to  Deputy  Chief  in  1926,  and  then  to  Administrative  Assistant 
to  the  Chief  of  the  Division  of  Water  Resources  since  1929. 

Throughout  the  fifteen  years  in  responsible  charge  of  the  management  and 
administration  of  the  organization  and  activities  under  the  State  Engineer, 
Mr.  Haley  achieved  unusual  success.  His  ability  and  genius  as  an  executive 
official  have  been  outstanding.  He  was  not  only  peculiarly  fitted  by  training 
and  experience,  but  also  was  gifted  with  a  most  winning  personality  and  a 
temperament  admirably  suited   to   his   adminstrative   duties. 

Unusually  industrious  and  efficient,  thoroughly  dependable,  gentle  but 
firmly  spoken,  always  kindly  and  considerate,  generous,  unselfish,  and  ever 
cheerful  and  genial  of  disposition — these  but  feebly  describe  the  qualities  Mr. 
Haley  possessed  which  won  for  him  the  respect,  admiration,  confidence  and 
friendship  of  all  with  whom   he  came  in  contact. 

To  the  State  and  the  Division  of  Water  Resources  of  the  Department  of 
Public  Works,  Mr.  Haley's  death  is  an  immeasurable  loss.  To  his  associates 
and  host  of  close  friends  who  held  for  him  the  greatest  affection  and  esteem, 
his  passing  brings  a  profound  sense  of  loss  and  deepest  regret.  These  join 
in  extending  heartfelt  sympathy  to  his  beloved  wife  and  family  in  their 
bereavement. 


[Twenty-eight  J 


(October  i9}7)  California  Highways  and  Public  Works 


STATE  OF  CALIFORNIA 


Department  of  Public  Works 

Headquarters:   Public  Works  Building,  Twelfth  and  N  Streets,  Sacramento 


FRANK  F.  MERRIAM. 


Governor 

EDWARD  J.  NERON. 


EARL  LEE   KELLY. 
Deputy  Director 


-Director 


CALIFORNIA  HIGHWAY  COMMISSION 


HARRY  A.  HOPKINS,  Chairman,  Taft 

PHILIP  A.  STANTON,  Anaheim 

H.  K.  JUDAH,  Santa  Cruz 

PAUL  G.  JASPER,   Fortuna 

WILLIAM  T.  HART,  Carlsbad 

JULIEN  D.  ROUSSEL.  Secretary 


DIVISION  OF  HIGHWAYS 


C.  II.  PURCELL,  State  Highway  Engineer,  Sacramento 

G.  T.  McCOY,  Assistant  State  Highway  Engineer 

J.  G.  STANDLEY,  Principal  Assistant  Engineer 

R.  H.  WILSON,  Office  Engineer 

T.  E.  STANTON,  Materials  and  Research  Engineer 

FRED  J.  GRUMM,  Engineer  of  Surveys  and  Plans 

C.  S.  POPE,  Construction  Engineer 

T.  H.  DENNIS,  Maintenance  Engineer 

F.  W.  PANHORST,  Bridge  Engineer 

L.  V.  CAMPBELL.  Engineer  of  City  and  Cooperative  Projects 

K.   H.  STALNAKER,  Equipment  Engineer 

E.  R.  HIGOINS,  Comptroller 

DISTRICT   ENGINEERS 

.T.  W.  VICKREY,  District  I,  Eureka 

F.  W.  HASELWOOD,  District  II,  Redding 

CHARLES  H.  WHITMORE,  District  III,  Marysville 

J  NO.  H.  SKEGGS,  District  IV,  San  Francisco 

L,  H.  GIBSON,  District  V,  San  Luis  Obispo 

R.  M.  GILLIS,  District  VI,  Fresno 

S.  V.  CORTELYOU.  District  VII,  Los  Angeles 

E.  Q.  SULLIVAN,  District  VIII,  San  Bernardino 

S.  W.  LOWDEN   (Acting),  District  IX,  Bishop 

R.  E.  PIERCE,  District  X,  Stockton 

E.  E.  WALLACE,  District  XI,   San  Diego 

SAN  FRANCISCO-OAKLAND  BAY  BRIDGE 

C.  E.  ANDREW,  Bridge  Engineer 


DIVISION  OF  WATER  RESOURCES 


EDWARD  HYATT,  State  Engineer,  Chief  of  Division 

HAROLD  CONKLING.  Deputy  in  Charge  Water  Rights 

A.  D.  EDMONSTON,  Deputy  in  Charge  Water 
Resources  Investigation 

R.  L.  JONES,  Deputy  in  Charge  Flood  Control  and  Reclamation 

GEORGE  W.  HAWLEY.  Deputy  in  Charge  Dams 

SPENCER  BURROUGHS,  Attorney 

EVERETT  N.  BRYAN,  Hydraulic  Engineer  Water  Rights 

GORDON  ZANDER.  Adjudication,  Water  Distribution 


DIVISION  OF  ARCHITECTURE 


GEORGE  B.  McDOUGALL,  State  Architect,  Chief  of  Division 

P.  T.  POAGE,  Assistant  Chief 

W.  K.  DANIELS.  Administrative  A.ssistant 

HEADQUARTERS 

H.  W.  DeHAVEN.  Supervising  Architectural  Draftsman 

C.  H.  KROMER,  Principal  Structural  Engineer 

CARLETON  PIERSON,  Supervising  Specification  Writer 

J.  W.  DUTTON,  Principal  Engineer,  General  Construction 

W.  H.  ROCKINGHAM,  Principal  Mechanical  and  Electrical 
Engineer 


DIVISION  OF  CONTRACTS  AND  RIGHTS  OF  WAY 


C.  C.  CARLETON,  Chief 

CLARENCE  W.  MORRIS,  Attorney,  San  Francisco 

FRANK  B.  DURKEE,  Attorney 

C.  R.  MONTGOMERY',  Attorney 

ROBERT  E.  REED,  Attorney 


DIVISION  OF  PORTS 


Tort  of  Eureka — William  Clark,  Sr.,  Surveyor 


GEORGE  H,  MOORE 


PM:    If  addressee  has  moved  SCCittle     Publ  1 C     Li*braryt 

notify   sender   on 

Form  3547  Seattle, 


Division    of    Highways 

P.  O.   Box   1499 
Sacramento,  California 


Wash . 


SEC.   562   P.  L.  &  R. 
U.  S,  POSTAGE 

PAID 

Sacramento,  Cal. 
Permit  No.  152 


MAP 

SHOWING 

STATE  HIGHWAY  SYSTEM 


LOSANGELES  AND  VICINITY 


^ 

Z 

" 

'S B"f5 

:  wc 

NOV  2  2  1337 


CALIFORNIA  HIGHWAYS  AND  PUBLIC  WORKS 

Official  Journal  of  the  Division  of   Highways  of  the  Department  of  Public  Works,  State  of  California 


EARL  LEE  KELLY,  Director  C.  H.  PURCELL,  State  Highway  Engineer  JOHN  W.  HOWE,  Editor 


Published  for  information  of  the  members  of  the  department  and  the  citizens  of  California 

Editors  of  newspapers  and  others  are  privileged  to  use  matter  contained  herein.     Cuts  will  be  gladly  loaned  upon  request. 
Address  communications  to  California  Highways  and  Public  Works,  P.  O.  Box  1499,  Sacramento,  California. 


Vol.15  NOVEMBER,  1937  No.  11 


Table  of  Contents 


Page 

New  Divided  Highway  Plan 1 

By  Fred  J.  Grumm.  Engineer  of  Snrveiis  and   Plans 

Picture  of  Four-Lane  Divided  Highway  on  Coast  Route 2 

Picture  of  Divided  Highway  With  Raised  White  Arrows  in  Center  Strip         3 

Picture  of  Four-Lane  Divided  Highway  Through  Leucadia 4 

Highway  Commission  Personnel  Changes,  Illustrated 5 

New  Death  Valley  Highway,  Illustrated 6-9 

Governor  Merriam  Dedicates  El  Cajon  Divided  Unit,  Illustrated 10-12 

Bi/  E.  E.   Wallace,  District  Enyiiiecr 

Captain  George  T.  Gunston  Wins  Promotion 12 

Quarterly  Gasoline  Tax  Distribution  to  Cities 13-15 

Parking  Areas  on  Mountain  Highway,  Illustrated 16-17 

By  B.  A.  Sioitzer,  Assistant  Highxray  Engineer 

Six  Grade  Crossings  Eliminated  by  Niles  Project,  Illustrated 18-19 

By  W.  J.  Deady,  Resi<lcnt  Engineer 

Sketch  Map  of  Niles  Grade  Separation  and  Relocation  Project 20 

Traffic  on  Bay  Bridge  33,000  Up  in  October 21 

Los  Gatos-Santa  Cruz  Highway  Modernization  Nears  Completion 22 

By   H.   R.   Jndah,   Chairnian,   California    Higliway   Commission 

In   Menioriam — Thomas  S.  O'Connell — Albert   S.   Kennedy 23 

Highway  Bids  and  Awards  for  October,  1937 24 

Gaudy  Colors  on  Tripods  Protect  Road  Surveyors 25 

By  Milton  Harris.  Associate  Highicay  Engineer 

Monthly  Report  of  the  Division  of  Water  Resources 26 

Grader  Blade  Level  Device  for  Oil  Mix,  Illustrated 27 

By  H.  J.  Doggart,  Resident   Engineer 

Quarterly  Gasoline  Tax  Paid  to  Cities  (Continued) 28 


Various  Types  of  Four-lane 
Separated  Thoroughfares  To 

Be  Built  During  Biennium 


THE  State  Division  of  Highways  is  planning  for  immedi- 
ate construction  about  76  miles  of  four-lane  divided 
highway  which  will  supplement  approximately  86  miles 
of  this  type  of  road  now  in  use  or  under  construction.  This 
program  includes  a  large  portion  of  projects  pro- 
grammed for  construction  in  the  1937-1938  biennium  on  the 
primary  liighways  of  the  State. 

The  extent  of  this  proposed  type  of  construction  is  appar- 
ent when  consideration  is  given  to  the  possibility  that  the 
State  highways,  on  wliieli  traffic  volume  will  justify  the 
divided  type  of  higliway  construction,  will  approximate  only 
about  5  per  cent  and  will  probably  never  exceed  10  per  cent 
of  the  present  State  highway  mileage. 

INCREASED   LANE   WIDTHS   ADOPTED 

Incorporated  in  the  design  of  the  divided  highways  will  be 
found  the  new  standards  of  increased  lane  width  recently 
adopted  by  tlie  Division  of  Highways,  which  calls  for  a  12-foot 
widtli  for  the  inside  lane  adjacent  to  the  dividing  strip,  and 
an  11-foot  width  for  the  outside  lane  adjacent  to  the  road- 
way shoulder.  The  12-foot  width  for  the  inside  lane  will  pro- 
vide a  greater  operating  space  for  vehicles  while  passing, 
thus  reducing  the  possibility  of  sideswipe  or  the  "over- 
taking" type  of  accident.  The  outer  11-foot  width  lane  lies 
adjacent  to  a  shoulder  with  width  adequate  for  pai-king  or 
for  emergency  movements.  This  .slioulder  will  be  surfaced  or 
treated  when  conditions  require  such  treatment. 

The  dividing  strip  will  have  a  minimum  width  of  i  feet, 
the  width  in  general  being  controlled  by  the  best  design  which 
can  be  developed  in  adapting  the  existing  pavement  to  the 
divided  roadway  type  most  economically  and  by  the  extent 
of  the  development  of  adjacent  property  directly  affecting 
right  of  way  costs. 

DIVISION    .STRIPS    TO    BE    PLANTED 

For  separation  widths  of  20  feet  or  less,  curb  construction 
is  proposed  with  planting  or  landscaping,  where  climatic  con 
ditions  or  water  supply  permits  and  where  heavy  future 
maintenance  will  not  he  incurred.  Trees  and  larger  shrubs 
would  probably  only  be  planted  in  dividing  strips  greater 
than  20  feet  in  width. 

In  the  narrow  separation  strips,  where  planting  is  not 
practical,  the  area  between  the  curbs  will  receive  a  pro- 
tective seal  to  prevent  moisture  penetrating  to  the  snbgradc 
and  caiLsing  damage  to  the  pavement.  This  method  also  often 
introduces  a  contrasting  color  scheme  that  definitely  demarks 
the  separation  strip  from  the  pavement. 

The  wider  dividing  striii  offers  several  advantages  over 
the  minimum.  As  the  wiilth  increases  the  driving  hazaivl 
caused  by  opposing  headlights  is  eliminated  to  a  great  extent. 
This  hazard  may  be  reduced  further  by  the  planting  of  low 
growing  shrubs  in  the  separating  area.  With  a  separation  ot 
20  feet  or  more,  protection  to  cross  tratific  is  provided  hy  an 
intermediate  stop  zone,  between  the  two  roadways. 

Various  types  of  separation  strip  construction  have  been 
given  trial  and  consideration.  The  type  apparently  prov- 
ing the  most  satisfactory  in  fulfilling  the  purpose  for  which 


New  Divided 
Highway  Plan 

By  FRED  J.  GRUMM,  Ensineer  of  Surveys 
and  Plans 


Embossed  white  arrows  bordered  by  double  traffic  stripe  make 
effective    separation    strip    on    four-lane    highway. 


Four-lane    divided    highway    on    coast    route    pres 


existing    tree    rows    in    the    separation    strip. 


the  dividing  strip  was  designed, 
namely  eliminating  of  opposing 
traiSe  hazard,  consists  of  construct- 
ing curbs  adjacent  to  the  traffic  lanes. 
The  design  of  curb  adopted  on  our 
work  is  6  inches  in  height  with  a 
moderate  sloping  face.  Studies  of 
curb  designs  with  light  reflecting 
panels  to  increase  visibility  at  night, 
are  under  way. 

RAISED  ARROWS  EFFECTIVE 

Another  type  of  dividing  strip, 
which  is  particularly  effective  through 
areas  where  local  property  develop- 
ments would  require  so  many  open- 
ings in  a  central  curbed  island  as  to 
lose    the    effectiveness    of    the    i.sland 


construction,  is  the  jjlaciug  of  em- 
bossed arrows  diagonally  across  the 
separation  strip  with  the  raised  arrow 
painted  white  and  bordered  by  a 
double  traffic  stripe  on  each  side. 
This  design  with  distinctive  marking 
sets  out  the  dividing  strip  definitely 
from  the  pavement  lanes.  It  is  not, 
of  course,  as  effective  as  the  more  pos- 
itive curb  construction  but  observa- 
tion of  traffic  on  installations  of  this 
type  show  that  promiscuous  crossing 
or  invasion  of  the  marked  zone  does 
not  generally  iirevail  and  is  rather 
carefully  observed  by  the  reasonably 
careful  driver. 

Separation   of  the   roadway   is   ac- 
complished by  other  means  than  the 


moi'e  conventional  cui'bed  design. 
Advantage  is  taken  of  the  topography 
in  some  locations  to  use  the  existing 
2-lane  highway  for  one-way  traffic 
and  to  construct  another  2-lane,  one- 
wa.y  traffic  roadway  adjacent  thereto. 
This,  in  many  cases,  provides  a  sepa- 
ration by  a  differential  in  grades.  In 
other  instances  the  new  roadway  is 
planned  to  preserve  the  existing  tree- 
rows  by  including  them  within  the 
separation  strip. 

All  roads  requiring-  four  lanes  or 
more  for  adequate  service  to  traffic 
will  ultimately  be  developed  into 
the  divided  type  of  roadway.  There 
may  be  exceptions  to  this  general 


Design 
Crete  pavem< 
strip. 


of    four 
nt  with 


lane   divided    highway    proposed    to    be   constructed    in    San    Diego.     Upper — Widening    of    Portland    cemi 
curbed  dividing  strip.     Lower — Widening  of  asphaltic    concrete    pavement    with    construction    of   curbed 


!nt    con- 
dividing 


iTwol 


(November  i9}7)  California  Hightvays  and  Public  Works 


Four-lane   divided    highway   construction    in    San    Bernardino    County    near   Colton.     Upper — Dividing    strip    off-centered    in    right 
of  way  with    resurfacing   of  old    pavement.     Lower — Dividing   strip   centered  upon  existing  pavement  which  is  widened  and  resurfaced. 


A  19.1  mile  section  of  divided  four-lane  highway  proposed  for  construction  in  Kern  County,  between  one  mile  north  of  Grape- 
vine and  ten  miles  south  of  Bakersfield.  Upper — A  wide  separation  strip  which  will  reduce  the  opposing  light  hazard  and  provide 
protection  to  cross  traffic  at  intersections.  Lower — Curbed  dividing  strip  where  right  of  way  width  is  restricted  and  approaching 
transition    to   three-lane    highway. 


State    highway    approaching    Long    Beach;    raised   white   arrows   in   center  dividing   strip. 

design  where  large,  long  bridges  or  would  create  a  hazard  or  be  a  hind-  vided  roadway  design  for  highways 

structures    are    involved    or    where  ranee    to    the    movement    of    traflBc  which   now   are   required   to   handle 

urban  development  has  reached  such  rather  than  an  asset.  traffic    exceeding   two    or    three-lane 

stages  that  the  divided  type  of  road  Tlie  adoption  of  the  four-lane  di-  capacity  or  which  will  ultimately  de- 


California  Highways  and  Public  Works  (November  isir) 


I  Three] 


Type   of   four-lane   divided    highway    used    on    route   through    Leucadia    in    San    Diego    County   showing    landscaping    of   center    strip. 


velop  into  that  class,  has  also  affected 
the  design  of  our  two  and  three-lane 
highways.  On  routes  where  future 
traffic  increase  will  require  a  multi- 
lane  road,  the  proposed  two-lane  or 
three-lane  roadway  is  being  so  de- 
signed as  to  permit  the  development 
into  a  divided  highway  section  with 
the  least  loss  of  existing  values  or  in- 
vestment. 

Two-lane  pavements,  being  con- 
structed now  and  sufficient  for  present 
traffic,  are  being  off-centered  w'ithin 
the  right  of  way,  and  sufficient  right 
of  way  widths  purchased  to  permit 
the  ultimate  construction  without  dis- 
turbing adjacent  improvement  when 
the  need  for  the  divided  multi-lane 
roadway  develops. 

Three-lane    pavements,    whose    ca- 


pacity is  estimated  at  double  that  of 
the  two-lane,  are  being  constructed 
as  part  of  the  program  of  progressive 
development  affording  both  increased 
capacity,  better  service  to  traffic,  and 
better  economic  adjustment  to  the 
funds  available. 

In  other  words,  we  are  providing 
a  better  facility  and  relief  from  con- 
gestion by  stage  construction  over 
longer  mileage  with  limited  funds 
which  are  insufficient  to  provide  the 
ultimate  improvement  now. 

In  the  design  of  these  three-lane 
pavements  are  incorporated  features 
which  make  it  readily  adaptable  to 
the  divided  multi-lane  type,  contem- 
plating principally  additional  im- 
provement and  little  or  no  revision 


occasioning  loss  of  the  first  improve- 
ment. The  parts  of  the  3-lane  road 
which  are  to  be  converted  or  revised 
are  of  light  and  relatively  cheap  con- 
struction and  even  that  has  salvage 
value. 

UNIT  RECENTLY  COMPLETED 

The  3-lane  highway  north  of 
Fresno,  recently  constructed,  is  of 
this  type.  The  two  outside  lanes  are 
Portland  cement  concrete  and  the 
inner  lane  is  of  lighter  intermediate 
material. 

The  outer  permanent  pavement 
lanes  carry  the  bulk  of  tlie  traffic 
load,  the  central  lane  is  used  pri- 
marily for  passing  purposes,  and, 
therefore,  less  frequently  and  by  the 
lighter,  faster  traffic  units. 

(Continued  on  page  20) 


021'  ROOD  MIK   SURFACING  „  „,_ 

^v  1  r "■ ' " "  "^'"^"^-^ — 1,    ,  "■> 


\-2.2S — : 


■i'l'-i-V- 


-j4- — 4- — -f — 4' h^ 


0.5'  CRUSHER  RUN  BASt- 


ROflO  MIX    SURFACING 


S"  CRUSHER  RUN  BASE 


Divided   four-lane   approaches   to   the    Redding    Subway    in    Shasta   County 


Divided  four-lane  proposed   in    Merced  County  near   Merced,  existing  highway  used  for  one  way  traffic  as  a  stage  construction. 


I Four 1 


(November  19)7)  California  Hightvays  and  Public  Works 


H.  A.  HOPKINS 


R.  S.   REDINGTON 


Highway  Commission  Personnel  Changes 


MEMBER  of  the  California 
Highway  Commission  since 
January,  1931,  its  chairman 
since  1932,  Harry  A.  Hopkins  of 
Taft,  Kern  County,  advanced  to  a 
higher  post  in  public  service  on  Octo- 
ber 15  when  he  was  chosen  by  Di- 
rector Earl  Lee  Kelly  of  the  Depart- 
ment of  Public  Works  to  be  assistant 
Public  Works  Director  and  received 
his  appointment  to  that  position 
from  Governor  Frank  P.  Merriam. 

Elevation  to  his  new  office  auto- 
matically made  Mr.  Hopkins  a  mem- 
ber of  the  California  Toll  Bridge 
Authority. 

Graduating  from  high  school  in 
Los  Angeles,  Mr.  Hopkins  entered  the 
oil  business  with  which  he  has  since 
been  continuously  connected.  Taking 
up  his  residence  in  Taft  in  1909,  Mr. 
Hopkins  helped  incorporate  that  city 
in  1910,  was  a  member  of  the  first 
board  of  trustees  there,  serving  for 
eight  y  ears,  and  then  was  elected 
mayor. 

{Continued  on  page  25) 


DESCENDANT  of  a  pioneer 
family  of  San  Francisco, 
H.  R.  Judah,  newspaper 
publisher  and  prominent  citizen  of 
Santa  Cruz,  member  of  the  Cali- 
fornia H  i  g  li  w  a  y  Commission  since 
May,  1936,  was  on  October  15  named 
by  Governor  Frank  F.  Merriam  to  be 
the  commission's  chairman,  succeed- 
ing Harry  A.  Hopkins. 

Born  in  Menlo  Park,  San  Mateo 
County,  Mr.  Judah  attended  St. 
Matthews  Military  Academy  for  ten 
years  and  then  entered  the  University 
of  California,  which  he  left  after  two 
years  to  associate  himself  with  the 
home  office  of  the  Northern  Commer- 
cial Company,  then  engaged  in  exten- 
sive commercial  business  on  the  Yu- 
kon River  in  Alaska. 

In  1905,  Mr.  Judah  went  into  the 
advertising  business  with  his  brother, 
F.  S.  Judah,  and  together  they  pur- 
chased the  Peck  and  Garrett  Com- 
pany, which  became  the  Peck-Judah 
Company,  nationally  known  advertis- 

(Continued  on  page  28) 


GALLED  into  public  service  by 
Governor  Frank  F.  Merriam, 
who  appointed  him  a  member 
of  the  California  Highway  Commis- 
sion on  October  15  to  till  the  vacancy 
created  by  the  resignation  of  Harry 
A.  Hopkins,  Robert  S.  Redington  of 
Los  Angeles  brings  to  his  new  post 
an  enthusiasm  for  good  roads  that  he 
has  had  for  years. 

A  native  of  Los  Angeles,  Mr.  Red- 
ington was  educated  in  the  public 
schools  of  that  city  and  for  the  past 
ten  years  has  been  engaged  in  the 
mortgage  and  real  estate  business 
there.  His  work  and  a  fondness  for 
traveling  have  taken  him  into  most 
of  the  various  sections  of  the  State 
aft'ording  him  an  opportunity  to  see 
and  study  the  highway  system  of  Cali- 
fornia. He  has  visited  many  states 
in  the  Union  and  toured  Europe  and 
the  Orient  always  finding  time  to  in- 
quire into  the  latest  highwa.v  con- 
struction methods  here  and  abroad. 
Mr.  Redington  has  been  exceedingly 

(Continued  on  page  20) 


California  Hightvays  and  Public  Works  (November  i9}7) 


iFivel 


This  photograph  of  Governor  Merriam's  official  party  was  taken  a  few  seconds  before  ribbon  stretched  across  Lone  Pine-Death 
Valley  Highway  was  parted  by  bullet.  Left  to  right,  front  row — Capt.  C.  Kane,  C.  C.  C;  Wm.  T.  Hart,  Highway  Commissioner; 
Edward  J.  Neron,  Deputy  Director  of  Public  Works;  Gov.  Merriam,  Harry  A.  Hopkins,  Assistant  Director  of  Public  Works;  Father 
J.  J.  Crowley.  Back  row — Jess  Hession,  Deputy  Attorney  General;  Earl  S.  Anderson,  Registrar  of  Contractors;  Fred  E.  Stewart, 
State  Board  of  Equalization;  Justus  S.  Craemer,  Building  and  Loan  Commissioner;  Wm.  A.  Chalfont,  Col.  John  White,  U.  S. 
National    Park    Service   towering    above    Geo.    Savage;    Roy    Boothe,    U.   S.    Forest    Supervisor. 

NEW  DEATH  VALLEY  HIGHWAY 


GLIJIAXING  a  three-day  cele- 
bration featured  by  a  pag- 
eantry of  the  past  that  never 
again  will  be  staged  in  the  West, 
Governor  Prank  F.  Merriam  on  Sun- 
day morning,  October  31,  ofiScially 
dedicated  the  first  ma.ior  unit  of  the 
Lone  Pine-Death  Valley  Highway, 
State  Route  190,  between  Lone  Pine 
and  Death  Valley  in  Inyo  County. 

Formal  opening  of  the  new  desert 
road  was  signalized  by  a  flash  that 
came  over  telegraph  wires  from  Presi- 
dent Roosevelt  in  Hyde  Park,  New 
York,  to  a  temporary  receiving  station 
set  up  beside  the  highway  at  its  junc- 
tion with  the  old  Darwin  Road,  for 


3'ears  a  terror  to  motorist.s  owing  to 
torrential  summer  cloudbursts  and 
the  tortuous  Zinc  Hill  Grade. 

Actual  completion  of  the  dedicatory 
ceremonies  took  place  at  Bad  Water, 
276  feet  below  sea  level  in  Death  Val- 
ley, where  at  sunset  clear  mountain 
water  carried  in  a  gourd  from  Lake 
Tulainyo,  12,865  feet  up  Mt.  Whitney, 
was  poured  into  the  brackish  slime  of 
Bad  Water  while  simultaneously  sig- 
nal fires  flared  up  on  peaks  from 
Death  Valley  to  Mt.  Whitney. 

California  never  has  witnessed  a 
more  colorful,  picturesque  and  un- 
usual celebration  than  that  which 
commemorated    the    opening    of    the 


Lone  Pine-Death  Valley  Highway. 
Participating  in  the  three-day  fiesta 
were  Paiute  Indians ;  several  descend- 
ants of  survivors  of  the  Jayhawker 
party  of  tragic  memory,  most  of  whose 
members  died  of  thii-st  on  the  sun 
baked  sands  of  Death  Valley  in  De- 
cember. 1849 ;  a  descendant  of  a  sur- 
vivor of  the  ill-fated  Donner  Party ; 
pioneer  desert  stage  drivers,  cowmen, 
mule  drivers,  railroad  men  and  pros- 
pectors, movie  actors  from  Holly- 
wood, state,  county  and  city  officials 
and  a  host  of  Inyo  county  citizens 
and  their  guests  from  near  and  far 
points. 

(Continued  on  pagre  S) 


ISixl 


(November  i9}7)  California  Hightvays  and  Public  Works 


Scenes   at   dedication   of    Lone   Pine-Death    Valley    Highway.      Upper — View    of    new    highway    leading    down     into     Panamint    Sink. 

Centei Gov.    Merriam,    rifle    in    hand,    rides    as    express    messenger    with    Driver   OIlie    Dearborn    on    Mt.    Whitney- Death    Valley    stage. 

Lower — Sam  Ball,  veteran  desert  prospector,  hands  gourd  of  water  from  Lake  Tularnyo  to  Gov.  Merriam  while  descendants  of  sur- 
vivors of  Jayhawker  Party  look  on.  Left  to  right — Henry  and  Frank  Doty,  sons  of  Capt.  Ed  Doty  of  Jayhawkers;  Mrs.  Melissa 
Lindner    and    E.    W.    Mecum,    secretary    of    Jayhawker    Association. 


California  Highways  and  Public  Works  (November  i9}7) 


[Seven] 


New  Death  Valley  Highway 


(Continued  from  page  6) 


The  celebration  began  at  dawn  on 
Friday  monuug-  when  Jerry  Emm, 
Paiute  Indian  runner,  tilled  a  gourd 
with  water  from  Lake  Tulainyo  and 
started  on  an  arduous  trip  down  Mt. 
Wliitne.y  to  Whitney  Portal,  fourteen 
miles  distant.  There,  late  in  the  af- 
ternoon, he  turned  the  gourd  over  to 
a  pony  express  rider,  Bert  Johnson, 
son  of  the  first  white  man  to  climb 
to  the  heights  of  Mt.  Whitney.  John- 
son raced  with  the  gourd  to  Lone 
Pine,  where  the  precious  water  re- 
ceptacle M^as  locked  in  a  bank  vault 
over  night. 

RELAYED   BY   PIONEERS'   KIN 

Early  Saturday  morning,  the  gourd 
was  placed  in  the  hands  of  Governor 
Merriam  wlio  turned  it  over  to  Sam 
Ball,  a  pioneer  prospector  who  still 
is  pursuing  his  desert  search  for  gold. 
Ball  strapped  the  gourd  to  the  back 
of  his  burro  and  carried  it  through 
Lone  Pine  to  an  ox-drawn  covered 
wagon  that  transported  pioneers 
across  the  continent  in  '49.  While 
Henry  Doty  of  Buellton,  his  brother 
Prank  Doty  of  Santa  Barbara,  sons 
of  Capt.  Ed.  Doty  of  the  Jayhawker 
Party,  and  E.  W.  Meeum,  secretary 
of  the  Jayhawker  Association, 
proudly  looked  on,  young  Sidney 
Doty,  grandson  of  Capt.  Doty,  re- 
ceived the  gourd  from  Sam  Ball  and 
handed  it  to  Miss  Josephine  Breen 
of  Ilollister,  descendant  of  a  survivor 
of  the  Donner  Party. 

In  the  covered  wagon,  Miss  Breen 
rode  to  a  point  several  miles  out  of 
Lone  Pine  where  Johnny  0  'Keef e, 
veteran  mule  skinner,  awaited  with 
his  Twenty  Mule  Team,  which  he  said 
never  would  be  harnessed  again. 
Miss  Breen  entrusted  the  gourd  to 
O'Keefe,  who  took  it  several  miles 
distant  to  where  Ollie  Dearborn,  76- 
year  old  driver  of  the  ancient  Mt. 
Whitney-Death  Valley  stage,  was 
waiting  with  old  Joel  Hart,  first  stage 
driver  to  cross  Death  Valley,  as  a 
passenger. 

GOVERNOR    PLAYS    GUARD 

O'Keefe  delivered  the  water  to 
Dearborn,  Governor  Merriam  climbed 
into  the  seat  beside  the  driver,  took 
over  the  rifle  and  the  job  of  express 
messenger,  and  the  stage  was  off  at 


Gov.    Merriam    draws    bead    on  ribbon 

barrier,     severing      of      which      by  bullet 

officially  opened  Lone  Pine-Death  Valley 
Highway. 

full  .speed  to  connect  with  a  special 
train,  the,  Slim  Princess,  consisting 
of  a  wheezy  locomotive,  time-worn 
baggage  ear  and  three  dilapidated 
coaches,  all  of  which  have  served  the 
desert  country  since  1860. 

The  train  was  brought  out  of  retire- 
ment for  a  final  run  in  celebration  of 
the  occasion.  With  J.  M.  Henry,  vet- 
eran engineer  at  the  throttle,  and 
Governor  Merriam  and  his  party  and 
three  carloads  of  invited  guests  in 
the  coaches,  the  special  made  the  run 
to  Keeler,  famous  old  mining  town. 
Henry  was  custodian  of  the  gourd 
during  the  trip.  Jess  Hession,  Dep- 
uty Attorney  General,  who  as  a  youth 
was  a  brakeman  on  the  Slim  Princess, 


donned  a  brakeman 's  cap  and  tilled 
his  former  job  while  Fred  Stewart, 
member  of  the  State  Board  of  Equali- 
zation, who  is  proud  of  the  fact  that 
he  once  was  a  section  hand,  gave  his 
approval  to  the  condition  of  the 
roadbed. 

TRANSFERRED  TO  AUTO 

The  gourd  remained  overnight  at 
Keeler.  Early  Sunday  morning  it 
was  transferred  to  a  streamline  auto- 
mobile and  taken  to  the  point  of  dedi- 
cation, where  Governor  Merriam, 
Deputy  Director  of  Public  Works  Ed- 
ward J.  Neron,  representing  Public 
Works  Director  Earl  Lee  Kelly;  Col. 
John  R.  White  of  the  National  Park 
Service ;  Roy  Boothe,  U.  S.  Forest 
Service,  and  others  spoke  briefly. 

By  auto  the  water  gourd  was  trans- 
ported to  Panamint  Sink  where  it  was 
flown  over  Telescope  Peak  to  Furnace 
Creek  in  Death  Valley,  later  being 
taken  by  air  to  Bad  Water.  Here 
was  held  the  ceremony  of  the  Wed- 
ding of  Waters. 

To  Father  John  J.  Crowley  of  Lone 
Pine  goes  the  greatest  measure  of 
credit  for  the  successful  staging  of 
the  celebration.  He  and  his  commit- 
tee worked  for  weeks  arranging  the 
details  of  the  unusual  pageant,  and 
the  rodeos,  barbecues,  parades  and 
other  events  of  the  fiesta. 

With  the  conclusion  of  these  dedi- 
catory ceremonies  was  signalized  the 
formal  opening  of  the  first  major 
unit  of  the  Lone  Pine-Death  Valley 
highway  which  make  more  accessible 
two  famous  spots  in  Inyo  County,  Mt. 
Whitney,  the  tallest  peak  in  the 
Unitod  States,  and  Bad  Water  in 
Death  Valley,  the  lowest  spot  on  the 
American  continent. 

The  area  traversed  by  this  highway 
yearl_y  attracts  thousands  of  pleasure 
seekers  from  all  points  of  the  world, 
intrigued  bj'  the  rugged  Sierras,  the 
desolate  wastes  of  Death  Valley  and 
the  romantic  interest  of  Cerro  Gordo, 
Darwin,  Panamint  City,  Ballarat, 
Skidoo,  Ryan,  the  old  Borax  Worlds, 
Stovepipe  Wells  and  the  famous  Fur- 
nace Creek  Ranch  with  its  ultra  mod- 
ern successor,  the  Furnace  Creek  Inn. 

With  the  completion  of  the  valuable 
highway  work  now  being  undertaken 
witliin  the  confines  of  the  Death  Val- 


[Eight] 


(November  19)7)  California  Hightvays  and  Public  Works 


ley  National  ]\Ioniniieiit  by  the  Na- 
tional Park  Service,  and  construction 
work  by  the  State  of  Nevada  adjacent 
to  the  Monument 's  easterly  boundary, 
access  will  be  afforded  to  the  main 
north  and  south  highway  in  the 
Nevada  Highway  system  extending 
from  Reno  to  Las  Vegas. 

"When,  in  1933,  the  Lone  Pine-Death 
Valley  route  was  made  a  secondary 
highway  in  the  State  system,  it  was 
narrow  and  crooked  with  steejj 
grades,  little  more  than  a  desert  trail 
broken-in  by  the  variegated  traffic  of 
emigrant  trains,  multi-teamed 
fi-eighters,  pro,speetoi-s '  burros,  anil 
occasional  stages. 

IDEAL    WINTER    CLIMATE 

A  territory  that  had  been  a  living- 
horror  to  El  Dorado  bound  emigrants, 
b.v  the  very  weirdness  of  its  fantastic 
formation,  drew  prospectors  to  search 
its  vast  waste  for  mineral  wealth, 
leading  to  the  discovery  of  valuable 
deposits  of  lead,  silver,  soda,  potash 
and  boi-ax.  With  the  ever  increasing 
number  who  penetrated  this  desert 
region  came  the  i-ealization  that  here 
was  a  land  which,  though  summer 
temperatures  soar  to  140  degrees,  is 
an  ideal  winter  recreational  area  with 
mild,  warm  days  and  cool  nights. 

Recently  developed  resorts,  such  as 
Stove  Pipe  Wells,  Furnace  Creek  Inn, 
and  others,  have  attracted  winter 
toui-ists  in  such  numbers  that,  to- 
gether with  the  need  of  mines  and 
mills,  improvement  of  roads  into  the 
region  became  a  state-wide  respon- 
sibility. As  soon  as  possible  after 
the  highway  from  Lone  Pine  across 
the  valley  became  a  State  route,  the 
Division  of  Highwa.vs  began  widening 
and  improving  the  old  road  with 
maintenance  equipment  until  such 
time  as  ma,jor  reeon.struction  could 
be  started  and  a  modern  highway 
should  replace  the  old  trail. 

EIGHT  CONTRACT  IMPROVEMENTS 

In  addition  to  the  continual  opera- 
tions of  the  maintenance  forces,  the 
Division  of  Highwa.vs  has  performed 
work  under  eight  contracts  since  the 
spring  of  1934,  amounting  to  about 
$140,000  and  providing  for  shaping, 
oiling,  and  surfacing  on  nearly  150 
miles  of  road  to  give  better  facilities 
to  traffic. 

Included  in  these  contracts  was  the 
realignment  of  the  road  from  2  miles 
east  of  Lone  Pine  to  1  mile  east  of 
Owens  River,  with  a  new  timber 
bridge  across  the  river.  This  work  pro- 
vided   for    1.7    mile«    of    new    road. 


Building  for 

Highway  Safety 

Recent  pronouncements  of 
the  State  Division  of  Highways 
with  regard  to  safety  factors  in 
highway  building  merit  the 
hearty  acclaim  of  California 
motorists.  The  policy  of  build- 
ing highways  so  that  they  may 
more  safely  handle  modern 
high-speed  traflBc  has  not  only 
been  declared,  but  is  actually 
being  put  into  effect.  Center 
construction  dividing  the  op- 
posing streams  of  trafiBc  on  mul- 
tiple-lane highways  has  been 
adopted  for  the  new  Altamont 
Pass  highway.  There  are  other 
notable  instances  of  the  kind. 
Further,  the  standard  traflBc 
lane  width  will  henceforth  be 
eleven  feet  instead  of  ten. — 
Motorland. 


graded  24  feet  wide.  Also  in  this 
jirogram  was  the  line  change  on  the 
2  miles  between  8  miles  southeast  of 
Keeler  and  Centennial  Wash,  elimi- 
nating a  hazardous  stretch  of  one- 
way road ;  and  the  surface  treatment 
of  a  total  of  54  miles  from  the  west- 
erly edge  of  Panamint  Sink  to  3  miles 
west  of  the  westerly  boundary  of 
Death  Valley  Monument  and  between 
Death  Valley  Junction  and  the  San 
Bernardino  County  line. 

DANGEROUS    GRADE    ELIMINATED 

The  first  major  reconstruction 
planned  by  the  State  provided  for 
elimination  of  that  portion  of  the  old 
road  known  as  Zinc  Hill  Grade,  which 
extended  down  Darwin  Wash  to  the 
westerl.y  edge  of  Panamint  Sink.  In 
1934  reconnaissance  surveys  were  be- 
gun in  the  high  plateau  country  north 
of  the  town  of  Darwin.  As  the  only 
trails  in  the  jagged  array  of  moun- 
tains in  this  territory  were  those  made 
by  burros  and  wild  horses,  leading 
nowhere,  most  of  this  survey  was 
made  on  foot. 

Reconnoitering  the  easterly  por- 
tion of  the  plateau  was  comparatively 
simple  but  the  greatest  of  difficulty 
was  experienced  in  the  selection  of  a 
suitable  route  descending  the  2000 
feet  to  the  floor  of  Panamint  Sink. 
To  overcome  this  difference  in  eleva- 
tion with  a  line  of  satisfactory  grad- 
ient necessitated  a  curving  alignment 


hanging  to  lava  rims,  dodging  basalt 
cliffs,  and  skirting  cinder  cones, 
through  the  vari-colored  grandeur  of 
Rainbow  Canyon  to  join  the  existing 
road  at  the  mouth  of  Darwin  Wash. 

ARDUOUS  ENGINEERING  TASK 

Staking  in  the  preliminary  line  was 
found  to  be  even  a  more  arduous 
task  than  the  reconnaissance.  While 
the  first  six  miles  progressed  rapidly, 
on  much  of  the  survey  it  was  neces- 
sary to  drive  to  the  foot  of  the  escarp- 
ment on  the  westerly  edge  of  the  sink 
and  tortuously  climb  the  2000  feet 
to  the  rim  carr;v'ing  all  the  para- 
phernalia of  a  survey  party,  includ- 
ing the   precious  canteens  of  water. 

But  with  all  these  difficulties  it  was 
possible  to  lay  out  a  highway  to  be 
constructed  to  present  day  engineer- 
ing standards  and  capable  of  carry- 
ing a  large  volume  of  modern  traffic. 

Between  the  connection  with  the 
old  road  northwest  of  Darwin  and 
the  junction  at  the  mouth  of  Darwin 
Wash  it  was  possible  to  reduce  the 
distance  from  20  miles  to  17.6  miles 
and  at  the  same  time  lay  a  maximum 
grade  of  7.3%  and  a  ruling  grade 
down  Rainbow  Canyon  of  only  6.5% 
as  against  a  maximum  of  19%,  with 
much  over  15%,  on  the  old  road  down 
Zinc  Hill  in  Darwin  Wash. 

173  CURVES  ABOLISHED 

On  the  old  road  there  were  245 
curves,  totaling  over  12,000  degrees 
of  curvature  and  with  a  minimum 
radius  of  30  feet,  while  on  the  new 
road  only  72  curves  were  necessary 
with  total  curvature  of  4,100  degrees 
and  a  minimum  radius  held  to  200 
feet.  Considerable  portions  of  the  old 
highway  were  one-way  road  but  the 
new  routing  provides  a  24-foot  road- 
way. 

The  contract  for  construction  of 
this  new  highway  leading  from  the 
west  to  Death  Valley  was  awarded  to 
the  Peninsula  Paving  Company  on 
December  22,  1936,  and  on  January 
12,  1937,  the  first  equipment  was 
moved   on  to  the  job. 

The  estimated  cost  of  the  17.6 
miles  of  new  road  will  be  about 
$182,000.  A  contract  for  oiling  this 
new  section  of  highway  was  awarded 
on  October  20,  1937,  at  the  cost  of 
$10,500. 


"Your  doctor's  out  here  with  a  H;U  tire." 
"Diagnose  the  ease  as  flatulency   nf  the 
perimeter,  and  charga  him  accordingl.v,"  or- 
dered the  garage  man.     "That's  the  wa.v  he 

docs." 


California  Hightvays  and  Public  Works  (November  1937) 


[Nine] 


Governor  Merriam  Dedicates 
El  Cajon  Divided  Highway  Unit 


By  E.  E.  WALLACE,  District  Engineer 


FEATURED  by  one  of  the  •■•reat- 
pst  civic  celebrations  in  the 
city's  history,  a  gala  occasion 
liighlighted  by  a  parade  in  whieli  1500 
persons  participated  and  two  dedica- 
tory addresses  by  Governor  Prank  F. 
Merriam,  8an  Diego's  $600,000  El 
Cajon  Boulevard  was  officially  opened 
to  traffic  on  Friday  night.  October  15. 

El  Cajon  Boulevard  is  the  entrance 
of  the  U.  S.  Transcontinental  Route 
SO  into  San  Diego,  which  is  its  west- 
ern terminus. 

ilore  than  40.000  jiersons  lined  the 
new  thoroughfare  from  Texas  Street 
to  Euclid  Avenue  to  witness  the  ])a- 
rade.  Arriving  at  Texas  Street  and 
El  Cajon  Boulevard  at  7.30,  Governor 
Merriam.  Hanked  by  Vice  Mayor  Ad- 
dison Housli,  Director  of  Pulilic 
Works  Earl  Lee  Kelly  and  James 
Robbins.  president  of  the  El  Cajon 
Boulevard  Civic  Association,  cut  a 
ribbon  barrier  stretched  across  the 
new  higliway  and  then  pulled  a 
switch  which  illuminaited  70  orna- 
mental lights  along  the  three-mile 
.stretch  of  the  boulevard,  and  was  the 
signal  for  the  .start  of  a  roller  .skating 
race  over  the  smooth  pavement  course. 

The  Governor  then  crowned  Miss 
Katherine    Hunter    as    queen    of    the 


While  Director  of  Public  Works  Earl  Lee  Kelly,  center,  and  James  A.  Robbins, 
president  of  El  Cajon  Boulevard  Civic  Association,  right,  look  on.  Governor  Mer- 
riam   pulls   switch    illuminating    new    El    Cajon    Boulevard    in    San    Diego. 


celebration  and  with  his  official  party 
led  a  two-hour  parade  at  the  conclu- 
sion  of  whieli  final  dedicatory  cere- 


This  picture  was  taken  during  excavation  of  unsuitable  sub'grade  soil  and  abandoned 
pipe  lines  on    El  Cajon   Boulevard. 


monies  were  held  in  the  Hoover  High 
School  stadium. 

In  his  address,  the  Governor  said 
that  El  Cajon  Boulevard  indicated 
the  trend  in  modern  highway  build- 
ing toward  separated  highways  which 
are  highly  beneficial  to  traffic  and 
commendable  because  they  decrease 
pedestrian  hazards. 

"I  am  happy  to  be  here,"  the  Gov- 
ernor said.  "This  is  one  of  the  best 
highways  in  the  State  of  California, 
I  am  not  saying-  that  just  to  flatter 
you  San  Diegans — I  am  saying  it  be- 
cause it  is  the  truth.  I  bring  to  you 
the  congratulations  of  the  State. 
The  city,  county  and  federal  govern- 
ments must  all  be  given  their  share 
of  credit  for  their  part  in  the  proj- 
ect. I  congratulate  you  on  comple- 
tion of  a  great  civic  undertaking." 

Senator  Ed  Fletcher  introduced  the 
Governor.     Other  speakers  were  :  Ad- 


iTenl 


(November  19S7)  California  Highways  and  Public  Works 


(Ill  Iloush.  vice  mayor;  Walter 
11(111.  c-liainuaii  of  the  board  of  su- 
visors;  ^lilton  Heller,  acting;  presi- 
it  of  the  chamber  of  commerce; 
Charles  Davis,  iiresident  of  the  junior 
chamber  of  commerce ;  Capt.  Paul 
Blackburn,  commandant  of  the  Xava 
Trainint;-  Station ;  ^laj.  Gen.  Louis 
Little,  commanding  the  fleet  marine 
corps;  ^la.].  Gen.  Harry  ilorehead. 
California  National  Guard  Adjutant 
General ;  Harry  A.  Hojikins,  retiring 
chairman  of  the  California  State 
Higliway  Commission,  and  newly  ai)- 
pointed  Assistant  Director  of  the  De- 
partment of  Public  Works,  and  Earl 
Lee  Kelly,  Director  of  Public  Works 
of  California. 

El  Cajon  Boulevard  was  origina 
laid  out  with  ample  width,  being  11.") 
feet  between  curbs  for  a  portion  of  its 
length.  The  progressive  development 
of  this  boulevard  had  not  previously 
allowed  for  the  very  pom'  adobe  sub- 
soil conditions  encountered  through- 
out its  entire  length,  consequently  the 
pavement  was  badly  distorted. 

During  the  preparation  of  plans 
for  improvement,  a  thorough  study 
of  existing  subgrade  soils  was  made 


These  views   of   El   Cajon    Boulevard    in   San    Diego   graphically   show  the  width  of  this  new  highway  and  the  ornamental   divided  strip 

which  also  affords  a  safety  zone  for  pedestrians. 


California  Highivays  and  Public  Works   (November  1937) 


[Eleven! 


at  the  district  laboratory,  resulting  in 
the  discovery  tliat  the  shrinkage  of 
the  soil  was  more  than  three  times 
the  allowable  limit  and  that  the  mois- 
ture content  was  as  high  as  20  per 
cent,  caused  partly  by  leaking  water 
mains  and  by  inadequate  drainage. 

The  above  conditions  required  cor- 
rection liefore  the  repaving  eouhl  be 
accomplished,  and  resulted  in  a  rather 
expensive  project.  With  tlie  cooper- 
ation of  city,  federal  and  State 
authorities,  approximately  $340,000 
was  expended  in  providing  proper 
drainage  under  and  along  three  miles 
of  El  Ca.ion  Boulevard,  and  remov- 
ing the  12-inch  water  main  from  the 
center  to  the  sides  of  the  street. 

After  the  drainage  work  was  com- 
pleted, a  contract  was  awarded  for 
the  grading  and  paving  project  on 
the  same  three-mile  section. 

LARGE    EXCAVATION    JOB 

The  poor  subgrade  condition  was 
corrected  by  removing'  47,000  cubic 
yards  of  material  from  the  central 
50  feet  of  the  road  and  replacing  the 
subgTade  soil  with  a  selected  disin- 
tegrated granite  which  had  to  be 
transported  approximately  three 
miles  to  the  site. 

Unfortunately,  this  work  was  in 
progress  during  one  of  the  wettest 
winters  encountered  and  this  condi- 
tion somewhat  complicated  our  con- 
struction problems  and  added  to  the 
inconvenience  of  the  adjacent  prop- 
ei'ty  owners  and  business  men.  These 
people  who  were  represented  by  the 
El  Cajon  Boulevard  Civic  Associa- 
tion overlooked  many  disagreeable 
and  unavoidable  conditions,  and  as- 
sisted the  district  forces  in  every  way 
possible. 

PROVIDES  PEDESTRIAN  ISLANDS 

The  final  improvement  provides  a 
fine  divided  highway  consisting  of 
two  one-way  traffic  lanes  22  feet  wide 
on  each  side  of,  and  separated  by,  a 
raised  and  curbed  dividing  strip  6 
feet  in  width.  Pedestrian  islands  are 
constructed  on  both  sides  of  most  of 
tlie  street  intersections,  utilizing  a 
white  Portland  cement  concrete.  The 
islands  are  of  sufficient  height  and 
width  to  provide  a  refuge  for  pedes- 
trians and  should  assist  in  reducing 
the  number  of  serious  accidents  which 
liave  occurred  involving  pedestrians 
attempting  to  cross  the  wide  boule- 
vard which  has  heretofore  been  in- 
adequately lighted. 

The  city,  county  and  State  then 
cooperated    in   providing   cable   con- 


Approximately    $340,000    was    spent    in    providing     proper    drainage    under    and    along 
three    miles   of    El    Cajon    Boulevard.      This   picture   was   taken    during    construction. 


duits,  light  standards  and  lights  for 
each  of  the  pedestrian  i.slands. 

The  grade  of  the  new  pavement 
was  placed  a  little  higher  than  the 
adjacent  sides  to  provide  for  the  re- 
surfacing of  the  roadside  adjacent  to 
tlie  new  pavement  and  a  bituminous 
premix  was  used  to  smooth  out  the 
irregularities  and  has,  at  least  tem- 
porarily, provided  a  smooth  surface 
adjacent  to  the  new  highway. 

TRAFFIC  GREATLY  INCREASED 

The  paving  project  cost  $312,000 
and   furnished    62,000   hours   of   em- 


ployment to  local  labor  and  has  re- 
sulted in  a  fine  highway  which  has 
already  greatly  increased  the  traffic 
on  this  boulevard. 

The  final  climax  of  this  project  was 
the  elaborate  and  colorful  opening 
which  took  place  on  the  evening  of 
October  15  when  Governor  Merriam 
dedicated  the  new  boulevard  and  the 
Highway  Commission  participated  in 
the  parade  and  exercises  which  re- 
sulted from  tlie  carefully  planned  and 
wliole-hearted  cooperation  of  the  El 
Cajon  Boulevard  Civic  Association 
and  tlie  citv  authorities  of  Sail  Dieao. 


Captain  George  T.  Gunston  Wins  Promotion 


In  recognition  of  fifteen  years  of 
efficient  service  to  the  State,  Captain 
George  T.  Gunston,  Disbursing  Officer 
of  the  Department  of  Public  Works, 
on  October  26  was  promoted  by  Direc- 
tor of  Public  Works  Earl  Lee  Kelly 
to  the  post  of  Administrative  Assist- 
ant to  Edward  Hyatt,  State  Engineer 
and  chief  of  the  Division  of  Water 
Resources,  succeeding  the  late  John  J. 
Haley,  Jr. 

Capt.  Gunston  entered  the  employ 
of  the  State  on  September  5,  1922,  as 
Personnel  Clerk  and  Assistant  Secre- 
tary of  the  California  Highway  Com- 
mission. In  July,  1923,  he  was  ap- 
pointed Disbursing  Officer  of  the  De- 
partment of  Public  Works,  a  position 
held  until  his  elevation  to  his  new 
job. 

Born  in  Tacoma,  Washington, 
Capt.  Gunston  gave  up  the  idea  of 


entering  college  when  it  appeared  the 
United  States  would  enter  the  World 
War  and  enlisted  in  the  Washington 
National  Guard  in  February,  1917. 
He  was  sworn  into  Federal  service  in 
June  of  that  year  and  later  attended 
Officers'  Training  School  at  Fortress 
Monroe,  Virginia,  where  he  earned  a 
commission  as  second  lieutenant. 

Discharged  from  service  in  Decem- 
ber, 1918,  Capt.  Gunston  came  to 
California  and  attended  the  Univer- 
sity of  California  1919-1920  and 
then  transferred  to  the  University  of 
Washington.  From  1923-1926,  Mr. 
Gunston  was  second  lieutenant,  Fi- 
nance Reserve.  On  June  14,  1926,  he 
was  commissioned  first  lieutenant. 
Field  Artillery,  California  National 
Guard,  and  later  was  given  command 
of  Battery  D,   143d   Field   Artillerv. 


[Twelve] 


(November  19S7)  California  Hightvays  and  Public  Works 


Quarterly  Gas  Tax  Distribution  to  Cities 

THE  third  quarterly  apportioomeut  of  the  ^-cent  gasoline  tax  allocation  under  the  Streets  and  Highways  Code 
was  distributed  to  the  cities  in  October  for  expenditure  only  on  streets  of  major  importauee. 
A  further  apportionment  of  an  equal  amount  will  be  made  to  the  cities  under  Section  203  for  expenditure  on 
State  highways  within  the  cities  to  be  expended  under  the  supervision  and  control  of  the  State  Division  of  Highways. 
This  money  is  not  available  to  the  cities  until  contracts  have  been  entered  into  for  the  proposed  work. 

In  accordance  with  the  provisions  of  section  198  of  the  Streets  and  Highways  Code,  payment  of  the  apportion- 
ment will  be  made  to  the  cities  to  which  expenditures  have  been  delegated  in  the  proportion  of  their  pro  rata  share, 
and  which  have  created  a  Special  Gas  Tax  Street  Improvement  Fund  to  receive  the  payment.  Payment  to  cities  which 
have  not  submitted  their  annual  budget  will  be  deferred  until  the  project  statement  has  been  received  and  the  project 
agreement  fully  executed.    The  distribution  for  improvement  of  streets  of  major  importance  is  as  follows: 


City 
Del   Norte  County: 
Crescent   City 

Humboldt  County: 

Areata     

Blue    Lake 

Eureka     

Ferndale 

Fortuna 

Trinidad    


Totals    .. 

Lake  County: 
Lakeport     _ 


Mendocino   County: 

Fort    Bragg    

Point   Arena 

Ukiah 

Willlts   


Totals 

Totals    District    l_ 


Lassen  County: 
Susanville    


Modoc  County: 
Alturas    


Shasta  County: 
Redding     

Siskiyou  County: 

Dorris    

Dunsmuir 

Etna 

Fort  Jones  

Montague 

Mt.  Shasta 

Tulelake    

Yreka 


Totals 


Tehama   County: 

Corning 

Red    Bluff 

Tehama 


Totals    

Totals   District    11. 


District  I 


Population 
1,720 


1,709 

555 

15,752 

889 

1,239 

107 

20,251 


1,318 


7,955 


District  II 


1,358 
2,338 
4,188 


762 

2,610 

379 

302 

507 

1,009 

300 

2,201 


8,070 


1,377 

3,517 

190 


5,084 


Amount 
$417.24 

$414.58 
134.63 

3,821.19 
215.66 
300.56 
25.96 

$4,912.58 
$319.73 


3,022 

$733.09 

385 

93.40 

3,124 

757.83 

1,424 

345.44 

21,038 


$1,929.76 
$7,579.31 


$329.43 


$567.16 


$1,015.94 


$184.85 
633.14 
91.94 
73.26 
122.99 
244.77 
72.78 
533.93 

$1,957.66 


$334.04 
853.17 
46.09 

$1,233.30 

$5,103.49 


District  III 


City 
Butte  County: 

Biggs    

Chico    

Gridley     

Oroville   


Totals    

Colusa  County: 

Colusa 

Williams 


El   Dorado  County: 
Placerville    


Glenn   County: 

Orland 

Willows 


Totals    

Nevada  County: 
Grass  Valley  . 
Nevada   City   . 

Totals    


Placer  County: 

Auburn    

Colfax    

Lincoln    

Rocklin    

Roseville     


Totals    

Sacramento  County: 
North  Sacramento 
Sacramento    


Sierra  County: 
Loyalton 

Sutter  County: 
Yuba    City    __ 

Yolo  County: 

Davis    

Winters 

Woodland 


463 
7,961 
1,941 
3,698 


14,063 


2,116 
869 


2,985 
2,367 


1,195 
2,024 


3,219 


3,817 
1,701 


5,518 


2,661 
912 

2,094 
724 

6,425 


12,816 


2,097 
93,750 


Totals 


95,847 


3,605 


1,243 

896 

5,569 


7,708 


$112.32 

1,931.21 

470.86 

897.08 

$3,411.47 

$513.31 
210.80 

$724.1 1 

$574.20 

$289.89 
490.99 

$780.88 

$925.94 
412.64 

$1,338.58 

$645.52 

221.24 

507.97 

175.63 

1,558.60 

$3,108.96 

$508.70 
22,742.29 

$23,250.99 

$203.04 

$874.52 

$301.53 

217.36 

1,350.95 

$1,869.84 


California  Highways  and  Public  Works  (November  m?) 


[Thirteen] 


Quarterly  Gas  Tax  Paid  Cities  to  Improv 


District  III — Continued 

City  Population 
Yuba  County: 

Marysville    5,763 

Wheatland   479 

Totals    6,242 

Totals    District    III 155,207 

District  IV 

Alameda   County: 

Alameda    35,033 

Albany     8,569 

Berkeley     82,109 

Emeryville     2,336 

Hayward     5,530 

Livermore     3,119 

Oakland     284,063 

Piedmont    9,333 

Pleasanton     1,237 

San     Leandro    11,455 

Totals    442,784 

Contra    Costa   County: 

Antioch   4,508 

Concord     1,125 

El    Cerrito    3,870 

Hercules 392 

Martinez     6,809 

Pinole    781 

Pittsburg     9,610 

Richmond     20,189 

Walnut    Creek    1,014 

Totals    48,298 

Marin  County; 

Belvedere    500 

Corte   Madera 1,027 

Fairfax    2,925 

Larkspur    1,241 

Mill    Valley    4,164 

Ross     1,355 

San    Anselmo    4,650 

San    Rafael    8,022 

Sausalito     3,667 

Totals    27,551 

Napa  County: 

Calistoga    1,000 

Napa    6,437 

St.    Helena   1,582 

Totals    9,019 

San    Francisco    County; 

San    Francisco    634,394 

San    Mateo    County: 

Atherton   1,324 

Bay  Shore  1,149 

Belmont    999 

Burlingame    13,270 

Daly  City 8,435 

Hillsborough     1,891 

Lawndale     369 

Menio   Park   2,254 

Redwood    City    8,962 

San    Bruno    3,610 

San    Carlos    1,132 

San    Mateo 13,456 

South    San    Francisco 6,193 

Totals    63,044 

I  Fourteen! 


$1,398.01 
116.20 


$37,650.80 


$8,498.45 

2,078.71  . 

19,918.36 

566.68 

1,341.49 

756.62 

68,909.25 

2,264.04 

300.08 

2,778.80 

$107,412.49 

$1,093.57 

272.91 

938.80 

95.09 

1,651.76 

189.46 

2,331.23 

4,897.54 

245.98 

$11,716.31 

$121.29 

249.13 

709.56 

301.05 

1,010.12 

328.70 

1,128.02 

1,946.01 

889.56 

$6,683.44 

$242.58 

1.561.52 

383.77 

$2,187.87 

$153,894.09 

$321.18 

278.73 

242.34 

3,219.09 

2,046.20 

458.73 

89.51 

546.79 

2,174.04 

875.73 

274.61 

3,264.22 

1,502.32 

$15,293.49 


District  IV — Continued 

City  Population 
Santa  Clara  County: 

Alviso 381 

Gilroy     3,502 

Los    Gatos    3,168 

Morgan    Hill    908 

Mountain    View   3,308 

Palo    Alto    13,835 

San    Jose    62,022 

Santa    Clara    6,302 

Sunnyvale    3,094 

Totals    96,52Q 

Santa  Cruz  County: 

Santa    Cruz    14,395 

Watsonville     8,641 

Totals    23,036 

Sonoma   County: 

Cloverdale    759 

Healdsburg    2,296 

Petaluma    8,245 

Santa    Rosa   10,636 

Sebastopol      1,762 

Sonoma      980 

Totals    24,678 

Totals    District    IV 1,369,324 

District  V 

Monterey   County: 

Carmel     2,260 

King    City    1,483 

Monterey    9,141 

Pacific    Grove    5,558 

Salinas    10,464 

Soledad     594 

Totals    29,500 

San   Benito  County; 

Hollister     3,757 

San  Juan   Bautista 772 

Totals    4,529 

San   Luis  Obispo  County: 

Arroyo    Grande    892 

Paso    Robles    2,573 

San    Luis  Obispo 8,276 

Totals    11,741 

Santa  Barbara  County: 

Lompoc     2,845 

Santa    Barbara    33,613 

Santa    Maria    7,057 

Totals    43,515 

Totals    District    V 89,285 

District  VI 

Fresno  County; 

Coalinga   2,851 

Clovis    1,316 

Firebaugh     506 

Fowler     1,171 

Fresno     52,876 

Kingsburg    1,322 

Parlier    564 

Reedley     2,589 

Sanger  2,967 


$92.42 
849.53 
768.51 
220.27 
802.47 

3,356.15 
15,045.57 

1,528.77 
750.56 

$23,414.25 

$3,492.01 
2,096.17 

$5,588.18 

$184.12 

556.97 

2,000.11 

2,580.13 

427.44 

237.73 

$5,986.50 

$332,176.65 


$548.24 
359.75 
2,217.46 
1,348.29 
2,538.40 
144.10 

$7,156.24 

$911.39 
187.28 

$1,098.67 

$216.38 

624.17 

2,007.63 

$2,848.18 

$690.15 
8,153.99 
1,711.92 

$10,556.06 

$21,659.15 


$691.61 
319.24 
122.75 
284.07 
12,826.89 
320.70 
136.82 
628.05 
719.75 


(November  19 }7)  California  Hightvays  and  Public  Works 


lajor  Streets  Other  Than  State  Highways 


District  VI — Continued 


City 
San   Joaquin 
Selma     


Totals 


Kern   County: 
Bakersfield 

Delano 

Maricopa     __ 

Taft    

Tehachapi    _ 

Totals    

Kings  County: 
Corcoran     _. 

Hanford    

Lemoore 


Totals    

Madera  County: 

Chowchilla 

Madera    


Totals    

Tulare  County: 

Dinuba 

Exeter   

Lindsay     

Porterville    

Tulare    

Visalia     


Totals 


Totals    District    V!_ 


Population 

163 

3,047 

69,372 

26.015 

2,632 

1,071 

3,442 

736 

33,896 

1,768 
7,028 
1,399 


847 
4,665 

5,512 

2,968 
2,685 
3,878 
5,303 
6,207 
7,263 

28,304 

147,279 


District  VII 


Los    Angeles    County: 

Alhambra    

Arcadia    

Avalon 

Azusa     

Bell     

Beverly    Hills    

Burbank    

Compton    

Covina     

Culver  City   

Claremont     

El    Monte    

El    Segundo    

Gardena     

Glendale    

Glendora 

Hawthorne     

Hermosa   Beach 

Huntington  Park 

Inglewood 

La    Verne    

Long    Beach    

Los    Angeles    

Lynwood , 

Manhattan    Beach    _. 

Maywood    

Monrovia     

Montebello   

Monterey  Park 

Pasadena    

Pomona 

Redondo    Beach    

San   Fernando  

San    Gabriel    


29,472 

5,216 

1,897 

4,808 

7,884 

17,429 

16,662 

12,516 

2,774 

5,669 

2,719 

3,479 

3,503 

7,044 

62,736 

2,761 

6,596 

4,796 

24,591 

21,421 

2,860 

142,551 

1,240,575 

7,323 

1,891 

6,794 

10,890 

5,498 

6,406 

76,362 

20,804 

9,347 

7,567 

7,299 


$39.54 
739.15 


$16,828.57 

$6,310.83 
638.48 
259.81 
834.98 
178.54 

$8,222.64 

$428.89 

1,704.88 

339.38 

$2,473.15 

$205.47 
1,131.65 

$1,337.12 

$719.99 
651.34 
940.74 
1 ,286.43 
1,505.72 
1,761.89 

$6,866.11 

$45,727.59 


$7,149.45 
1,265.32 

460.18 
1,166.35 
1,912.54 
4,228.00 
4,041 .94 
3,036.19 

672.93 
1,375.21 

659.59 

843.95 

849.77 

1,708.76 

15,218.77 

669.78 
1,600.09 
1,163.43 
5,965.39 
5,196.40 

693.79 

34,580.65 

300,944.15 

1,776.44 

458.73 
1,648.12 
2,641 .74 
1,333.73 
1,554.00 
18,524.23 
5,046.73 
2,267.44 
1,835.64 
1,770.62 


District  VII— Continued 


City 

San     Marino     

Santa    Monica 

Sierra    Madre    __. 

Signal    Hill 

South    Gate    

South    Pasadena 

Torrance     

Vernon     

West  Covina 

Whittier    


Population 
3,730 

37,146 
3,550 
2,932 

19,632 

13,730 

8,834 

1,269 

919 

14,846 


Totals    1,896,728 


Orange  County: 

Anaheim     , 

Brea   

Fullerton     

Huntington    Beach 

Laguna  Beach  

La   Habra 

Newport  Beach 

Orange 

Placentia    

San  Clemente 

Santa     Ana     

Seal   Beach 

Tustin    


11,013 
2,435 

10,860 
3,690 
1,981 
2,273 
2,203 
8,066 
1,606 
667 

30,322 

1,156 

926 


Totals 


Ventura    County: 

Fillmore    

Ojai    

Oxnard    

Santa    Paula    - 
Ventura     


Totals 


77,198 


2,893 
1,468 
6,2S5 
7,462 
11,603 


29,701 


Totals  District  VII 2,003,627 


District  VIII 


Riverside   County: 

Banning     

Beaumont 

Corona 

Elsinore     

Hemet    

Perris     

Riverside    

San  Jacinto 


2,767 
1,332 
7,018 
1,350 
2,235 
763 
29,696 
1,346 


Totals    

San    Bernardino  County: 

Chino 

Colton    

Needles 

Ontario    

Redlands     

Rialto     

San    Bernardino   

Upland     


46,507 


3,118 
8,014 
3,144 
13,583 
14,177 
1,642 
39,068 
4,713 


Totals    

Totals   District   VIII. 


87,459 


133,966 


District  IX 


Inyo   County: 
Bishop 


1,159 

(Continued  on  page  2S) 


California  Highways  and  Public  Works 


(November  19}7) 


$904.84- 

9,011.04 

861.17 

711.26 

4,762.42 

3,330.68 

2,142.99 

307.84 

222.93 

3,601.41 

$460,116.63 


$2,671.58 
590.69 

2,634.47 
895.14 
480.56 
551.40 
534.41 

1,956.69 
389.59 
161.80 

7,355.64 
280.43 
224.63 

$18,727.03 


$701.80 
356.11 
1,524.64 
1,807.74 
2,814.71 

$7,205.00 

$486,048.66 


$671.23 
323.12 

1,702.46 
327.49 
542.17 
185.09 

7,203.79 
326.52 

$11,281.87 


$756.38 
1,944.07 

762.69 
3,295.02 
3,439.12 

398.32 
9,477.29 
1,143.30 

$21,216.19 

$32,498.06 


$281.15 


I  Fifteen! 


This  picture  shows  one  of  the  many  attractive  mountain  parkways  provided  for  the  use  of  motorists  interested  in  viewing  scenic 
attractions  on  California  highways.  Here  is  shown  the  Mormon  Slide  Parkway  in  San  Bernardino  Mountains.  Drinking  fountain 
<n  foreground. 

Parking  Areas  on  Mountain  Highway 

By  B.  A.  SWITZER,  Assistant  Highway  Engineer 


THE  first  section  of  "High 
Gear"  road  into  tlie  San  Ber- 
nardino Mountains  was  com- 
pleted in  1929.  An  almost  unbe- 
lievable development  of  mountain 
forest  recreational  use  followed  with 
a  consequent  increase  in  motor  traffic. 
The  U.  S.  Forest  Service,  has  con- 
ducted a  traffic  study  in  connection 
-\vith  the  development  of  the  San  Ber- 
nardino National  Forest  and  estimates 
that  1,239,000  people  visit  this 
mountain  district  over  this  road  an- 
nually. Of  this  number  it  is  esti- 
mated that  approximately  three- 
•quarters  of  a  million  people  make 
the  trip  for  the  sole  purpose  of  en- 
joying the  scenery. 

This  large  increase  of  traffic 
■created  a  demand  for  api)ropriate 
roadside  improvement  and  beautifica- 


tiou  and  many  problems  arose  that 
had  to  be  solved. 

Erosion  from  the  long  slopes 
caused  by  the  construction  of  the  road 
aerass  the  precipitous  face  of  the 
mountains  had  to  be  controlled. 

Motorists  interested  in  viewing  the 
ever-changing  scenery  had  to  be 
served  with  places  where  they  could 
safely  stop  to  enjoy  the  views. 

Drivers,  having  difficulty  with  cars 
due  to  inexperience  in  mountain  driv- 
ing, or  defective  mechanism,  created 
a  need  for  parking  areas. 

Extra  width  or  the  use  of  guard 
rails  were  found  necessary  to  give 
protection  to  the  motorist. 

P'ILL  SLOPES  PLANTED 

Erosion  on  the  slopes  is  being  taken 
care    of    through    vegetative    erosion 


control  consisting  of  the  placing  of 
wattles  across  the  raw  fill  slopes  and 
the  planting  of  hardy  shrubs  and 
trees  which  will  serve  to  restore  the 
slopes  to  their  original  condition  and 
to  obscure  the  rough  cut  slopes  above 
the  roadway. 

The  motorist  interested  in  the 
scenery  or  out  for  an  afternoon  drive 
finds  parking  places  constructed  at 
lookout  points,  and  sheltered  coves 
where  he  may  park  his  car  off  the 
traveled  way  and  enjoy  the  mag- 
nificent views  of  the  valle.ys  below  or 
the  cooling  shade  of  the  forest  foliage. 

For  the  inexperienced  driver  or  the 
unfortunate  motorist  having  trouble 
with  a  defective  car,  wide  parking 
areas  are  provided  and  drinking 
fountains  have  been  constructed,  mak- 

( Continued  on  page  21) 


I  Sixteen] 


(November  i9}7)  California  Highways  and  Public  Works 


A  ^tt: 


'S^ 


Views  of  mountain  parkways  typical  of  those  constructed  by  the  Division  of  Highways  on  State  Route  43,  the  "high  gear"  road 
into  the  San  Bernardino  Mountains.  Uppei — One  of  most  popular  of  all  parkways.  There  are  two  fountains,  a  waterfall  and 
shade  trees.  Center — Strawberry  Parkway  Lookout.  From  this  point  practically  the  entire  San  Bernardino  Valley  may  be  seen. 
Lowei — Valley    View    Point    looking    westerly    toward    Cajon     Pass. 


California  Hightvays  and  Public  Works  (November  1937) 


I  Seventeen] 


Six  Grade  Crossings  Are  Done 
Away  With  By  Niles  Project 


By  W.  J.  DEADY,  Resident  Ensineer 


THE  recently  completed  project 
through  Niles  which  involved 
the  relocation  of  approximately 
three  miles  of  highway  included  the 
construction  of  six  grade  separation 
structures  and  a  new  reinforced  con- 
crete bridge  across  Alameda  Creek. 
The  project  is  outstanding  because  of 
the  many  structures  which  were  con- 
centrated in  such  a  limited  area. 

The  town  of  Niles,  located  about 
twenty  miles  south  of  Oakland  is  the 
junction  point  of  the  Southern  Pacific 
and  Western  Pacific  tracks  where 
their  branch  lines  intersect  the  main 
line  tracks  from  Oakland  and  San 
Francisco  to  points  east.  It  is  also 
the  focal  point  of  highway  traffic 
where  the  east  and  west  highways 
from  Niles  Canyon.  Newark  and 
Centerville  intersect  the  primary 
State  highway  leading  from  Oakland 
and  the  East  Bay  Metropolitan  area 
to  jioints  south. 

Six  grade  crossings  were  elimin- 
ated, one  obsolete  underpass  witli  im- 
)iaired  vertical  and  horizontal  clear- 
ance was  reconstructed  and  one 
narrow  underpass  was  converted 
into  a  four  lane  divided  subway. 
Through  traffic  has  been  transferred 
from  the  congested  business  district 
of  Niles  to  a  new  improved  and  im- 
obstrueted  alignment  of  ample  width 
to  handle  present  day  traffic  require- 
ments with  safety. 

The  designs  of  the  underpasses  are 
of  three  distinct  types.  The  largest 
structure  on  the  Niles  Branch  of  the 
Southern  Pacific  Railroad  consists  of 
two  cellular  IT  type  abutments,  sup- 
porting two  main  line  tracks  and  the 
abutments  will  provide  support  for  a 
future  wye  track. 

The  second  in  size  on  the  Westei-n 
Pacific  main  line  also  has  the  cellular 
IT  type  abutments  which  support  two 
railroad  tracks.  Both  of  these  under- 
passes have  a  roadway  width  of  44 
feet  with  a  5  foot  sidewalk  on  each 
side  to  accommodate  pedestrian 
traffic. 

Tlie    subway    under    the    tracks    of 


the  Western  Pacific  Railroad  differs 
from  the  one  under  the  Southern 
Pacific  tracks  in  that  the  bottom  of 
its  depressed  portion  is  below  high 
water  of  the  nearby  Alameda  Creek 
and  is  designed  with  a  thick  pave- 
ment slab  and  is  adequately  water- 
proofed to  vdthstand  tlae  hydrostatic 
pressure  from  below  the  pavement 
slab.  It  is  equipped  with  a  unit  of 
two  five  inch  automatic  electric 
pumps.  The  surface  water  which  col- 
lects in  the  Southern  Pacific  Sulnvay 
is  drained  by  a  gravity  septem  into 
Alameda  Creek  and  does  not  require 
pumps  to  drain  the  depressed  jiortion 
of  the  roadway. 

The  subway  under  the  Western 
Pacific  San  Jose  Branch,  a  former 
two  lane  i;nderpass  whieli  sup]iorted 
one  railroad  track  was  converted  into 
a  four  lane  subway  with  twin  open- 
ings. The  depressed  portion  pro- 
vides a  dividing  island  which  sep- 
arates the  traffic  coming  from  oppo- 
site directions.  It  consists  of  two 
twenty-two  foot  roadways  and  one 
five  foot  sidewalk.  The  old  portion 
of  the  structure  was  architecturally 
treated  so  as  to  blend  with  the  new 
work. 

THREE  ITNDERPASSES 

The  three  underpasses  on  the 
secondary  highways,  two  of  which 
are  on  the  Centerville  connection  and 
one  on  the  Niles  Canyon  road,  which 
replaced  the  antiquated  structure,  are 
all  provided  with  a  twenty-two  foot 
roadway  and  two  five-foot  open  side- 
walks. 

These  subways  are  designed  in 
such  a  manner,  with  the  sidewalks 
placed  between  the  abutment  walls, 
that  the  roadway  ■width  can  be  in- 
creased to  provide  an  additional 
traffic  lane  at  very  little  cost,  at  such 
time  as  the  volume  of  traffic  will  war- 
rant the  additional  width. 

In  addition  to  the  six  underpass 
structures,  the  project  also  included 
a  new  bridge  over  Alameda  Creek. 
This  structure  is  of  the  rigid  frame. 


arch  girder  type  with  fluted  piers.  It 
is  four  hundred  and  thirty  feet  in 
length  and  has  a  roadway  width  of 
forty-four  feet  with  two  five-foot 
sidewalks.  This  type  of  bridge  was 
chosen  because  of  its  particular  suit- 
ability to  the  site  as  well  as  its  pleas- 
ing appearance.  The  footings  are 
supported  by  steel  H  beam  piles  fort,\- 
feet  in  length  which  penetrate 
through  the  gravel  in  the  stream  bed. 
In  connection  with  the  construc- 
tion of  the  new  bridge  the  project 
included  the  demolition  of  the  old 
bridge  across  Alameda  Creek.  The 
old  bridge  was  of  the  multiple  arch 
tyjje  constructed  many  j^ears  ago  by 
Alameda  County.  A  major  portion 
of  the  broken  concrete  from  this  struc- 
ture was  used  in  the  construction  of 
submerged  protection  work  around 
the  southeast  approach  of  the  new 
bridge. 

ROADBKD    56    FEET    WIDF: 

The  roadbed  throughout  the  length 
of  the  new  work  on  the  main  highway 
is  fifty-six  feet  wide  and  is  surfaced 
with  bituminous  treated  stone  screen- 
ings to  a  width  of  31  feet,  with  the 
exception  of  the  depre.ssed  portion  of 
the  three  subways  which  are  paved 
M'ith  Portland  cement  concrete  pave- 
ment. The  shoulders  are  treated 
with  a  liquid  asphalt  penetration 
treatment.  The  roadway  is  designed 
so  that  when  the  volume  of  traffic  de- 
mands, it  can  readily  be  resurfaced 
with  four  lanes  of  pavement  through- 
out its  length. 

The  roadbed  of  the  secondary  con- 
necting roads  are  36  feet  in  width 
with  a  22-foot  width  of  surfacing  con- 
sisting of  bituminous  treated  stone 
screenings  and  shouldei-s  treated  witli 
li(|nid  asphalt. 

V.\ST    .\J1()UXT    OF    MATERIALS 

]\Iatei'ia]s  used  in  the  work  in- 
cluded 20,000  tons  of  concrete  aggre- 
gate. 12,000  tons  of  gravel.  18,500  bar- 
rels of  cement,  670  tons  of  structural 
steel,   5800  lineal  feet  of  steel  piles. 


I  Eighteen] 


(November  i9}7)  California  Highways  and  Public  Works 


View   of   four-lane   bridge   across    Alameda   Creek,   one   of   units   of   the    Niles    improvement    undertaking    recently    completed. 


North    Nile   Underpass  under  railroad   tracks  of  the   Southern    Pacific   Company    at    Niles. 


California  Hightvays  and  Public  Works   (November  i9}7) 


I  Nineteen  I 


1100  feet  of  treated  Douglas  fir  piles, 
890  tons  of  liquid  asphalt,  and  21,000 
lineal  feet  of  varioas  kinds  of  pipes 
over  6  inches  in  diameter.  The  con- 
tractor's records  show  that  approxi- 
mately 171,000  man-hours  were 
worked  directly  on  the  project.  This 
does  not  include  the  employment  of 


raih'oad  employees  or  labor  engaged 
away  from  the  site  necessary  to  pro- 
vide the  needed  materials.  The  con- 
tract was  executed  by  Eaton  and 
Smith  of  San  Francisco. 

The  improvement  was  financed  for 
tlie  most  part  from  fvuids  made  avail- 
able bv  the  Federal  Government  from 


W  0  r  k  .s  Progress  Administration 
funds  under  the  Emergency  Unem- 
plo3-ment  Relief  Act  of  1935.  The 
total  cost  of  the  project  was  approxi- 
mately $650,000  of  which  the  State 
contributed  an  amount  of  approxi- 
mately $122,000. 


This  sketch   map   shows  details  of  the   Niles  grade  separation   and    relocation    project    as   follows:    1 — Southern    Pacific    main    line 
Route   5    indicated    by   heavy    black   line.     2 — Concrete  bridge  over  Alameda  Creek.     3 — Western   Pacific  main 


underpass   for   relocated 

line    underpass 

for  State   High 

State    Highway    Route  5 


located  Koute  o  indicated  by  heavy  black  line.  <i — concrete  bridge  over  Alameda  Creek.  3 — Western  Pacific  mam 
4 — Southern  Pacific-San  Jose  branch  underpass  for  Niles  Canyon  road.  5-6 — Underpasses  beneath  Southern  Pacific 
sy  107  connection  to  Centerville.  7 — Underpass  of  Western  Pacific  branch  to  San  Jose.  Dotted  line  shows  present 
Route  5. 


R.  S.  Redington,  Member 
of  Highway  Commission 

(Continued  from  page  5) 

active  in  civic  and  fraternal  affairs 
in  Los  Angeles.  He  was  Exalted 
Ruler  of  the  Elks  in  the  southern  city 
last  year  and  a  member  of  the  1936 
Los  Angeles  Grand  Jury. 

Yatching  is  Mr.  Redington 's  favor- 
ite recreation.  He  is  a  member  of 
the  Catalina  Yacht  Club  and  the 
Long  Beach  Yacht  Club. 

The  new  Highway  Commissioner  is 
a  Scottish  Rite  Mason,  member  of  Al 
Malaikah  Temple  of  the  Shrine  and 
Ramona  Parlor  of  Native  Sons  and 
a  member  of  the  Los  Angeles  Athletic 
Club  and  numerous  other  clubs  and 
associations. 


Various  Types  of  Four-lane  Thoroughfares 


(Continued  from  page   4) 


It  presents  further  economic  ad- 
vantages. It  is  more  flexible  and 
adaptable  to  future  expansion  into  a 
divided  multi-lane  road  without  loss 
of  design  continuity  or  of  capital  in- 
vestment. 

The  center  lane,  of  the  cheaper  and 
lighter  type  of  surfacing,  can  be 
easily  scarified,  broken  up  and  sal- 
vaged for  use  as  shoulder  material 
when  the  road  is  expanded  to  the  4- 
lane  divided  section  and  this  center 
lane  then  becomes  the  separation  strip 
while  the  two  pavement  lanes  become 
the  inside  lanes  of  the  4-lane  divided 
road. 

The  contrast  in  color  between  the 


two  outside  lighter  colored  lanes  and 
the  darker  inner  lane  have  produced 
another  advantage.  The  contrasting 
color,  texture  and  character  of  the 
pavement  surfaces,  although  of  equal 
smoothness  and  rideabilitv.  seem  to 
act  psychologically  as  a  barrier  to  an 
indiscriminate  use  of  the  center  lane 
for  other  than  pa.ssing  ]nirposes.  nor 
do  vehicles  in  the  outer  lane  crowd 
across  the  inner  edge  of  their  lane. 

SIDE-EOAD  DESIGN  POSSIKLE 

The  divided  highway  is  not  con- 
fined to  the  single  division  strip  type 
Avhich  separates  traffic  moving  in  op- 
posite direction.     The  single  division 


I  Twenty  I 


(November  19 i7)  California  Hightuays  and  Public  Works 


strip  type  of  road  offers  protection 
against  the  hazards  of  opposing  traf- 
fic— the  "approaching"  type  of  ac- 
cident or  head-on  collision.  Widened 
pavement  lanes  providing  greater 
room  for  movement  will  help  to  re- 
duce the  "overtaking"  type  of  acci- 
dent— side-swiping  and  rear  end  col- 
lision. On  our  heavy  traffic  roads, 
however,  additional  protection  or 
facility  is  necessary  to  further  reduce 
these  hazards  and  particularly  to  pre- 
vent congestion — to  provide  for  con- 
tinuous, free,  comfortable  flow  of 
traffic. 

A  segregation  or  separation  of  the 
different  kinds  of  traffic — local  and 
through — will  largely  accomplish  this 
purpose.  By  carrying  our  design 
further,  by  employing  several  divi- 
sions of  the  roadwa.y,  sucli  a  .separa- 
tion can  be  achieved.  Such  a  design 
includes  side-roads,  to  serve  the  abut- 
ting property  and  local  traffic,  on 
each  side  of  and  separated  from  the 
central  divided  roadway  which  car- 
ries the  through  traffic-  It  is  actually 
a  triple  highway. 

Our  highways  entering  the  urban 
areas  surrounding  the  larger  centers 
of  population  are  particularly  sub- 
ject to  congestion  produced  by  traffic 
patronizing  business  developed  along 
these   arteries. 

QUESTIONABLE    DEVELOPMENT 

Expansion  of  these  roads  by  the 
simple  expedient  of  adding  more 
lanes  of  pavement  does  not  increase 
their  capacity,  at  least  not  for  long. 
More  traflSc,  attracted  by  the  wider 
road,  seems  only  to  invite  more  de- 
velopment of  abutting  property. 
Whether  such  development  is  profit- 
able as  a  whole  is  questionable.  It 
is  certainly  not  profitable  to  the 
motorist  who  foots  the  bill  for  the 
road  improvement. 

The  triple  roadway  section  is  one 
means  of  preventing  the  recurring 
problem  of  congestion  and  attendant 
hazards.  The  difficulty  presented  by 
the  necessity  for  wide  right  of  way 
and  consequently  large  cost  through 
well  developed  property,  usually  en- 
countered in  such  urban  areas,  may 
limit  its  use  to  some  extent.  Study 
of  the  situation,  however,  indicates 
that  other  means  of  protecting  the 
highway  again.st  congastion  are 
usually  equally  costly  in  these  loca- 
tions. 

A  short  section  of  this  type  of  higli- 
way     is     now     under     construction 


through  ilontecito  adjacent  to  Santa 
Barbara.  Ultimate  improvement  to 
this  type  of  other  highways  through 
urban  areas  is  planned. 

These  higher  standards  of  high- 
way design  and  construction  such  as 
the  wider  pavement  lanes  and  divided 
roadways  naturally  lead  to  inclusion 
of  other  features  that  supplement  the 
first  named,  more  important  ones. 

SAFETY   FEATURES   PROVIDED 

Bridge  and  structure  widths  will 
be  increased  to  provide  a  minimum 
roadway  width  4  feet  greater  than 
the  width  of  pavement  lanes  of  the 
approaching  roadway.  The  division 
strip  will  be  carried  through  the 
structure  wherever  economically 
reasonable  and  possible. 

Important  highway  intersections, 
where  traffic  conditions  do  not  now 
justify  the  construction  of  grade 
separations,  will  be  protected  by 
traffic  islands  and  segregation  lanes 
with  installation  of  lights  and  proper 
directional  signs. 


Parking  Areas  on 

Mountain  Highway 

(Continued  from  page  li!) 

ing  water  available  for  both  man  and 
radiator. 

A   WATERFALL   CREATED 

In  one  ease,  a  mountain  spring  has 
been  diverted  and  now  drops  over  a 
jirecipitous  cliff  adjacent  to  the  high- 
way forming  an  artificial  waterfall 
which  is  tremendously  enjoyed  by 
everyone  passing. 

One  of  the  most  important  problems 
on  mountain  highways  is  the  develop- 
ment of  safety.  On  this  road  an 
answer  to  this  problem  has  been 
found  in  the  construction  of  stone 
piers  and  heavy  chains  which  mark 
the  edge  of  the  highway  and  protect 
the  motorist  from  plunging  to  the 
deep  ravines  below. 

The  piers  of  this  "rock  and  chain" 
protection  are  constructed  on  a  heavy 
foundation  base  extending  three  feet 
below  the  surface  of  the  road  and  the 
whole  pier  is  built  about  a  four  inch 
heavy  steel  pipe  to  which  the  eye 
bolts'  holding  the  chain  are  attachecl. 
The  chain  used  between  the  piers  is 
five-eighths  inch  galvanized  iron  chain 
with  a  breaking  strength  of  over  20 
tons. 


Traffic  on  Bay 
Bridge  33,000 
Up  in  October 

4  NT  INCREASE  last  month  in  prae- 
l\  tically  every  classification  of 
-^  ■*- vehicle  on  the  San  Francisco- 
Oakland  Bay  Bridge  was  announced 
by  State  Director  of  Public  Works 
Earl  Lee  Kelly  from  the  October 
traffic  report  filed  by  State  Highway 
Engineer  C.  H.  Purcell. 

Total  number  of  vehicles  crossing 
the  span  during  the  month  of  Octo- 
ber was  738,868  compared  with  705,- 
704  during  the  month  of  September, 
an  increase  of  33,000.  This  brings 
the  total  number  of  vehicles  to  cross 
the  bridge,  as  of  November  1,  to 
9,022,099. 

Five  Sundays,  a  31-day  month,  and 
football,  were  factors  Director  Kelly 
attributed  to  the  increase. 

Average  number  of  cars  per  day 
was  23,834  with  September's  average 
23,523.  Total  collections  for  October 
were  $393,465.25— up  $16,000  from 
tlie  previous  montli's  business  of 
$377,344.65. 

31.000    MORE   AUTOS 

Passenger  automobiles  showed  an 
increase  of  more  than  thirty-one  thou- 
sand during  October,  with  a  total  of 
695,079  compared  with  663,520  for 
September. 

There  was  an  increase  of  two  thou- 
sand in  the  number  of  trucks  cross- 
ing the  bridge  for  the  month,  with 
27,145  for  October;  and  25,993  for 
September. 

A  gain  of  approximately  one  thou- 
sand in  the  number  of  buses  crossing 
the  structure  for  October  was  also 
reported;  with  10,453  buses  for  that 
month,  as  compared  to  9,462  in  Sep- 
tember. 

Comparative  figures  foUow: 

Passenger  Auto     Motor 
autos    trailers  cycles 

Total  Sept 663,520       1,689       2,994 

Total   Oct.       695.079       1.337       2,729 

Total  since  openlng--8,589,620     15,706     32,020 
Tricars         Trucks 

Total   Sept 772  25,993 

Total   Oct  -  836  27,1'15 

Total   since  opening 7,212  274,951 

Truck  Total 

trailers   Buses     vehicles 

Total     Sept 1.274       9.462        705,704 

Total   Oct.  1299     10.453         738.868 

Total   since  opening   __20,270     82.320     9.022,099 

Extra  Freight 

passengers      pounds 

Total   Sept 173.144       64  446.664 

Total   Oct.     184.416       69  243,169 

Total    since    opening 1,857.420     626,072,682 


California  Hightvays  and  Public  Works  (November  1937) 


[Twenty-onel 


Los  Gatos-Santa  Cruz  Highway 
Modernization  Hears  Completion 

By  H.  R.  JUDAH/  Cnairman,  California   Highway  Commission 


MOTORISTS  from  every  part 
of  California  will  hail  with 
delight  the  announcement 
made  early  this  month  by  the  State 
Highway  Department  that  it  will 
start  asking  for  bids  on  approxi- 
mately six  and  one-half  miles  of  new 
liiglnvay  running  northerly  from  In- 
s]iiration  Point  in  Santa  Cruz  County 
to  what  is  known  as  the  Oaks  Road 
in  Santa  Clara  County  in  the  Los 
Gatos  Canyon,  the  northern  terminus 
of  the  job  being  a  mile  and  five- 
eighths  southerly  of  Los   Gatos. 

This  improvement  when  completed 
will  be  one  of  the  most  important 
liighway  midertakings  in  the  history 


improvement  in  order  to  wipe  out 
once  and  for  all  the  dangerous  and 
uncomfortable  travel  over  the  16-foot 
circuitous  road  that  now  exists  be- 
tween Inspiration  Point  and  Los 
Gatos. 

The  forthcoming  job  will  mean 
a  new  grade  completely,  at  no  point 
touching  the  present  road.  This  has 
a  decided  importance  for  the  reason 
that  the  Los  Gatos-Santa  Cruz  lateral 
of  the  State  highway  system  is  the 
main  northern  entry  into  the  Santa 
Cruz  recreational  area  and  the  dis- 
advantages that  would  accrue  from 
trying  to  detour  traffic  on  a  rebuild- 


about  a  continually  increasing  traffic 
over  the  narrow  winding  highway 
that  was  originally  constructed.  Even 
within  the  past  few  years,  there  have 
been  Sunday  afternoons  when  re- 
turning traffic  from  the  Santa  Cruz 
area  would  back  up  as  far  as  five 
miles  southerly  from  Los  Gatos  un- 
able to  move,  due  mainly  to  the  in- 
adequacy of  the  road. 

Traffic  counts  taken  at  Los  Gatos 
for  sixteen-hour  periods  in  July  have 
shown  figures  as  high  as  14,000  cars. 
Research  by  the  Santa  Cruz  Chamber 
of  Commerce  had  developed  the  fact 
that  many  persons  of  a  timid  nature 
have   in   recent   years   foresworn   the 


<jf  the  Department  and  will  modern- 
ize to  the  last  degree  the  largest  por- 
tion of  the  well  known  and  well 
traveled  recreational  highway  which 
leads  from  Los  Gatos  southerly  into 
the  popular  Santa  Cruz  recreation 
ai'ca,  the  San  Lorenzo  Valley,  and  all 
of  the  important  resort  sections  along 
till'  northern  shore  of  Monterey  Bay. 

TWO    roXTRACTS    rOMPLETED 

Previously  the  State  Highway  De- 
partment in  two  contracts  has  mod- 
ernized this  important  highway  from 
the  city  of  Santa  Cruz  to  Inspiration 
Point.  There  remains  from  this 
point  the  completion  of  this  newest 


ing  job  on  the  present  road  are  ob- 
vious. 

The  original  Los  Gatos-Santa  Cruz 
lateral  of  the  State  highway  system 
was  one  of  the  "county  seat"  laterals 
that  were  provided  in  the  State  bond 
issue  of  1911,  a  stipulation  of  that 
issue  requiring  that  every  county  seat 
in  the  State  should  be  linked  with  the 
chosen  main  arteries. 

HEAVY  TRAFFIC  INCREASE 

During  the  interim  between  lf)12 
and  the  present,  the  popularity  of  the 
Big  Basin  country  in  Santa  Cruz 
County  and  the  resort  areas  of  the 
Montere.y    Bay    region    has    brought 


use  of  the  Los  Gatos-Santa  Cruz  high- 
way because  of  its  hazards. 

SCENERY   ATTRACTS 

The  completion  of  the  Los  Gatos- 
Santa  Cruz  highway  through  the 
medium  of  this  new  improvement  will 
have  a  state-wide  significance,  ilany 
motorists  from  every  county  in  Cali- 
fornia as  well  as  thousands  of  visitors 
from  most  of  the  States  of  the  LTnion 
and  a  smattering  of  foreign  ears, 
have  regularly  patronized  this  road 
in  the  last  twenty-five  years.  The 
wonder  has  been  at  the  ])atience 
shown  by  the  average  motorist  in 
making  the  slow  trip  over  the  Santa 


[Twenty-two] 


(November  J9S7)  California  Hightvays  and  Public  Works 


Cruz  mountains  to  the  shores  of 
Monterey  Bay,  except  that  some  com- 
pensation has  come  from  the  appre- 
ciation of  the  magnificent  scenery 
afforded   on  this  route. 

The  terrain  through  which  the  new 
6^  mile  four-lane  highway  will  pass 
is  mountainous  and  generally  wooded. 
A  considerable  portion  of  the  sur- 
rounding land  is  subdivided  and 
partly  developed,  with  many  cabins, 
cottages  and  occasional  pretentious 
homes  and  estates. 

CONSTRUCTION    PROBLEMS 

A  difficult  problem  was  presented 
in  selecting  the  be.st  routing  for  the 
new  stretch  of  higlnva.y,  not  only  in 
establishing  acceptable  grades  and 
alignment  in  developing  within  a 
limited  distance  a  descent  from  sum- 
rait  to  the  canyon  floor  before  reach- 
ing Los  Gatos,  but  also  in  designing 
the  roadway  through  large  exits  and 
over  deep  ravines,  where  the  charac- 
ter of  soil  and  the  presence  of  under- 
lying water  indicated  probable  in- 
stability. 

The  propo.sed  location  is  much 
more  direct  than  the  existing  high- 
way and,  in  general,  follows  parallel 
to  it  but  at  higher  elevations.  Before 
determining  the  adopted  location  for 
the  new  improvement,  four  alter- 
native lines  were  investigated,  some 
running  at  higher  elevations  and 
others  closer  to  the  present  grade. 
The  upper  location  finally  chosen  was 
the  best  that  could  be  discovered 
for  a  stable  road  condition  through  a 
region  that  contains  the  San  Andreas 
fault  and  is  structually  broken. 

NEW  ROAD  46  FEET  WIDE 

The  new  roadway  will  have  a  sur- 
faced width  of  46  feet  and  will  re- 
quire the  excavation  of  about  2,300,- 
000  cubic  yards.  Large  cuts  and 
high  fills  are  necessary  and  in  sev- 
eral places  the  minimum  curvature 
standard  of  500-feet  radius  was  em- 
ployed in  order  to  avoid  carving  so 
deeply  or  filling  so  excessively 
through  this  fractured  formation  that 
there  would  be  grarve  doubts  that 
slopes  would  stand  as  constructed. 

An  original  intention  to  run  the 
highway  over  a  structure  at  Moody 
Gulch  was  abandoned  on  account  of 
its  length,  entailing  an  expenditure 
of  one-half  million  dollars  and  the 
doubtful  character  of  the  foundation 
for  the  bridge  footings  on  the  south 
.side. 

Plans  on  the  new  construction  in- 


Jin  H^mnrtam 


Slitimaa  ;^.  ©'(fionnrll 

The  American  engineering  pro- 
fession sustained  a  distinct  loss 
witli  the  passing  on  November  3  of 
Thomas  Sarsfield  O'Connell,  State 
Highway  Engineer  of  Arizona,  who 
was  a  native  son  of  California.  Mr. 
O'Connell's  death  was  sudden,  fol- 
lowing an  emergency  operation  for 
appendicitis. 

Born  in  San  Francisco  July  14, 
1888,  Mr.  O'Connell  had  been  a  resi- 
dent of  Arizona  for  forty  years. 
Entering  the  Highway  Department 
of  Arizona  in  1913  as  Assistant 
Highway  Engineer,  Mr.  O'Connell 
attained  national  prominence  in  his 
chosen  field. 

Graduating  from  the  University  of 
Arizona,  Mr.  O'Connell  attended 
West  Point,  being  a  member  of  the 
class  of  1911.  When  the  United 
States  entered  the  World  War  in 
1917,  Mr.  O'Connell  was  commis- 
sioned a  captain  and  went  overseas 
with   the  91st   Division. 

Returning  to  Arizona  in  1919,  Mr. 
O'Connell  resumed  service  with  the 
Highway  Department  as  location 
and  construction  engineer.  He  was 
appointed  a  District  Highway  En- 
gineer in  1924  and  in  1931  became 
State    Highway    Engineer. 

Mr.  O'Connell  was  a  member  of 
the  board  of  directors  of  the  Amer- 
ican Road  Builders  Association  and 
member  of  the  executive  committee 
of  the  American  Association  of 
State  Highway  Officials. 

Surviving  him  are  his  widow,  his 
mother,  Mrs.  H.  L.  Manning,  Tuc- 
son, Arizona;  a  sister,  Mrs.  Fred 
Foster,  Beverly  Hills,  California; 
and  a  brother,  Howell  Manning  of 
Tucson. 

Captain  O'Connell  was  buried 
with  military  honors  in  Arlington 
cemetery,   Washington,    D.    C. 


Albrrt  f».  iKpnnriiu 

The  death  of  Albert  S.  Kennedy 
on  October  30,  1937,  brings  to  an 
untimely  end  one  of  the  faithful  em- 
ployees of  the  State  of  California, 
who  for  many  years  was  engaged 
in  the  important  work  of  supervis- 
ing the  construction  of  her  bridges. 

He  was  a  capable  engineer,  honest 
and  loyal  to  his  State  and  loved  by 
those  who  knew  him.  He  taught  his 
fellows  by  his  example  to  be  indus- 
trious, modest,  kindly  and  consider- 
ate. 

In  spite  of  failing  health  he 
struggled  on  to  do  his  bit  of  service 
to  the  very  end  and  death  found  him 
still  serving  his  fellow  men. 

He  will  be  laid  to  rest  in  Ocean- 
side  while  near  at  hand  the  San 
Luis  Rey  Bridge,  which  he  helped 
build,  will  stand  as  a  monument  to 
his   good    name. 

The  spirit  of  Albert  S.  Kennedy 
lives  in  his  good  works. 


elude  separate  connections  to  the  road 
used  as  the  Skyline  Boulevard,  State 
Route  55.  These  plans  also  provide 
for  the  future  ultimate  treatment, 
when  the  Skyline  Boulevard  is  per- 
manently located.  Several  sites  that 
will  later  be  developed  as  landscaping 
projects,  for  public  use  have  been 
selected  and  acquired  for  parking 
areas. 

The  following  table  illustrates  the 
benefits  that  the  proposed  construc- 
tion will  effect : 

Existing  Proposed 

Length 8.21    mi.  6.25   mi. 

Number   of 
Curves 132  20 

Total  Curva- 
ture   7700  degrees    1118  degrees 

Minimum   Rad- 
ius of  Curves      75  feet  500  feet 

Maximum 

Grade 6%  7% 

(in  stretches) 

Average  sur- 
face   width-.      20  feet  46  feet 

It  is  of  interest  to  note  that  forty 
of  the  132  curves  on  the  existing  road 
have  a  radius  of  100  ft.  or  less, 
whereas  the  minimum  radius  of  cur- 
vature on  the  new  location  applies 
to  only  several  curves. 

SAVING    OF    TWO    MILES 

The  maximum  grade  on  the  pro- 
posed location  uses  in  some  stretches 
a  higher  rate  of  grade  than  the  gen- 
eral gradient  that  is  used  on  the  old 
road.  The  maximum  grade  was 
necessary  in  order  to  meet  definite 
controls  and  to  obtain  a  more  direct 
routing. 

The  new  road  will  be  approxi- 
mately two  miles  shorter  than  the 
existing  highway  and  contains  only 
about  one-seventh  the  amount  of  cen- 
tral angle  of  curvature.  Reference 
to  the  sketch  map  of  the  project  will 
indicate  the  improvement  in  this  re- 
spect. 

The  reduction  in  distance,  as  re- 
flected in  the  saving  in  operation  of 
vehicles  and  based  on  the  average 
travel  now  using  the  existing  road, 
represents  a  capitalized  value  of 
about  $850,000.  This  is  a  value 
equal  to  about  two-thirds  of  the  en- 
tire cost  of  the  new  construction 
and  in  itself  shows  the  proposed 
work  to  be  a  sound  business  under- 
taking. 

Young  Mother :  "Wh.it  makes  you  think 
our  boy  i.s  Roing  to  be  a   politician?" 

Young  Father:  "He  says  more  things  that 
sound  well  and  mean  nothing  than  any  hu- 
man being  I  ever  saw." 


California  Hightvays  and  Public  Works   (November  1937) 


[Twenty-three] 


ALAMEDA  COUNTY— Two  grade  sep- 
aration crossings,  one  over  the  tracks  of  the 
Southern  Pacific  Co.  at  Redmond  and  the 
otiier  under  the  tracks  of  the  AVestera  Pacific 
Railroad  Co.  at  Stone  Cut.  District  IV, 
Route  r>.  Section  E.  John  Rocca,  San  Ra- 
fael, .'j!103.320;  C.  W.  Calletti  &  Co..  San 
Rafael,  $10.5.387:  R.  R.  Bishop.  Long  Beach, 
$113..5.33;  Barrett  &  HUp,  San  Francisco, 
.$117,74!) ;  Bodeuhamer  Construction  Co.. 
Oakland,  $126,891;  S.  D.  Bechtel.  San 
Frani-isi-ii,  .$145,S0G.  Contract  awarded  to 
Heafey-JIiMire  Co.  and  Fredrickson  Watson 
Construclicui  Co.  and  Fredrickson  Bros., 
Oakland,  .i;!IS,850.14. 

BTTTTE  COUNTY— A  bridge  across 
Feather  River  about  one  mile  west  of 
Oroville  to  be  repaired  and  about  ().()!• 
mile  of  roadwa.v  to  be  graded  and  paved  with 
I'lirtland  cement  concrete  pavement.  Dis- 
trict III.  Route  21,  Section  A.  W.  K.  Van 
Bokkelen  Construction,  Oakland.  .$28,441  ; 
C.  W.  Caletti  &  Co.,  San  Rafael.  .$24.S4.-> : 
Lord  and  Bishop.  Sacramento.  $24.927 ; 
.lolin  Rocca.  San  Rafael,  $2.5,706;  Peter  J. 
Jlcllugh,  San  Francisco,  .$26,607.  Contract 
awarded  to  M.  A.  Jenkins,  Sacramento, 
$24,2!l.5.r)0. 

CALAVERAS  COUNTY— Between  Stan- 
islaus Count.v  line  and  Rock  Creek  via  Mil- 
ton, aliout  .3.3  niilos  road-mix  surface  trcat- 
miMit  to  he  applied  to  existiii;;  mad.  District 
X.  Hnutc — Feeder.  A.  R.  Maesfrrtli.  Stock- 
ton .'S4.6SN ;  Piazza  and  Huntlev.  San  Jose. 
$4,713;  Claude  C.  Wood,  Stockton,  $4,890: 
Gaicia  Construction  Co.,  Irvington,  $5,043; 
Jones  and  King,  Hayward,  $5,502 ;  George 
French,  Jr.,  Stockton,  $5,565 ;  M.  J.  B.  Con- 
struction Co..  Stockton.  $7,147.  Contract 
awarded  to  J.  P.  Breen,  Sacramento,  $4.- 
609.90. 

CALAVERAS  COUNTY— Between  2.5 
miles  east  of  Valley  Springs  and  San  An- 
dreas about  6.1  miles  to  be  graded  and  por- 
tions treated  with  liquid  asphalt.  District  X, 
Route  24,  Section  B.  Heafey  Moore  Co., 
Fredrickson  Watson  Construction  Co., 
Fredrickson  Bros..  Oakland,  $157,372; 
Claude  C.  Wood,  Stockton,  $142,547;  Lar- 
sen  Brothers  and  Harms  Bros.,  Sacramento, 
$139,220;  Piombo  Bros.  &  Co.,  San  Fran- 
cisco, $171,701 ;  Bodenhamer  Construction 
Co.,  Oakland.  $1.54,800;  Hemstreet  &  Bell. 
Marysville,  $137.381 ;  Louis  Biasotti  &  Son, 
Stockton,  $139,915;  J.  R.  Reeves,  Sacra- 
mento, $174,586;  Earl  W.  Heple,  San  Jose, 
$140,608;  George  Pollock  Co.,  Sacramento, 
$141.487 ;  Y'oung  and  Son  Co.,  Ltd.,  Berke- 
ley, $146,380 ;  D.  W.  Thurston,  Los  Angeles, 
$139,011.  Contract  awarded  to  Mountain 
Construction   Co.,   Sacramento,   $133,167.45. 

CONTRA  COSTA  COUNTY— Walnut 
Creek  Miiintainance  Site,  maintenance  build- 
ings and  appurtenances  to  be  con- 
structed. District  IV,  Route  75.  Robert 
McCarthy,  San  Francisco,  $9,432  ;  A.  Fred- 
rick Aiid.i-son,  Oakland,  $9,732;  Central 
Califnniia  Construction  Co.,  San  Francisco. 
$9.64.5:  ( Ui\i'r  S.  Almlie.  San  Francisco, 
$9,292  :  (Jlinton  G.  Langum,  Napa,  $10,793  ; 
Edgar  P.  Seemans,  Walnut  Creek,  $10,603. 
Contract  awarded  to  Empire  Construction 
Co.,  Ltd.,  San  Francisco,  $7,945. 

EL  DORADO  COUNTY— A  reinforced 
concrete  girder  bridge  across  Webber  Creek 
about  2i  miles  west  of  Placerville,  consist- 
ing of  three  71-foot  spans  and  two  54-foot 
6-inch  spans  on  concrete  bents  and  abut- 
ments. District  III,  Route  11,  Section  C. 
Hemstreet  and  Bell,  Mary.sville,  $42,143; 
John  Rocca,  San  Rafael,  $43,295 ;  P.  C. 
Amarosa  and  Sons,  San  Francisco,  .$48,270; 


W.  K.  Van  Bokkelen  Construction,  Oakland 
$49.401 :  S.  D.  Bechtel,  San  Francisco,  $,55,- 
940.  Contract  awarded  to  Campbell  Con- 
struction Co.,   Sacramento,  $38,857.50. 

INYO  COUNTY— Between  1.1  miles  east 
of  Saline  Valley  road  and  Panamint  Sink 
about  20.5  miles  in  length,  penetration  oiling 
to  be  ajiplied  to  existing  roadbed.  District 
IX,  Rnut.-  127.  Sections  E.  F.  G.  Basich 
Bros..  'J'.urance.  .$10.2.56;  Oilfields  Trucking 
Co..  Bakersfield.  $11,128:  J.  P.  Breen,  Sac- 
ramento, $15,512.  Contract  awa,rded  to 
Paulsen  and  March,  Inc..  Ixis  Angeles, 
$9,648. 

INYO  COUNTY— Between  Diaz  Lake 
and  Alabama  Gates,  about  7.4  miles  in  length 
to  be  graded  and  surfaced  with  plant-mixed 
surfacing.  District  IX,  Route  23,  Section 
L.  Griffith  Co.,  Los  Angeles.  $si).4(18 ;  Os- 
wald Bros.,  Los  Angeles.  .'':s3.:i.57 ;  A.  S. 
Vinnell  Co..  Alhnmhra.  .$97,599;  (Jeo.  Herz 
&  Co..  San  Beniardiiio.  .$97,604;  C.  O. 
Sparks  and  Mnndo  Engineering  Co..  Los 
Angeles.  $141,467;  Claude  C.  Wood.  Stock- 
ton, $89,269 ;  Fredericksen  &  AVestbrook. 
Lower  Lake,  $96,637.  Contract  awarded 
to  Basich  Bros.,  Torrance,  $70,637.30. 

KERN  COUNTY— About  20.6  miles 
south  of  Bakersfield,  maintenance  station 
buildings  and  appurtenances  to  be  con- 
structed. District  A'l.  Route  4,  Section  B. 
Alva  Hackney  and  Sons.  Bakersfield,  $12,- 
154:  Midstate  Construction  Co.,  Fresno. 
$14,208;  Trewhitt-Shields  and  Fi.sher, 
Fresno.  $14,172;  D.  A.  Loomis.  Glendale. 
$14..S53.  Contract  awarded  to  William  G. 
tiannon.  Bakersfield,  $10,809. 

KINGS  COUNTY— Between  Hanford 
and  Alcorn  Bridge  corner,  about  6.4  miles 
to  be  paved  with  asphalt  concrete.  District 
VI,  Fee<)er  Road.  Union  Paving  Co.,  San 
Francisco.  ,$63,853  :  Griffith  Co.,  Los  Angeles. 
$68,154  ;  Southern  California  Roads  Co.,  Los 
Angeles.  $71,910;  P„isieh  Brothers,  Tor- 
rance. $73.61S :  Iiiclepcndeuce  Construction 
Co.,  Ltd.,  Oakland.  .$7S.799 ;  N.  M.  Ball 
Sons.  Berkeley.  $79,641.  Contract  awarded 
to  Piazza  and  Huntley,  San  Jose.  $62,648.50. 

LOS  ANGELES  COUNTY— B  e  t  w  e  e  n 
Trancas  Beach  and  Walnut  Canyon  about 
1.6  miles  to  be  graded  and  paved  with  Port- 
land cement  concrete  and  plant  mixed  sur- 
facing. District  VII,  Route  60,  Section  A. 
George  J.  Bock  Co..  Los  Angeles,  $152,877  ; 
Basich  Bros.,  Ton-ance,  $184,592;  Metro- 
politan Construction  Co..  Los  Angeles,  $146.- 
929;  Daley  Corp..  San  Diego,  $137,130; 
Claude  Fisher  Co..  Ltd..  Los  Angeles.  $139.- 
826  :  Griffith  Co..  Los  Angeles,  $144,297  ;  N. 
M.  Ball  Sons.  Berkeley.  $128..576 ;  Dimmitt 
&  Taylor.  Los  Angeles,  $142,345;  D.  W. 
Thurston.  Los  Angeles,  $1,30,365;  George  R. 
Curtis  Paving  Co.,  Los  Angeh-s.  $1.59.279: 
Oswald  Bros..  Los  Angeles,  .$i:',9.i;:;2  ;  J.  E. 
Haddock,  Ltd.,  Pas.idena.  .$1.".2.(;n2  ;  C.  O. 
Sparks  &  JIundo  Engineeiing  Co..  Los 
Angeles,  $127,378 ;  Bodenhamer  Construc- 
tion Co.,  Oakland,  $126,994.  Contract 
awarded  to  Macco  Construction  Co.,  Clear- 
water, $123,349. 

LOS  ANGELES  COUNTY— Between 
Encinal  Canyon  and  Trancas  Beach,  about 
3.2  miles  to  be  graded  and  surfaced  with 
plant-mixed  surfacing  and  Portland  cement 
concrete.  District  VIII,  Route  60.  Section 
A.  Oswald  Bros.,  Los  Angeles,  $266„5.32 : 
Claude  Fisher  Co.,  Lt.l.,  Los  An-eles,  $253.- 
.325;  N.  M.  Ball  Sons  anil  I ).  .McDonald, 
Berkelev.  $236,101;  Harold  Blake.  Whittier, 
$2.34,312;  Daley  Corporation.  San  Diego. 
.$233,648;  Metropolitan  Construction  Co.. 
Los   Angeles,   .$262,402;    C.   O.    Sparks   and 


Miindo  Engineering  Co..  Los  Angeles.  .$238.- 
328;  Pearson.  Minnis  and  Moody,  Los 
Angeles,  $249,072;  J.  E.  Haddock,  Ltd.. 
Pasadena.  $242,598;  ]),  W.  Thurston.  Los 
Angeles.  .$249,943;  Fre<lericksen  &  West- 
brook,  Lower  L,iki',  .<;249.1.54  ;  Griffith  d,.. 
Los  Angeles.  $241. 1S3;  United  CnniTete  Pipe 
Corporation.  Los  Angeles.  $258,728.  Con- 
tract awarded  to  Macco  Construction  Co.. 
Clearwater.   $228,807.50. 

MADERA  COTINTY— Maintenance  build- 
ings and  .■iiipnrlen.-inces  to  be  constructed  at 
Coarse  (Joiil.  Iiisiii.t  VI.  Route  125,  Sec- 
tion D.  Conti-nct  .iw.irded  to  R.  Hodgson  & 
Sons.  Porterville.  $7,550. 

MARIN  COI'NTY— Two  bridges  to  be 
repaired  about  4  miles  north  of  Sausalito, 
one  across  Richard.son  Bay  and  the  tracks 
of  the  Northwestern  Pacific  Railroad  and 
the  other  across  the  tracks  of  the  North- 
western Pacific  Railroad  near  Alto.  Dis- 
trict IV,  Routes  1  and  52.  Sections  C  and  A. 
Lee  J.  Immel,  Berkelev.  $43. Ml ;  John 
Rocca.  San  Rafael,  $47,870:  W.  K.  A'an 
Bokkelen  Construction,  Oakland,  $48,359; 
Bodeuhamer  Construction  Co..  Oakhnul. 
$48,429;  C.  W.  Caletti  &  Co.,  San  Rafael, 
.$48,685;  F.  Kaus.  Stockton,  $48,747;  Carl 
N.  Swensen  Co.,  San  Jose,  .$51,391;  F.  C. 
Amoroso  &  Sons,  San  Francisco,  $52,312 ; 
M.  B.  McGowan.  Inc..  San  Francisco,  $53, 
834;  Peter  J.  Mel  high.  San  Francisco,  $56, 
575.  Contract  aw.irded  to  Macco  Constj'uc- 
tion  Co.,  Clearwater.  $40,208. 

MARIN  COUNTY— FuiTiish  and  apply 
seal  coat  to  existing  pavement  between 
AValdo  and  Golden  (!ate  Bridge,  about  3.4 
miles.  District  IV.  Route  1.  Section  D. 
Piazza  and  Huntley.  San  Jose.  $4,185;  Hay- 
ward  Building  Material  Co.,  Hayward,  .$4,- 
015:  Lee  J.  Immel,  Berkeley,  $3,600; 
Pacific  Truck  Service,  Inc..  San  Jose,  $3,- 
550 ;  Macco  Construction  Co.,  Clearwater, 
$3,607;  Tieslau  Bros.,  Berkeley,  $3,539. 
Contract  awarded  to  E.  A.  Forde,  San  An- 
selmo,  $3,252.50. 

MENDOCINO  C  O  U  N  T  Y  —  A  bridge 
across  Garcia  River  3.5  miles  north  of  Point 
Arena  consisting  of  one  120-foot  steel  truss 
span,  one  66-foot  two  50-foot  and  one  30-foot 
6-inch  steel  beam  spans  on  concrete  piers 
with  timber  pile  foundations  to  be  con- 
structed and  approximately  0.4  mile  in 
length  to  be  graded,  surfaced  with  imported 
material  and  penetration  oil  treatment  ap- 
plied. District  I.  Route  56,  Section  15. 
Chas.  L.  Harney,  San  Francisco.  $71,625 , 
C.  W.  Caletti  &  Co..  San  Rafael,  $56,254: 
M.  B.  McGowan,  Inc.,  San  Francisco,  $69.- 
238;  John  Rocca,  San  Rafael,  $62,229. 
Contract  awarded  to  Peter  J.  McHugh,  San 
Francisco,  $55,391. 

MODOC  COUNTY — Between  Cedarville 
and  State  Line,  across  Middle  Lake,  about 
1.4  miles,  roadbed  to  be  widened.  District 
II,  Route  28.  Section  C.  Garcia  Construc- 
tion Cci..  Irvington,  $4..S20 ;  Harms  Bros., 
Litchfield,  $4,986;  Tieslau  Bros.,  Berkeley, 
$6,012:  Parish  Bros..  Los  Angeles,  $6,480; 
Hanrahau  Co.,  San  Franci.sco,  $12,456. 
Contract  awarded  to  Poulos  and  McEwcn, 
Trinidad,  $3,600. 

MONO  COUNTY— Between  Route  23 
and  June  Lake,  about  2.2  miles  to  be  graded. 
District  IX.  Route  111,  Section  A.  C.  A. 
Baker,  North  Sacramento,  $17,9.37 ;  Basich 
Bros.,  Torrance,  $19,422;  George  J.  Bock 
Co.,  Los  Angeles,  ,$20,615;  A.  S.  Vinnell 
Co.,  Alhambra.  $21,792:  Oswald  Bros.,  Los 
Angeles.  $22,528 :  Predricksen  and  West- 
brook,   Lower  Lake,   $32,952.     Contract 


[Twenty-four] 


(November  i9}7)  California  Hightvays  and  Public  Works 


awarded    to    J.    V.    Galbraith    and    Don    A. 
Cauevari,    Santa   Rosa.   $17,715.75. 

PLUMAS  COUNTY— Approaches  to  Span- 
ish Creek  Bridge  near  Quincy  .iliout  (1.8  mile 
in  length  to  be  graded.  District  II.  Route 
21.  Section  C.  W.  K.  Van  Kokkelcn  Con- 
struction. Oakland,  $18.386 ;  Young  &  Son 
Co.,  Ltd.,  Berkeley.  $19,170;  Hemstreet  & 
Bell.  Marysville.  $19.351 ;  Claude  C.  Wood. 
Stockton.  $19,.'>20;  Harms  Bros.,  Litchfield. 
.fl'.l.(115;  riazza  &  llimtlcy.  Siin  Jose.  $20.- 
i;il:  A.  H.  Maestivlti.  Stockton,  $21,029; 
(Jaerin  Bros..  San  Franciscci,  .$23,202;  Han- 
rahan  Co..  San  Fraiicisin.  $29,707;  Peter 
J.  McHugh.  San  FraT[cis,o.  .$31,236.  Con- 
tract awarded  to  FrcdiTickscn  and  West- 
brook.  Lower  Lake,  $17,415.30. 

RIVERSIDE  AND  SAN  BERNARDINO 
COUNTIES— At  the  Palm  Springs  and 
Camp  Angelus  Maintenance  Stations,  main- 
tenance station  buildings  and  appurtenances 
to  be  constructed.  District  VIII,  Routes 
187,  190.  Sections  D.  E.  George  Ilcrz  &  Co., 
San  Bernardino.  $13,954;  Andrew  Archi- 
bald. Altadena.  $12,999  ;  Fred  Walsh.  San 
Bernardino.  $13,158.  Contract  awarded  to 
V.  L.  &  W.  B.  Jacobson,  Los  Angeles. 
,$11,001. 

SACRAMENTO  COUNTY— At  Painters- 
ville,  repairing  a  liridge  across  the  Sacra- 
mento River.  District  III.  Route  11,  Sec- 
tion E.  Wm.  C.  Tait.  San  Francisco.  $12,- 
954.  Contract  awarded  to  M.  A.  Jenkins. 
Sacramento,  $7,928. 

SAN  BERNARDINO  COUNTY— At  the 
Lakeview  Point  maintenance  site,  mainte- 
nance station  buildings  and  appurtenances 
to  be  constructed.  District  VIII,  Route  43, 
Section  C.  (Jeo.  Herz  &  Co.,  San  Bernar- 
dino, $10,870;  Fred  Walsh,  San  Bernar- 
dino. $9. .500.  Contract  awarded  to  V.  L. 
and  W.  B.  Jacobson,  Los  Angeles,  .$8,995. 

SAN  DIEGO  COUNTY— Between  Har- 
asthy  Street  and  Barnett  Street  in  San 
Diego,  placing  plant  mixed  surfacing  for 
0.70  of  a  mile.  District  XI.  Route  2,  Sec- 
tion S.D.  Contract  awarded  to  R.  E.  Haz- 
ard and  Sons,  San  Diego.  $13,938 ;  George 
R.  Daley  Corp.,  San  Diego.  $14,114.  Con- 
tract awarded  to  V.  R.  Denni.s  Construction 
Co..   San   Diego.   $13,246. 

SANTA  BARBARA  COUNTY— Between 
easterly  boundary  and  one  mile  north  of 
Rincon  Creek,  about  1.0  mile  e.\isting  road- 
bed to  be  widened  and  Portland  cement  con- 
crete pavement  to  be  constructed.  District 
v.  Route  2,  Section  H.  Claude  Fisher  Co., 
Ltd.,  Ix)s  Angeles,  $39..S24  ;  J.  E.  Haddock, 
Ltd.,  Pasadena.  $4(».155;  (Jritiith  Company, 
Los  Angeles,  $40,744  ;  (Jcor^ie  R.  Curtis  Pav- 
ing Co.,  Los  Angeles.  $42,917.  Contract 
awarded  to  C.  O.  Sparks  and  Mundo  Engi- 
neering Co.,  Los  Angeles,  $38,487.80. 

TEHAMA  COUNTY— At  the  Lost  Creek 
maintenance  site  about  6.3  miles  east  of  Red 
Bluff,  maintenance  station  buildings  and 
appurtenances  to  be  constructed.  District 
H.  Route  29.  Section  C,  Rolvert  McCarthy, 
San  Francisco.  $7.4S,S.  Contract  awarded  to 
Liston  Ehoni.  Red  Bluff.  $()..5((0. 

SAN  BERNARDINO  COUNTY— Be- 
tween Los  Angeles  County  line  and  Colton. 
about  19.3  miles  to  be  graded  and  paved 
with  asphalt  concrete  and  Portland  cement 
concrete.  District  VIII.  Route  26.  Sec- 
tion C.D.Ria.Col,  Basich  Bros.,  Torrance. 
.$3.53,437;  Southern  California  Roads  Co.. 
Los  Angeles.  $378,440  ;  N,  M,  Ball  &  Sons, 
D.  McDonald.  Berkeley.  .$3(;7..3(r2  ;  Harold 
Blake.  Whittier.  .$.3(W,:«9  ;  Cilibnns  and 
Reed  Co..  Burbank.  .$41s.8.-,0 ;  Havid  H. 
Ryan,  San  Diego,  $331,813;  Oswald  Bros.. 
Los  Angeles.  .$331,676;  W.  E.  Hall  Co.. 
Alhambra,  ,$389,652  ;  Daly  Corp..  San  Diego. 
.$348,850;  Metropolitan  Conslrnclion  Co., 
Los  Angeles.  $.3(;.s.(lll2 ;  C.  o.  Sparlis  .^nd 
Mundo  Engineering  i'n..  Los  .Vngcics.  .S.'i79,- 
488;  J.  E.  Haddock.  Ltd.,  Pasadena.  .$374.- 
298;  D.  W.  Thurston,  Los  Angeles.  .$.353,- 
606;  Griffith  Co.,  Los  Angeles,  $335,028; 
United     Concrete     Pipe     Corporation,     Los 


Instrumentman  W.  C.  Names  and   painted 
level   tripod    in   use   in    District   IX. 

Angeles.  $371,.533.  Contract  awarded  to 
Maticb  Bros..  Elsinore,  $318,226. 

SAN  JOACHUN  aud  SACRAMENTO 
COUNTIES — Two  reinforced  concrete  slab 
bridges  across  Dry  Creek,  about  one  mile 
east  of  Gait,  one  consisting  of  seven  22- 
foot  spans,  one  15-foot  span,  and  two  7-foot 
6-inch  spans,  and  the  other  consisting  of 
thirty-four  22-foot  spans,  five  15-foot  spans, 
two  7-1'oot  O-inch  spans,  all  supported  by 
reinforced  cc.uirete  pile  bents.  District  X. 
Route  4.  Sections  D.A.  R.  R.  Bishop.  Long 
Beach.  $75,950;  A.  Soda  and  Son.  Oakland. 
$84,847;  Barrett  &  Hilp.  San  Francisco. 
$93,.395  ;  Heafey  Moore  Co.  and  Fredrickson 
&  Watscni  Construction  Co,  Fredrickson 
Bros  Oakland.  S;75,(I(I3;  F.  C.  Amaroso  and 
Sous,  San  Francisco,  .<sl,(149:  S.  D.  Bech- 
tel.  San  Francisco.  .$91. 4S!):  John  Rocca. 
San  Rafael.  $73..552  ;  John  Strona.  Pnmona. 
$71.123 ;  A.  Teichert  and  Sou,  Inc.,  Sacra- 
mento. .$83,391:  Campbell  Construction  Co.. 
Sacramento.  $73,128.  Ciuitract  awarded  to 
Lord  and  Bishop.   Sacramento.  $08,602. 

SAN  LUIS  OBISPO  COUNTY— Be- 
tween Atasc.iilcro  Sununil  and  San  Gabriel 
Anchiic,  ,il«ini  2,s  miles  In  be  graded  and 
road-iiii.\  siiiface  treatinent  to  be  applied. 
District  V.  Route  125.  Section  A.  D.  W. 
Thurston.  Los  Angeles.  $151.36Si;  Crow 
Bros.  Construction  Co..  Los  Angeles.  $142.- 
.3.38;  Claude  Fisher  Co..  Ltd..  $157,707; 
Hemstreet  &  Bell,  Mary.sville.  $140,848;  A. 
Teiidiert  &  Son,  Inc.,  Sacramento.  $127.- 
709;  JIaeco  Construction.  Clearwater.  $126.- 
52(i ;  Young  and  Son  Co.,  Ltd..  Berkeley, 
$122,523;  Biasotti  &  Son,  Stockton.  $132^- 
205,  Contract  awarded  to  George  K. 
Thompson  &  Co..  Los  Angeles.  $121,413,45, 


Gaudy  Colors  On 
Tripods    Protect 
Road  Surveyors 

By  MILTON  HARRIS 

Associate  Highway  Engineer 

MOTORISTS  traveling  through 
District  IX  may  wonder 
what  artistic  leanings 
l)niiiipted  highway  survey  crews  to 
paint  alternate  red  and  white  bands 
on  the  tripods  of  their  transit  and 
level  sets. 

The  surveyors  of  District  IX  have 
not  taken  up  futuristic  art.  They 
have  a  very  logical  reason  for  paint- 
ing their  tripods  in  gaudy  colors. 

Protection  of  a  survey  crew  on 
heavily  traveled  roads  is  always  a  re- 
.sponsibility  devolving  upon  a  Chief 
of  Party.  Due  to  the  rapidity  with 
which  a  survey  crew  moves,  it  is  often 
iinpo.ssible  to  keep  suitable  warning 
signs,  such  as  "Men  At  Work,"  at 
correct  distances  from  the  party. 

Not  infrequently  a  motorist,  having 
passed  a  warning  sign  some  distance 
l)ack,  will  round  a  curve  in  the  high- 
way and  find  himself  bearing  down  on 
a  surveyor  and  his  tripod.  The  usual 
jjlan  is  for  the  instrumentman  to 
stand  a.straddle  of  a  tripod  leg  while 
a  car  is  passing  his  instrument  too 
close  for  safety.  A  driver  will  in- 
stinctively avoid  hitting  a  human  but 
may  not  be  averse  to  driving  too  close 
to  an  inanimate  object  such  as  a  tri- 
pod. 

As  a  safety  measure  to  protect  not 
only  the  surveyor  and  hi.s  instrument 
but  motorists  as  well.  District  IX  is 
painting  red  and  white  bands  on  all 
its  tripods. 


Frosh  :   "If  I   had  known   that  the  tunnel 
was  so  long  I  would  have  kissed  you." 
Ditto:     "Good    heavens!       Wasn't    that 

you?" 


Hopkins  Appointed 

Assistant  Director 

(Continued    from    page    5) 

In  1910,  ]\Ir.  Hopkins  organized  a 
public  utilities  company  and  installed 
a  municipal  water  s.ystem,  later  form- 
ing an  ice  company  of  which  he  has 
been  manager  and  secretary-treasurer 
ever  since.  As  a  founder  of  the  Kern 
County  Chamber  of  Commerce,  Mr. 
Hopkins  served  as  chairman  of  its 
finance  and  highway  committees  and 
since  that  time  has  been  prominently 
identified  with  and  interested  in  Cali- 
fornia's highway  development. 


California  Hightvays  and  Public  Works  (November  i9}7) 


[Twenty-five] 


DIVISION  OF 

WATER  RESOURCES 


.»Tti^i>^'  ^  ^^'^  yy^^At;;  n)H  u 


OFFICIAL  REPORT 

FOR  THE  MONTH  OF 

October,  1937 

EDWARD  HYAn,  State  Engineer 


IRRIGATION    DISTRICTS 


The  irrigation  season  is  now  drawing  to  a 
close  and  plans  are  under  way  in  many 
districts  to  resume  repair  work  and  im- 
provements on  canals  and  structures  as  soon 
as  the  water  is  no  longer  needed.  During 
the  last  few  years  this  type  of  winter  work 
has  furnished  employment  to  a  large  num- 
her  of  men,  and  the  districts  have  made  full 
use  of  W.  P.  A.  cooperation  on  their 
projects. 

South  San  .loaquin  Irrigation  District  has 
awarded  a  contract  for  purchase  of  6000 
barrels  of  cement  to  be  used  in  concrete 
lining  canals. 

Construction  work  on  a  drainage  project 
in  the  West  Side  District  was  investigated 
and  reported  upon  to  the  Securities  Com- 
mission. Contributions  toward  the  work 
are  being  made  by  the  State  Highway  De- 
partment, San  Joaquin  County,  the  South- 
ern Pacific  Railroad,  and  several  of  the 
larger  oil   companies. 

On  October  22,  the  La  Mesa,  Lemon 
Grove  and  Spring  Valley  Di.strict  celebrated 
completion  of  its  El  Monte  pumping  station 
which  will  lift  water  from  the  pipe  lines 
leading  from  El  Capitan  Reservoir  into  the 
district's  distribution  system.  A  large  pipe 
line  replacement  project  in  this  district  will 
also  be  under  way  within  the  next  few 
weeks. 


FLOOD  CONTROL  AND 
RECLAMATION 


Maintenance    of   Sacramento    Flood    Control 

Project 

On  Pump  No.  4  at  Pumping  Plant  No. 
2  east  of  the  Sutter  By-Pass,  the  Worth- 
ington  Pump  Company  installed  a  steel 
hood  over  the  suction  inlet  to  prevent  the 
formation  of  a  vortex. 

Sacramento  Flood  Control  Project 

Bids  will  be  opened  on  November  8,  for 
filling  the  borrow  pit  on  the  Burr  Mitchell 
property  on  the  right  bank  of  the  Sacra- 
mento River  north  of  Colusa.  This  in- 
volves placing  of  60,700  cubic  yards  of  sand 
and  earth  material.  The  work  is  being 
done  at  the  request  of  the  State  Reclama- 
tion Board  and  in  connection  with  right- 
of-way   procurement  for  the  river  levee. 

Flood   Measurements   and   Oages 

All  of  the  water  stage  recording  stations 
and  metering  stations  maintained  and 
operated  l)y  this  division  are  now  in  con- 
dition   for    the    coming    flood    season.      Im- 


pi'ovements  at  the  Mawson  Bridge  and 
Gridley  stations  have  been  completed  with 
the  installation  of  continuous  water  stage 
recording  instruments. 


SACRAMENTO-SAN   JOAQUIN 
WATER  SUPERVISION 


SUPERVISION  OF  DAMS 


Application  for  approval  of  the  plans  and 
specifications  for  the  construction  of  the 
Bonita  Canyon  Dam  of  the  Irvine  Company 
was  filed  on  September  28.  19.37.  This  is 
to  be  an  earth  structure  43  feet  in  height 
with  a  storage  capacity  of  295  acre-feet, 
situated  on  Bonita  Creek,  a  tributary  to 
Newport  Bay  in  Orange  County.  The  esti- 
mate cost  is  $26,000. 

Amended  application  was  filed  on  Octo- 
ber 13,  1937,  by  the  Whiting  Company  for 
approval  of  the  plans  and  specifications  for 
the  construction  of  Whiting  Dam  in  Orange 
County.  This  dam  is  to  be  an  earth  struc- 
ture 31  feet  in  height  with  a  storage 
capacity  of  220  acre-feet.  The  estimated 
cost  is  $20,000.  Construction  or  repair 
plans  were  approved  for  the  Stinson  Weir 
Dam  on  North  Fork  of  Kings  River  in 
Fresno  County ;  Henshaw  Dam  on  San  Luis 
Rey  River  in  San  Diego  County ;  Empire 
Weir  No.  1  Dam  on  the  South  Fork  of 
Kings  River  in  Kings  County ;  Bean  Hol- 
low No.  2  Dam  of  the  Shoreland  Properties, 
Inc.,  on  Arroyo  de  Los  Frijoles  in  San 
Mateo  County ;  Evans  Creek  Dam  of  the 
Tuolumne  Gold  Dredging  Company  on  Evans 
Creek  in  Stanislaus  County. 


WATER   RIGHTS 


Snpcrchion  of   Aiiiirojiriation    of   Water 

Thirty  applications  to  appropriate  water 
were  received  during  the  month  of  Septem- 
ber and  ten  were  denied  and  eighteen  ap- 
proved. In  the  same  period  five  permits 
were  revoked  and  the  rights  were  confirmed 
in  five  cases  by  the  issuance  of  licenses. 

Among  the  applications  received  were  two 
by  the  San  Gabriel  Valley  Protective 
Association  of  Whitticr  proposing  appro- 
priations of  200,000  acre-feet  per  annum  on 
San  Gabriel  River  by  spreading  for  perco- 
lation to  ground  water  between  Morris  Dam 
and  Imperial  Highway,  the  water  to  be  re- 
covered later  by  pumping  for  irrigation, 
domestic  and  municipal  purposes. 

Field  work  in  connection  with  the  investi- 
gation of  protested  cases  and  projects  under 
permit  was  completed  during  the  month.  A 
total  of  190  projects,  distributed  throughout 
all  counties  of  the  State  except  eight,  were 
investigated   during  the  season. 


During  the  past  month  the  efforts  of  the 
field  men  from  this  office  have  been  devoted 
almost  entirely  to  gathering  data  relative  to 
the  acreage  irrigated  during  the  past  season 
with  water  diverted  from  the  streams  in  the 
Sacramento  and  San  Joaquin  valleys.  The 
acreage  data  will  be  used  to  determine  the 
use  of  water  in  the  same  area  and  will  be 
incorporated  in  the  report  of  this  office. 
This  report  will  also  show  the  amount  of 
return  flow  and  flow  from  the  valley  streams. 

The  sampling  of  water  in  the  delta  for 
salinity  is  being  carried  on  at  a  sufficient 
number  of  stations  to  record  the  rate  of 
advance  or  retreat  of  the  salinity.  At  in- 
termittent intervals  samples  of  drainage  and 
return  flow  water  are  being  obtained  in  the 
Sacramento  and   San  Joaquin  valleys. 

The  cool  weather  delayed  the  rice  harvest 
somewhat  but  in  many  instances  the  harvest- 
ing of  the  crop  is  completed. 

The  flow  of  the  Sacramento  River  at 
Sacramento  on  October  23  was  about  7600 
c.f.s.  and  has  been  at  that  .stage  since  about 
the  first  of  October.  The  flow  of  the  San 
.Joaquin  River  at  Vernalis  on  October  23 
was  about  2000  c.f.s.  and  has  been  at  that 
stage  since  the  first  week  in  October.  For 
purposes  of  comparison,  some  stream  flow 
and  salinity  figures  follow : 


CALIFORNIA  COOPERATIVE  SNOW 
SURVEYS 


During  the  past  month  work  has  been 
directed  toward  concluding  arrangements 
with  the  personnel  of  the  various  cooperat- 
ing agencies  throughout  the  State  for  the 
conduct  of  next  winter's  snow  surveys. 

Arrangements  were  concluded  with  Super- 
intendent Merriam  of  Tosemite  National 
Park  for  the  park  rangers  to  make  the 
annual  survey  at  nine  snow  courses  within 
the  park  boundaries. 

The  seven  shelter  cabins  on  the  South 
Fork  of  the  Kings  River  have  been  stocked 
with  food  and  supplies  for  the  winter  as 
have  the  five  cabins  on  the  North  Pork,  in- 
eluding  the  one  just  completed  this  summer 
at  Loggy  Meadows.  The  cabins  at  Piute 
Pass  and  Bishop  Pass  have  also  been  stocked. 
Supplies  are  on  hand  for  stocking  the  cabins 
in  the  American  and  Pit  River  watersheds 
and  these  as  well  as  the  balance  of  un- 
stoeked  cabins  throughout  the  State  will  be 
made  ready  for  the  winter's  surveys  within 
the  next  few  weeks. 


(Continued  on   page 


iT'wenty-six] 


(November  1937)  California  Highways  and  Public  Works 


Grader  Blade 
Level  Devised 
for  Oil  Mix 

By  H.  J.  DOGGART 

Resident  Engineer 

IN  THE  construction  of  road-mix 
oil  shoulders  on  tlie  reeently 
oomiileted  Contract  SfiTCl'- 
45CN3,  Koad  V-:\Ion-2-H,I,  between 
Bradley  and  San  Ardo,  two  factors 
necessitated  the  development  of  a 
device  to  regulate  the  height  of  the 
cutting  edge  of  a  grader  blade  with 
reference  to  the  grade  of  the  tinished 
concrete  pavement. 

First,  it  was  desii-ed  to  regulate 
accurately  the  depth  of  the  shoulder 
trench  in  which  oil  mix  shoulder  ma- 
terial was  to  be  placed ;  and  second, 
in  order  to  provide  for  settlement 
which  invariably  occurs  on  oil  mix 
shoulders  after  being  turned  over  to 
traffic  where  the  shoulders  have  been 
finished  to  the  grade  of  pavement, 
it  was  desired  to  cut  the  compacted 
shoulders  to  an  even  one-half  inch 
above  pavement  grade. 

ATTACHMENT  DEVISED 

At  the  writer's  suggestion,  the  eon- 
tractor's  mechanic  constructed  an  at- 
tachment to  the  mold-board  of  a 
motor  blade  grader  which  gave  pos- 
itive control  in  regulating  the  height 
of  blade  in  relation  to  pavement 
grade. 

This  device  was  patterned  after  a 
caster  wheel  and  consisted  of  a  .solid 
rubber-tired  wheel  of  2-foot  di- 
ameter, with  swivel  action,  attached 
to  one  end  of  the  mold-board  by 
means  of  a  bracket  welded  to  same. 
This  bracket  was  constructed  of  two 
horizontal  f  inch  sheet  steel  plates, 
spaced  12  inches  apart  and  reinforced 
with  a  vertical  web. 

Each  steel  plate  was  bored  to  per- 
mit a  one  inch  vertical  shaft,  to 
which  the  wheel  was  attached,  to  pass 
through.  The  lower  end  of  this  shaft 
was  curved  as  in  the  case  of  a  caster, 
before  being  attached  to  the  wheel 
mounting.  The  position  of  the  wheel 
relative  to  grade  was  firmly  fixed  by 
means  of  two  collars,  one  on  each  side 
of  the  upper  bracket  and  held  in  place 
on  the  one  inch  shaft  by  set  screws. 

The  wheel  rode  on  the  pavement 
surface,    and    becaiLse    of    its    swivel 


Two     views     of     leveling     device     on     mold-board     of     grader.       Upper     picture     shows 
device  attached  to  adjustab'e  wheel.     Lower  is  a  closeup  of  device  and  mold-board. 


action,  the  blade  could  be  set  at  any 
desired  angle  without  binding  action 
on  the  regulating  wheel.  Where  it 
was  desired  to  trench  alongside  the 
pavement,  a  section  of  the  grader 
blade  was  cut  out  in  order  to  allow  a 
portion  of  the  mold-board  to  project 
over  the  pavement.  A  blade  with  the 
full  length  of  the  mold-board  was 
used  where  it  was  desired  to  make  the 
final  cut  on  the  oil  shoulders. 

The  blade  leveling  device  shown  on 
the  accompanying  photographs  was 
u.sed  throughout  the  shoulder  con- 
struction on  this  contract  and  was 
patterned  after  a  model  suggested  by 
the  Construction  Department  in 
January,  1931,  except  that  light 
lubricating  oil  was  used  in  place  of 
water.  The  advantage  of  oil  over 
water  was  in  greater  visibility  and 
the  fact  that  the  jolting  of  the  grader 


did  not  affect  the  stability  of  the  fluid 
in  the  indicating  column,  as  was  the 
case  where  water  was  used.  The 
Peninsular  Paving  Company,  was  the 
contractor. 


It  has  been  estimated  that  travel  by 
motor  car,  motor  bus  and  railroad  in 
the  United  States  in  1936  i-eached  a 
total  of  236,000,000,000  passenger- 
miles,  or  about  1,840  miles  per  capita. 


Doctor :  "Humiili !  I  can't  quite  diagnose 
your  ca.se.     I   tliink  it's  drink." 

Patient :  "Oh,  I  see.  Now,  look  here, 
doctor.  Would  you  like  me  to  come  again 
when  you're  sober?" 


She :  Did  anyone  ever  tell  you  how  won- 
derful you  are'/ 

He :  No,  I  don't  think  anyone  ever  did. 

She :  Then  I'd  like  to  know  where  you  got 
the  idea. 


California  Highways  and  Public  Works  (November  i9i7) 


[Twenty-seven] 


Quarterly  Gas  Tax  Paid  to  Cities 


(Continued  from  page  15) 


District  X 


District  X — Continued 


City 
Amador   County: 
Amador    City 

Jackson     

Plymouth    

Sutter  Creek  _ 

Totals    


171 
2,005 

343 
1,013 


$41.48 

486.38 

83.21 

245.74 


Calaveras   County: 
Angels   Camp 

Mariposa   County: 
Hornitos     

Merced  County: 

Atwater 

Dos    Palos    

Gustine    

Livingston     

Los   Bancs 

Merced     


Totals    

Sacramento   County: 
Isleton     


San  Joaquin   County: 
Led!    

Manteca    

Stockton     

Tracy     


Totals 


Solano  County: 

Benicia    

Dixon     

Fairfield    

Rio   Vista   --- 

Suisun     

Vacaville     

Vallejo     


3,532 

$856.81 

915 

$221.96 

62 

$15.04 

917 

$222.45 

930 

225.60 

.      -     1,016 

246.47 

803 

194.79 

1,875 

454.85 

7,066 

1,714.10 

12,607 

$3,058.26 

2,906 

$704.95 

7,277 

$1,765.29 

1,614 

391.53 

47,963 

11,635.08 

3,829 

928.85 

60,683 

$14,720.75 

2,913 

$706.65 

1,000 

242.59 

1,131 

274.36 

1,309 

317.54 

905 

219.54 

1,556 

377.46 

15,277 

3,705.96 

City 
Modesto     .. 
Newman 
Oakdale     . 
Patterson 
Riverbank 
Turlock     _. 


Totals 


Tuolumne   County: 
Sonora     


opulation 

Amount 

13,860 

$3,362.22 

1,269 

307.84 

2,112 

512.34 

905 

219.54 

803 

194.79 

4,276 

1,037.29 

24,206 
2,278 


Totals    District    X_ 


131,280 


District  XI 


Imperial    County: 

Brawley    

Calexico    

Calipatria     

El    Centre    

Holtville     

Imperial    

Westmorland 


10,439 
6,299 
1,554 
8,434 
1,758 
1,943 
1,476 


Totals    

Riverside  County: 

BIythe    

Indio     


31,903 


1,020 
2,601 


Totals 


San    Diego   County: 

Chula    Vista    

Coronado    

El    Cajon    

Escondido     

La   Mesa   

National  City 

Oceanside     

San    Diego    


3,869 
5,425 
1,050 
3,421 
2,513 
7,301 
3,514 
151,694 


Highway  Chairman 

(Continued   from   page   5) 

ing  and  travel  information  agency. 
II.  R.  Judah  took  up  the  duties  of 
manager  of  the  southern  branch  of 
the  company  in  Los  Angeles. 

Following  the  San  Francisco  tire  of 
1906,  Mr.  Judah  returned  to  Santa 
Cruz  where  he  had  formerly  resided 
and  was  appointed  manager  of  the 
chamber  of  commerce,  a  position  he 
had  previously  held. 

In  1907,  Mr.  Judah  and  Edward  J. 
Devlin,  then  managing  editor  of  the 
Sacramento  Bee,  decided  to  engage  in 
the  newspaper  publishing  business  as 


Evening  News,  a  daily  newspaper 
which  they  have  operated  success- 
fully since  that  date. 

Throughout  the  years  of  his  par- 
ticipation in  public  affairs  in  Santa 
Cruz,  Mr.  Judah  has  been  greatly  in- 
terested in  highway  matters  in  the 
central  coast  section  of  the  State  and 
it  was  because  of  his  zeal  in  the 
development  of  good  roads  that  Gov- 
ernor Merriam  named  him  on  the 
California  Highway  Commission  to 
succeed  Timothy  A.  Reardon.  re- 
signed. 


for  October,  1937 


(Continued  from  page  26) 


CENTRAL   VALLEY    PROJECT 


"If  you  were  ordered  to  disperse  a   mob. 
wh.at  would  do?" 

Aspirant  for  police  job:  "Pass  my  hat!" 


The  Division  of  Water  Resources,  under 
an  agreement  with  the  Bureau  of  Reclama- 
tion, has  continued  surveys  and  the  collec- 
tion and  compilation  of  data  in  the  San 
.Toaquin  Valley  in  connection  with  the  acqui- 
sition of  lands  and  water  rights. 

The  United  States  Bureau  of  Reclama- 
tion continued  the  construction  of  the  gov- 
ernment camp  for  the  Priant  Dam  and  work 
was  started  on  the  construction  of  the  camp 
for  the  Shasta  Dam.  Certain  difficulties  in 
securing  rights  of  way  for  the  Contra  Costa 
Conduit  were  adjusted  during  the  month 
and  construction  work  was  started  on  a 
portion  of  the  canal. 


$5,872.00 


$552.61 
$31,846.48 


$2,532.34 
1,528.04 
376.98 
2,045.96 
426.46 
471.34 
358.05 

$7,739.17 

$247.44 
630.96 

$878.40 

$938.56 

1,316.02 

254.71 

829.88 

609.62 

1,771.11 

852.44 

36,798.60 


Totals                -   -            -   _-     . 

24,091                      $5,844.10                           ^  ,   , 

178,787 

$43,370.94 

Stanislaus  County: 

981                         $237.98                   Totals    District    Xl_ 

214,311 

$51,988.51 

H.  R.  Judah,  New 

partners  and  on  November  1  of  that 
year  they  established  the  Santa  Cruz 

Water  Resources 

I  Twenty-eight] 


(November  ]937)  California  Hightvays  and  Public  Works 


STATE  OF  CALIFORNIA 


Department  of  Public  Works 

Headquarters:   Public  Works  Building,  Twelfth  and  N  Streets,  Sacramento 


FRANK  F.  MERRIAM Governor 

HARRY  A.  HOPKINS Assistant  Director 


EARL  LEE   KELLY Director 

EDWARD  J.  NERON Deputy  Director 


CALIFORNIA  HIGHWAY  COMMISSION 


H.  K.  JUDAII,  Chaiimaii,  Sauta  Cruz 

PHILIP   A.    STANTON,   Anaheim 

PAUL  G.  JASPER,  Fortuna 

WILLIAM  T.  HART,  Carlsbad 

ROBERT  S.  REDINGTOX,  Los  Angela 

.ICLIEX   D.   RorSSEL,    Secretary 


DIVISION  OF  HIGHWAYS 


('.   II.   I'I'RCELL.    State   Iliiihway    Engineer,    Sacramento 

G.  T.   McCOY,  Assistant  State  Highway  Engineer 

J.  G.   STANDLET,  Principal  Assistant  Engineer 

R.  H.  WILSON,  Office  Engineer 

T.  E.  STANTON,  Materials  and  Research  Engineer 

FRED  J.  GRUMM.  Engineer  of  Surveys  and   Plans 

C.   S.   POPE.  Construction   Engineer 

T.  H.  DENNIS,  Maintenance  Engineer 

F.   W.   PANHORST,   Bridge  Engineer 

V.   CAMPBELL.   Engineer  of  City   and   C(X>perative    Projects 

R.  H.   STALNAKER,  Equipment  Engineer 

E.  R.  HIGGINS,  Comptroller 

DISTRICT  ENGINEERS 

.1.  \V.  VICKREY,  District  I,  Eureka 

F.  W.  IIASELWOOD,  District  II,  Redding 

CHARLES   H.   WHITMORE,   District  III,  Mai-ysville 

JNO.  H.  SKEGGS,  District  IV,  San  Francisco 

L.  H.  GIBSON,  District  V,  San  Luis  Obispo 

R.  M.  GILLIS,  District  VI,  Fresno 

S.  V.  CORTELYOU,  District  VII,  Los  Angeles 

E.  Q.  SULLIVAN,  District  VIII,  San  Bernardino 

S.   W.   LOWDEN    (Acting),   District  IX,   Bishop 

K.  E.  PIERCE,  District  X,  Stockton 

K.  K.  WALLACE.  Disrict  XI,  San  Diego 

SAN    FRANCISCO-OAKLAND   BAY   BRIDGE 
C.   E.  ANDREW.  Bridge  Engineer 


DIVISION  OF  WATER  RESOURCES 


EDWARD  HYATT.  State  Engineer,  Chief  of  Division 

GEORGE  T.  GUNSTON,  Administrative  Assistant 

HAROLD  CONKLING,  Deputy  in  Charge  Water  Rights 

A.  D.  EDMONSTON,  Deputy  in  Charge  Water 

Resources  Investigation 

L.  .TONES.  Deputy  in  Charge  Flood  Control  and  Reclamation 

GEORGE  W.  HAWLEY,  Deputy  in  Charge  Dams 

SPEXCER  BURROUGHS.  Attorney 

EVEUEin^  X.  BRYAX.  Hydraulic  Engineer  Water  Rights 

(iORDOX   ZAXDER.   Ad.iudi(ation,   Water  Distribution 


DIVISION  OF  ARCHITECTURE 


GEORGE  B.  MrDOrcJALL.  State  Architect,  Chief  of  Division 

P.  T.  POAGE,  Assistant  State  Architect 

W.  K.  DANIELS,  Assistant  State  Architect 

HEADQUARTERS 

H.  W.  DeHAVEX,  Supervising  Architectural  Draftsman 

C.  H.  KROMER.  Principal   Structural  Engineer 

CARLETON  PIERSON,  Supervising  Specification  Writer 

J.  W.  DUTTON,  Principal  Engineer,  General  Construction 

W.  H.  ROCKINGHAM.  Principal  Mechanical  and  Electrical 
Engineer 

C.  E.  BERG.  Supervising  Estimator  of  Building  Construction 


DIVISION  OF  CONTRACTS  AND  RIGHTS  OF  WAY 


C.  C.  CARLETON,  Chief 

CLARENCE  W.  MORRIS,  Attorney,  San  Francisco 

FRANK  B.   DURKEE,  Attorney 

C.  R.   MONTGOMERY.  Attorney 

ROBERT  E.  REED,  Attorney 


DIVISION  OF  PORTS 


Port  of  Eureka— WILLIAM  CLARK,  SR..  Surveyor 


50171      ll-.-iT 


(SEORGE  H.  MOORE    ST, 


PM:    If  addressee  has  moved 
notify   sender   on 

Form  3547 

Division    of    Highways 

P.  O.   Box   1499 
Sacramento,  California 


Seattle   Public   Library, 
Seattle, 

Vi'ash , 


SEC 

562  P.  L.  &  R. 

U. 

S.  POSTAGE 

PAID 

Pa 

craiiiento,  Cal. 

P 

erniit  No.  152 

MAP 

SHOWING 

STATE  HIGHWAY  SYSTEM 


LOS  ANGELES  AND  VICINITY 


K»-'^^  I 


CALIFORNIA 

HIGHWAYS  AND  PUBLIC   WORKS 


CALIFORNIA  HIGHWAYS  AND  PUBLIC  WORKS 

Official  Journal  of  the  Division  of   Highways  of  the  Department  of  Public  Works,  State  of  California 

EARL  LEE  KELLY,  Director    C.  H.  PURCELL,  State  Hishway  Ensineer    JOHN  W.  HOWE,  Editor    K.  C.  ADAMS,  Associate  Editor 

Published  for  information  of  the  members  of  the  department  and  the  citizens  of  California 

Editors  of  newspapers  and  others  are  privileged  to  use  matter  contained  herein.     Cuts  will  be  gladly   loaned  upon  request. 
Address  communications  to  California  Higliways  and  Public  Works,  P.  O.  Box  1499,  Sacramento,  California. 

Vol.15  DECEMBER,  1937  No.  12 


Table  of  Contents 


Page 

Ocean  Shore  Highway  Job  Is  Completed,  Illustrated 1-3 

Bii  Jno.   H.   Skeggs,  District  Engineer 

Broadway  Tunnel  Opened  and  State  Assumes  Maintenance,  Illustrated     4—5 

By  P.   O.   Harding.  Assistant  District   Engineer 

New  Mountain  Highway  Leads  to  Sierra  Lakes,  Illustrated 6-7 

By   F.    R.   Pracht,   Associate   Highway   Engineer 

New  Type  of  Reflecting  Curb  Designed,  Illustrated 8-9 

By  Fred  J.   Grumm,  Engineer  of  Snrveys  and   Plans 

Eighteen  Bridge  Structures  Will  Span  Arroyo  Seco  Parkway,  lllustrated_10-ll 

By  C.   W.  Jones,  Senior  Bridge  Engineer 

Picture  of  Opening  of  Broadway  Tunnel 12 

Picture  of  Official  Group  at  Broadway  Tunnel  Dedication 13 

State  Experiments  With  Highway  Lighting,  Illustrated 14-15 

By    T.   H,   Dennis,  Maintenance   Engineer 

Contra  Costa  Unit  of  Central  Valley  Project  Launched,  Illustrated 16-17 

Hazard  of  Curves  on  Highway  to  Placerville  Being  Removed,  Illustrated-18-19 

By   Scott  H.   Lathrop,  Assistant   Engineer 

Port  of  Oakland  Overhead  Work  Now  Under  Way,  Illustrated 20-21 

Broadway  Low  Level  Tunnel  Is  Opened  (Continued) 22 

First  Railway  Tie  Laid  on  Bay  Bridge,  Illustrated 23 

Maintenance  Men  Discuss  Their  Highway  Problems.  Illustrated 24 

Highway  Bids  and  Awards  for  November,  1!)37 25 

Monthly  Report  of  the  Division  of  Water  Resources 26 

Right  of  Way  Men  Hold  Meeting 28 

November  Sees  Traffic  Drop  on  Bay  Bridge 28 


Pedro  Mountain  Section  of 
New  Scenic  Road  Entailed 
Difficult  Construction  Work 


Ox  ARMISTICE  DAY,  November  11.  1937,  one  of  the 
most  (lifficnilt  hifiliway  construction  projects,  and  ]irob- 
ahly  the  most  important  section  of  the  so-called  "Ocean 
Shore  Hijilnvay"  between  San  Francisco  and  Santa  Cruz,  was 
opened  to  public  travel. 

District  Con.struction  Enpneer  E.  6.  Poss,  in  an  article 
appearing  in  the  June.  1937,  issue  of  this  magazine,  briefly 
described  the  nature  of,  and  a  few  of  the  construction  prob- 
lems on  this  project.  Accompanying  the  referred-to  article 
was  a  sketch-map  sliowing  the  alignment,  and  a  photograph 
of  the  former  eovint.v  road  with  its  250  curves,  involving  42.2 
complete  circle-turns  in  its  10.6  miles  of  length,  with  a  total 
rise  and  fall  of  2.409  feet. 

The  importance  of  this  portion  of  the  Ocean  Shore  High- 
way, commonly  referred  to  as  the  "Pedro  Mountain"  sec- 
tion, was  aptly  portrayed  by  the  twenty-eight  curves  involv- 
ing only  3.8  circle-turns  and  1,225  feet  of  total  rise  and 
fall  in  grade  in  the  new  length  of  5.9  miles  covered  by 
this  construction  project. 

TLME  AST)  DISTANCE  SA^'ED 

Tlie  saving  of  4.7  miles  in  distance  does  not  truly  reveal 
tlie  convenience  afforded  the  traveling  public  by  this  new 
road.  The  former  road,  for  almost  its  entire  length,  gave  no 
siglit  distance  to  the  motorist,  wlio,  in  averaging  tifteen  miles 
per  hour  throughout  the  entire  length,  was  making  good 
progress.  The  highway  will  permit  speeds  throughout  its 
entire  length  averaging  close  to  the  legal  speed  limit  of  45 
miles  per  hour,  and  will  affect  a  saving  in  travel  time  of  nioi-c 
than  one-half  liour  to  all  motorists  destined  south  of  Faralknic 
City. 

This  highway  will  therefore  assume  great  importance,  nol 
only  as  a  recreational  road  between  San  Franci.seo  and  tin 
beaches  and  redwood-covered  mountain  slopes  of  the  Sanl;i 
Cruz  Peninsula,  but  also  as  a  market  artery  in  transportatinn 
of  the  truck  garden,  dairy  and  stock-raising  products  of  tlic 
ricli  agricultural  area  centering  about  the  coast  towns  ni 
Half  Moon  Ba,v,  Pescadero,  Tunitas  and  San  Gregorio. 

SCENIC    HIGHWAY 

The  scenic  nature  of  the  new  highway  is  poi-trayed  by  the 
cover-page  i^hotograph  on  this  magazine,  which  shows  it  to  be 
comparable  in  this  respect  to  the  newly-opened  Carmel-San 
Simeon  scenic  coast  route. 

From  a  con.struction  standpoint,  the  project  involved  our 
and  one-half  million  cubic  yards  of  roadway  excavation,  (n 
an  average  of  approximately  one-quarter  million  cubic  yards 
per  mile.  These  quantities  include  approximately  700.000 
cubic  yards  of  material  removed  outside  the  original  typical 
roadwa.v  section,  principally  slides  occurring  at  the  famous 
"Devil's  Slide"  on  Pedro  ^lountain.  near  the  center  of  tlie 
project.  Some  daylighting  of  small  cuts  was  included  at  van- 
tage points,  to  give  the  motorist  the  full  benefit  of  the  marine 
view,  and  to  increa.se  the  sight  distance  as  a  safety  precaution. 

Rubble  masonry  walls  played  an  important  part  in  retain- 
ing the  roadbed  at  control  points  on  the  steep  mountain  slopes. 
These  were  constructed  in  preference  to  concrete  walls,  due 


Ocean  Shore 
Highway  Job 
Is  Completed 

By  JNO.  H.  SKEGGS 

District  Engineer 


Looking  down  valley  from  Pedro  Mountain  Summit.  This 
section  of  road  is  typical  of  new  Ocean  Shore  Highway  which 
will  benefit  tourists  and  agriculturists  alike,  saving  time  and 
distance.  ^ 


View  of  Ocean  Shore   Highway   IJ  miles  south  of   Rockaway  Beach.     The  old  county  road  is  shown  on  left. 


to  the  availability  of  rock,  from  the 
standpoint  of  economy  of  construc- 
tion, and  also  to  keep  the  nature  of 
the  impro\iement  in  line  with  the 
scenic  features  of  the  rugged  coast 
country  traversed.  Approximately 
700  lineal  feet  of  rubble  masonry 
parapet  walls  were  constructed  on  top 
of  the  rubble  masonry  retaining  wails 


supporting  the  roadbed,  a  job  itself. 
As  is  so  common  in  the  north  coast 
section  of  California,  where  all  for- 
mations have  been  shaken  and  dis- 
turbed in  earthquakes  of  the  past, 
providing  stability  of  the  roadbed 
calls  for  the  solution  of  more  diffi- 
cult problems  in  the  construction  of 
large  fills  than  it  does  in  excavating 


the  material  from  large  cuts.  The 
present  project  presented  a  problem 
in  the  construction  of  a  fill  approxi- 
mately 85  feet  in  depth  at  the  center- 
line,  involving  approximately  100,000 
cubic  yards  of  material  in  place. 

Within  a  length  of  400  feet  along 
the  roadway,  it  was  necessary  to  strip 
approximately    4000    cubic   yards    of 


View  looking  northeasterly  from  intersection  of  county  mad  with  new  Ocean  Shore  Highway. 


I  Two  I 


(December  i9}7)  Colifomia  Highivays  and  Public  Works 


unstable  top  soil,  and  to  excavate 
trenches  12  feet  in  width  and  up  to 
20  feet  in  depth,  involving  approxi- 
mately 12,000  cubic  yards  additional 
excavation. 

These  trenches,  consisting  of  one 
transverse,  two  longitudinal  and  one 
diagonal  ditch,  explored  the  natural 
drainage  courses  of  a  number  of  un- 
derground springs,  and  were  led  into 
one  outlet  trench  and  backfilled  with 
large  rock  placed  directly  on  the  sup- 
porting rock,  to  insure  the  free  drain- 
age of  the  entire  area  beneath  this 
important  fill.  Approximately  9000 
cubic  j'ards  of  rock  was  placed  in 
these  trenches  prior  to  the  starting 
of  construction  on  the  fill. 

Another  special  construction  prob- 
lem  in   providing   a   stable   roadway 


was  presented  at  a  location  where  the 
typical  section  lay  almost  entirely  in 
excavation.  The  roadway  section, 
for  approximately  150  feet  of  length, 
was  trenched  into  the  mountain  side, 
but  the  slopes  below  the  roadway  were 
so  steep  and  of  such  unstable  mate- 
rial that  it  was  considered  necessary 
to  excavate  to  a  maximum  depth  of 
some  40  feet  below  grade  on  the  lower 
side,  to  trench  the  mountain  slopes 
and  carefully  rebuild  the  fill  to  grade, 
entirely  out  of  large  rock  anchored 
into  a  stable  portion  of  the  mountain- 
side. 

In  spite  of  all  the  precautions 
taken  from  an  engineering  standpoint 
to  provide  a  stable  roadway,  as  free 
as  possible  from  major  slides  botli  in 
cut  and  fill  sections,  it  is  anticipated 


that  considerable  trouble  will  be  ex- 
perienced by  our  maintenance  forces 
during  the  next  two  or  three  winters, 
in  keeping  the  roadway  clear  of  minor 
slides  and  the  natural  sloughing  of 
material  from  the  steep  mountain 
slopes. 

The  maximum  slide  occurring  on 
this  project  during  construction 
broke  at  a  point  about  600  feet  (meas- 
ured horizontally)  and  approximately 
500  feet  (measured  vertically)  from 
the  grade  of  the  roadbed.  At  this 
same  point,  the  roadbed  is  about  330 
feet  above  the  ocean  waters,  with  a 
slope  below  the  road  to  the  ocean. 

Granfield,  Farrar  &  Carlin  were 
the  contractors,  and  H.  A.  Simard 
was  the  resident  engineer  for  the  state 
on  this  project. 


This  picture  vividly  illustrates  difficult  construction  on  Ocean  Shore  Highway  on  Pedro  Mountain. 


San  Franclsco-Oaliland  Bay  Bridge  Is  Year  Old 


WHEN  the  hands  of  the  clock 
pointed  to  12  :30  p.m.  on  Fri- 
day, November  12,  the  San 
Francisco-Oakland  Bay  Bridge  was 
one  year  old. 

Within  twelve  months  approxi- 
mately 9,250,000  vehicles,  carrying 
more  than  20,000,000  persons,  had 
crossed  the  great  span,  State  Highway 
Engineer  C.  H.  Purcell  reported  to 
Earl  Lee  Kelly,  State  Director  of 
Public  Works. 

The  Bridge  had  earned  more  than 
$5,000,000~placing  the  structure  first 
among  the  toll  bridges  of  the  world 
in  point  of  earnings.     It  ranks  third 


in  volume  of  traffic.  A  daily  average 
of  25,200  vehicles  had  crossed  the 
bridge  during  the  year,  while  over  its 
truck  lanes  approximately  325,000 
tons  of  freight  were  transported. 

Added  also  to  its  other  records  is 
that  of  safety.  Out  of  9,022,099  vehi- 
cles crossing  the  bridge  from  Novem- 
ber 12,  1936,  to  November  1,  1937, 
there  were  only  34  accidents  occurring 
on  the  bridge  proper  which  involved 
personal  injury.  And  out  of  less  than 
20,000,000  crossing,  only  69  received 
injiu-ies  in  accidents  on  the  bridge. 
There  have  been  4  fatal  accident  on 
the  span. 


Primary  Road  Upkeep  Costly 

Maintenance  of  primary  highways 
is  costing  the  forty-eight  states  more 
than  $170,000,000  annually,  according 
to  the  National  Highway  Users  Con- 
ference. 

The  conference  has  just  completed 
a  comprehensive  study  of  state  ex- 
penditures throughout  the  nation  for 
iiighway  upkeep.  Primary  highways, 
the  conference  report  says,  include 
both  surfaced  and  unsurfaced  roads, 
maintained  at  state  expense,  and  are 
those  which  carry  virtually  all  the 
commercial  traffic. 


"How  about  the  last  dance,  baby?" 
"Fellah,  you  jes'  had  the  last  dance!" 


California  Hightvays  and  Public  Works  (December  i9}7) 


[Three] 


Broadway  Tunnel  Opened  and 
State  Assumes  Maintenance 


By  P.  O.  HARDING,  Assistant  District  Ensineer 


CONSUMMATING  11  years  of 
plamiing  and  difficult  construc- 
tion work,  Governor  Frank  F. 
Merriam  on  Sunday,  December  5, 
amidst  pageantry  and  jubilation  offi- 
cially opened  the  $4,500,000  Broad- 
way Low  Level  Tunnel  connecting 
Alameda  and  Contra  Costa  counties. 
Cooperation  of  the  Federal  govern- 
ment and  the  State  of  California  with 
Joint  Highway  District  No.  13  corn- 


civic  leaders  of  the  East  Bay  area, 
celebrants  and  invited  guests,  a  Span- 
ish fiesta  at  the  tunnel's  western  por- 
tal and  programs  of  speech  making 
at  both  ends  of  the  big  bore  featured 
the  celebration. 

T.   E.   CALDECOTT  HONORED 

The  dedication  ceremonies  were 
arranged  by  the  Oakland  Junior 
Chamber    of    Commerce    under    the 


praised  the  cooperative  spirit  exhib- 
ited by  tlie  national  government,  the 
State  and  the  counties  of  Alameda 
and  Contra  Costa.  He  said  the  proj- 
ect had  been  made  possible  by  the  gas 
tax  which  the  people  of  California 
gladly  pay  for  highway  construction 
and  maintenance. 

FEDERAL  AID  CUT  DENOUNCED 

Governor    Merriam    deplored    the 


m\ri 


^■ 


^^^ 


',"-5© 
■.of 


'.1'.':. 


W 


Sketch  map  shows  location  of  Broadway  Tunnel  and  Berkeley   connections.     Old  Tunnel    Road  shown   by  wavy   dotted   line. 


prising  Alameda  and  Contra  Costa 
made  possible  completion  of  the  proj- 
ect. A  PWA  grant  of  .$1,095,000  and 
a  State  contribution  of  gas  tax 
moneys  amounting  to  $700,000  added 
to  funds  raised  by  the  two  counties 
financed  the  luidertaking.  The  State 
assumes  maintenance  of  the  tunnel  as 
a  unit  of  the  highway  system. 

A  community  breakfast  at  the 
Clarcmont  Hotel  in  Berkeley  Sunday 
morning,  which  was  attended  by  !)00 
Federal,    State   and    county   officials. 


[Four] 


direction  of  the  organization's  presi- 
dent, Edwin  W.  Geary. 

At  the  breakfast,  Thomas  B.  Calde- 
cott,  president  of  Joint  Highway  Dis- 
trict No.  13,  was  honored  as  the  man 
who,  above  all  others,  is  responsible 
for  the  success  of  the  project.  Mr. 
Caldeeott  was  presented  with  a  cop- 
per bucket,  suitably  engraved,  con- 
taining some  of  the  earth  spaded  up 
when  the  venture  was  launched. 

In  an  address  at  the  west  portal 
of    the    tunnel     Governor     Merriam 


proposal  made  in  Washington  under 
which  the  .states  would  be  deprived  of 
Federal  aid  appropriations  for  roads 
and  highways. 

"We  have  been  receiving  great  aid 
from  the  government  in  highway 
financing,"  the  Governor  said.  "It 
is  now  proposed  that  Federal  contri- 
butions be  gravely  curtailed.  I  urge 
all  of  you  to  write  your  Congressmen 
and  Senators  in  Washington  demand- 
ing that  the  Federal  aid  funds  be  not 
withdrawn." 


(Continued  on  page  12) 

(December  1937)  California  Highways  and  Public  Works 


Broadway  Low  Level  Tunnel   Project.     Upper — Landvale  overhead   across  west  approach  to  tunnel.     Center  left — West   portal  of  bore. 
Center  right — State   highway    leading  from    Moraga    Junction   to  east  portal.     Lower — Twin  tubes  of  tunnel  and  lighting  system. 


California  Highways  and  Public  Works  (December  is}?) 


[Five] 


•^ 

M 


4r 


li 

■     ■    V;J^- 

i 

R 

y- 

M^J 

Attractive  view  looking  across  Lake  Mary  from    new  Mammoth   Lakes  Highway  In   Mono  County. 


NEW  MOUNTAIN  HIGHWAY 


By  F.  R.  PRACHT 

Associate  Highway  Engineer 


THE  surfacing  under  contract 
with  the  State  Division  of 
Higliwaj's,  of  the  portion  of 
highway  joining  the  main  north  and 
south  State  Route  Twenty-three  with 
the  Mammoth  Lakes  region  in  Mono 
County,  finished  November  4th, 
opens  up  another  section  of  the  High 
Sierra  scenic  wonderland  to  the 
motorist  over  a  modern  highway. 

The  grading  of  this  higliway  was 
comiileted  last  year  at  a  cost  of 
.1^60,000  by  the  U.  S.  Bureau  of  Public 
Roads  and  was  recently  taken  over 
hj'  the  State  Division  of  Highways. 

Leaving  Route  Twenty-three  near 
Casa  Diablo  Hot  Springs  at  an  eleva- 
tion of  about  seventy-two  hundred 
feet,  one  climbs  in  nine  miles  of  high 
gear  highway,  the  maximum  grade  be- 
ing less  than  6  per  cent  and  the  mini- 
mum radius  curve  400  feet,  to  an  ele- 
vation of  nine  thousand  feet  and  to 
the  very  heart  of  a  section  of  the  High 


Photograph  taken  from  Mammoth  Lakes  H 

in  dist 


hway  shows  Twin   Lakes  and  new  highway 
ance. 


[Six] 


(December  i9}7)  California  Highways  and  Public  Worki 


Scene  on   Mammoth   Lakes   Highway  where  it  crosses  ornamental  bridge  structure.     Sierra  glaciers  in  background. 


EADS  UP  TO  SIERRA  LAKES 


Sierras  which  was  until  recent  years 
only  accessible  by  pack  train. 

HIGHWAY  BORDERS  LAKES 

The  highway  borders  on  four  lakes 
in  the  most  westerly  three  miles  with 
numerous  other  lakes  and  streams 
within  easy  hiking  distance  for  those 
who  prefer  this  mode  of  transporta- 
tion to  the  pack  train. 

The  jagged  peaks  rising  to  a  height 
of  over  twelve  thousand  feet  come 
down  to  the  very  shores  of  these  tree- 
lined  lakes  and  are  spotted  with  snow 
even  in  mid-summer. 

The  highway  consists  of  a  thirty 
foot  graded  roadbed  with  the  center 
twenty  feet  paved  with  a  road-mix 
surfacing  three  inches  in  depth 
bordered  with  select  material  shoul- 
ders. 

The  major  contract  items  were  15,- 
400  cubic  yards  of  imported  surfacing 
material,  7600  cubic  yards  select 
material  for  shoulders  and  975  tons 
of  SC-3  road  oil  and  represents  an 
estimated  expenditure  of  $50,000. 

Tourists  are  expected  to  take  full 
advantage  of  the  new  road. 


Scenic    stretch    of    new    Mono    high' 


vay    showing    hea\ 
background. 


y    timber    growth.      Lake    Mary    in 


California  Highways  and  Public  Works  (December  i9)7) 


[Seven] 


Artist's  conception  of  new  type  of  reflecting  curb  for  intersectional  islands  and  division  strips.     Upper  inset  shows  wedge  shaped  recess 
for  separation   strip  curbs.      Lower   inset  shows    block   type   recess    under   direct    headlight    rays. 

New  Type  of  Reflecting  Curb  Designed 

By  F.  J.  Grumm,  Engineer  Surveys  and  Plans 


To  REDUCE  the  hazards  of 
night  driving,  the  Division  of 
Highways  has  designed  a  new 
type  of  curb.  This  cui-b  will  reflect 
the  light  from  the  headlights  of  a  car, 
thus  increasing  its  visibility  and  more 
clearly  marking  the  marginal  limits 
of  the  roadway. 

In  the  development  of  highways 
with  multiple  lanes  separated  by  a 
dividing  strip,  efficiency  and  safety 
of  the  facility  that  is  designed  prin- 
cipally as  a  safeguard  against  head-on 
collisions  also  depends  upon  the  pro- 
visions made  for  facilitating  and  safe- 
guarding movements  on  the  roadways 
each  side  of  the  dividing  strip. 

In  each  roadway  the  traffic  lane 
widths  have  been  increased  to  a  mini- 
mum of  11  and  12  feet,  traffic  stripes 
are  placed,  and,  where  conditions  are 


[Eight] 


suitable,  adjacent  traffic  lanes  are 
constructed  of  types  that  show  con- 
trast in  surface  appearance.  The 
curbs  that  border  the  separated  road- 
ways constitute  the  more  important 
feature  in  guiding  traffic. 

Under  noi'mal  daylight  driving  con- 
ditions when  visibility  of  the  road 
and  of  the  above  features  obtains, 
satisfactory  results  can  be  expected. 
In  the  case  of  night  driving,  however, 
the  effectiveness  of  traffic  stripes  and 
the  conventional  type  of  curbs  is  re- 
ditced,  especially  in  cases  where  the 
separation  strip  is  limited  in  width, 
glare  of  opposing  headlights  has  a 
blinding  effect,  or  visibility  is  de- 
creased in  fogs  or  storms.  Then  the 
specularity  of  the  separation  curbs 
which  define  the  limits  of  the  traffic 
lane    becomes    of    increasing   impor- 


tance, particularly  inasmuch  as  the 
lane  adjacent  to  the  curb  is  the  high 
speed  or  passing  lane. 

CURB  DESIGN  STUDIES 

Studies  have  been  made  of  curb 
design  in  an  endeavor  to  improve  its 
effectiveness  and  visibility  at  night 
or  during  adverse  weather  conditions. 
Curb  sections  were  constructed  with 
various  dimensions,  slope  batters,  face 
designs  and  paint  combinations. 

The  best  results  for  visibility  of  the 
curb  under  all  driving  conditions 
were  obtained  by  making  small  re- 
cesses in  the  face  of  the  conventional 
curb.  Curbs  were  constructed  with 
different  forms,  widths,  spacings  and 
angles  of  recesses. 

By  observation  of  direct  compari- 
son it  was  clearly  demonstrated  that 

(Continued    on   pagre    27) 

(December  i9}7)  California  Highways  and  Public  Works 


Recessed    Curb  Face  for  Dividing  Strip 


Three  types   of   curb.     1 — Section   of   standard  conventional   curb.     2 — Block  type  recess  proposed  for  curb  returns  and  intersection 
islands.     3 — Wedge  shaped  recess  for  separation  strip  curbs. 


I ^- 1 


.L 


B         Panel 

Recessed  Curb  Face  for  Curb  Return  or  Island  Section 


California  Highways  and  Public  Works  (December  1937) 


[Nine] 


Eighteen  Bridge  Structures 

W!ll  Span  Arroyo  Seco  Parkway 

By  C.  W.  JONES/  Senior  Bridge  Engineer,  Southern  Office 


EIGHTEEN  traffic  separation 
structures  which  will  be  built 
over  the  new  Arroyo  Seco 
Parkway  will  separate  grades  at  all 
highway  and  railroad  crossings  on  the 
new  nine-mile  highway  to  be  con- 
structed from  the  Figueroa  Street 
Viaduct  in  Los  Angeles  to  Glenarm 
Street  in  Pasadena,  and  will  make  it 
possible  for  tlu-ough  traffic  to  safely 
travel  this  nine  mile  course  in  about 
twelve  minutes.  This  is  less  time  than 
it    ordinarilv    takes   traffic   to    travel 


direct  route  leading  from  Los  An- 
geles to  the  Rose  Bowl  game  and  to 
Pasadena's  Tournament  of  Roses. 
It  will  greatly  relieve  traffic  con- 
gestion which  has  occurred  in  the 
past  on  New  Year's  Day. 

The  eighteen  separation  structures 
will  conduct  cross  traffic  and  railroad 
traffic  over  the  new  highway.  This 
will  eliminate  boulevard  stops  which 
consume  so  much  travel  time  in 
densel.y    populated    areas.      It    will 


geles  City  and  South  Pa.sadena.  It 
will  then  cross  the  Arroyo  Seco  chan- 
nel and  proceed  easterly  through 
South  Pasadena  in  a  beautified  cut 
and  after  crossing  under  Fair  Oaks 
Avenue  will  turn  north  and  connect 
with  Broadway  Street  in  Pasadena. 
At  a  few  selected  places  along  the 
road,  one-way  side  ramps  will  be 
built  to  join  the  upper  roads  with 
the  new  boulevard. 

At  Avenue  26,  Pasadena  Avenue, 
Avenue  43  and  Avenue  60  it  is  pro- 


Artist's  drawing  of  bridge  which  will  be  typical  of  several  planned  for  Arroyo  Seco  Parkway. 


nine  blocks  along  Broadway  Street  in 
down  town  Los  Angeles. 

This  shortening  of  travel  time  will 
link  the  communities  to  the  northeast 
more  closely  to  Los  Angeles  and  will 
greatly  encourage  the  development 
of  such  communities  as  the  Highland 
Park  District,  South  Pasadena,  Pasa- 
dena, Sierra  Madre,  Altadena  and 
all  others  between  Pasadena  and  San 
Bernardino  having  traffic  tributary 
to  Foothill  Boulevard. 

With  these  separations  this  road 
will  become   the   fastest   and  most 


eliminate  all  cross  traffic  congestion. 
It  will  eliminate  delay  and  hazard 
at  railroad  crossings.  It  will  elimi- 
nate street  intersection  accidents.  It 
will  make  possible  the  full  use  of  the 
new  highway  for  free  uninterrupted 
flow  of  through  traffic. 

THROUGH   ARROYO   SECO 

Starting  at  the  Figueroa  Street 
Viaduct,  which  was  recently  built 
over  the  Los  Angeles  River,  the  new 
parkway  will  follow  along  the  west 
bank  of  the  Arroyo  Seco  channel  to 
the  boiindary  line  between  Los  An- 


posed  to  remodel  or  extend  existing 
bridges  so  that  the  new  road,  which 
will  be  a  divided  highway  with  thirty- 
four  foot  roadway  on  either  side  of  a 
central  raised  curb,  may  pass  beneath. 

The  Union  Pacific  and  Santa  Fe 
bridges  immediately  west  of  Pasadena 
Avenue  will  also  be  reconstructed  to 
cross  over  this  highway.  At  Avenue 
52  and  Hermon  Avenue  new  bridges 
Mill  be  constructed  to  cross  over  the 
parkway. 

Near  the  boundary  line  of  Los 
Angeles  and  South  Pasadena  a  new 
concrete  girder  bridge  will  be  built 


[Tenl 


(December  i9}7)  California  Highways  and  Public  Works 


li 

') 

[ 

v\ 

Bi 

a 

L-. 

^iw*'^ 

^^S^K 

1^       1 

iiMiiTBM|P"^  ~ 

jr-  -  ™      ■  -^^^S 

mL 

^W^ 

-—-^ 

^'' '  ^_„^=-^-=^^r  ^''  ^^^  '■ 

Sketch  of  proposed  Arroyo  Drive  bridge  over  Arroyo  Seco  Parkway.     It  will  be  a  concrete  rigid  span  structure. 


Proposed   continuous  concrete   span   structure   carrying    Hough   Street  over  Arroyo  Seco   Parkway.      Length  289  feet. 

having  a  central  span  of  one  hundred        raised  central  divi.sion  strip.     This  is  Immediately    to    the    east    of    this 

and  twenty  feet  and  roadway  thirty-        an  unnsnally  long  span  for  concrete        structure  there  will  be  a  pedestrian 
four    feet    Avide    on    each   side    of    a        girder  type  of  construction.  and   equestrian   structure   under   the 

(Continued  on  page  27) 


California  Highways  and  Ptiblic  Works  (December  i9}7) 


[Eleven] 


Broadway  Tunnel  Opened  to  Traffic 


In  a  brief  talk,  Director  of  Public 
Worivs  Earl  Lee  Kelly  pointed  out 
that  motorists  now  ma.v  go  from  the 
Moraga  Valley  in  Contra  Costa 
County  to  San  Francisco  by  way  of 
the  tunnel  and  the  San  Francisco- 
Oakland  Bay  Bridge  in  thirty  min- 
utes without  exceeding  the  legal  speed 
limit. 

GAS  TAX  PRESERVED 

"Such  projects  as  this,"  Director 
Kelly  said,  "are  possible  because  Cali- 
fornia's gas  tax  funds  are  used  solely 
for  highwaj-  building  and  mainte- 
nance. One  of  the  finest  things  Gov- 
ernor Merriam  and  his  administra- 
tion have  done  has  been  the  carrying 
out  of  a  determination  to  stand  fast 
against  any  gas  tax  diversion." 

Dueray  L.  Stewart  was  master  of 
ceremonies  at  the  AVest  Portal  dedi- 
cation and  State  Senator  T.  H.  DeLap 
officiated  in  a  similar  capacitj'  at  the 


(Continued   from  page  4) 

East  Tunnel  Portal  celebration  in 
Contra  Costa  County.  Among  the 
speakers  at  the  West  Portal  were  W. 
J.  Hamilton,  chairman  of  the  Ala- 
meda Board  of  Supervisors;  Mayor 
W.  J.  ]\IcCracken  of  Oakland,  Mayor 
Edward  N.  Anient  of  Berkeley,  Dr. 
L.  I.  Hewes,  U.  S.  Bureau  of  Public 
Roads,  Mr.  Caldecott,  Harry  Bell  and 
Edwin  W.  Geary  of  the  Oakland 
Junior  Chamber  of  Commerce,  and 
John  M.  La  Dieu,  Spanish  Pageant 
narrator. 

Opening  of  the  West  Portal  of  the 
bore  was  spectacularly  achieved. 
From  the  speakers'  stand.  Governor 
Merriam  threw  a  switch  which  blasted 
a  large  hole  in  a  dummy  wall  block- 
ing entrance  to  the  tunnel  and  at  the 
same  time  set  off  aerial  bombs. 

HISTORY   OF   PROJECT 

From  1926  to  1928,  a  joint  tunnel 
commission,    composed    of    members 


from  Contra  Costa  and  Alameda 
counties  and  the  city  of  Oakland, 
was  engaged  in  making  preliminarj^ 
studies  for  this  project. 

In  1929  Joint  Highway  District 
No.  13,  in  which  Contra  Costa  and 
Alameda  counties  were  the  partici- 
pants, was  created.  George  Posey, 
the  father  of  the  Posey  Tube  between 
Oakland  and  Alameda,  was  appointed 
district  engineer.  In  1931  this  joint 
highway  district  was  reorganized 
imder  a  new  law  of  that  year.  Upon 
the  death  of  Mr.  Posey  in  1932,  Wal- 
lace B.  Boggs  succeeded  to  the  posi- 
tion of  district  engineer,  with  J.  W. 
Barclay  as  chief  assistant  district! 
engineer.  1 

Actual  construction  work  was 
started  with  Alameda  County  relief 
labor  late  in  1931,  which  was  carried 
on  into  the  latter  part  of  the  fall  of 
1932.  This  construction  work  was 
confined  to  construction  of  culverts 


Photograph   taken   at   instant   Governor    Merriam    blasted   aperture  in  dummy  wall   blocking   West   Portal  of  Broadway  Tunnel. 


[  Twelve  1 


(December  i9}7)  California  Hightvays  and  Public  Works 


on  the  Oakland  approach  highway 
and  the  opening  up  of  grading  opera- 
tions. Some  preliminary  borings  and 
investigation  was  also  performed  by 
this  relief  labor. 

BIDS  TAKEN  IN  1934 

Under  the  supervision  of  Mr. 
Boggs,  plans  and  specifications  were 
prepared  and  bids  were  taken  on  May 
22,  1934,  for  the  construction  of  the 
complete  project.  The  Six  Companies 
of  California,  Inc.,  was  the  low 
bidder,  at  a  contract  price  of  $3,683,- 
931,  and  received  the  award  of  the 
contract  on  May  29,  1934.  Actual 
work  under  this  contract  was  started 
on  June  6,  1934,  with  a  time  limit 
of  720  calendar  days,  which  placed 
the  completion  date  on  May  24,  1936. 

On  June  13,  1936,  the  original  eon- 
tract  was  rescinded  by  the  contractor, 
with  some  68  per  cent  of  the  total 
work  completed.  The  remainder  of 
the  work  was  readvertised  under  a 
series  of  schedules  involving  various 
portions  of  the  construction  required 
to  complete  the  project. 

CONTRACTS  COMPLETED 

Schedule  "A"  called  for  comple- 
tion of  tunnel  excavation  and  con- 
crete arch  ring  lining.  This  work 
was  awarded  to  the  George  Pollock 
Company  and  R.  G.  Clifford,  at  a 
contract  price  of  $731,000.  Work 
under  this  schedule  was  started  by  the 
contractor  on  December  9,  1936,  and 
was  completed  and  accepted  by  the 
joint  highway  district  on  June  22, 
1937. 

Schedule  "B"  involved  the  com- 
pletion of  grouting  in  the  tunnels, 
and  was  awarded  to  R.  G.  Clifford 
at  a  contract  price  of  $29,750.  Work 
under  this  schedule  was  started 
December  21,  1936,  and  was  com- 
pleted and  accepted  by  the  joint  high- 
way district  on  June  22,  1937. 

Schedule  "C"  required  the  com- 
pletion of  ceilings  and  roadway  in 
the  tunnels.  This  work  was  awarded 
to  Fred  K.  DuPuy  at  a  contract  price 
of  $434,886.  The  contractor  started 
work  on  February  20,  1937,  and  com- 
pleted the  paving  in  the  tunnel  in 
time  to  permit  proper  curing  before 
the  opening  date  of  December  5,  1937. 

WORK  ON  SCHEDULE 

Schedule  "  D "  involved  the  com- 
pletion of  ventilating  buildings, 
which  work  was  awarded  to  E.  T. 
Lesure  at  a  contract  price  of  $43,460. 
The  contractor  started  work  on  Feb- 
ruary 15,  1937,  completing  the  same 


These  officials  express  happiness  over  opening  of  Broadway  Tunnel.  Left  to  right: 
Earl  Lee  Kelly,  Public  Works  Director;  Governor  Frank  F.  Merriam,  Thomas  E.  Calde- 
cott,  President  Joint  Highway  District  13;  Dr.  L.  I.  Hewes,  U.  S.  Bureau  of  Roads; 
Edwin  W.  Geary,  Oakland  Junior  Chamber  of  Commerce. 


just  prior  to  the  opening  of  the  proj- 
ect to  the  public. 

Schedule  "E"  covered  the  comple- 
tion of  ventilation,  mechanical  and 
electrical  equipment.  This  work  was 
awarded  to  the  Alta  Electric  Co.  at 
a  contract  price  of  $269,800.  Work 
was  started  on  January  18,  1937, 
and  final  tests  were  made  just  prior 
to  the  opening  of  the  project. 

Schedule  "F"  involved  the  fur- 
nishing and  installing  of  carbon 
monoxide  detectors  and  recorders, 
which  work  was  also  awarded  to  the 
Alta  Electric  Co.  at  a  contract  price 
of  $18,893.  Work  was  started  on 
July  2,  1937,  and  was  completed  and 
accepted  by  the  joint  highway  district 
on  September  5,  1937. 

Schedule  "G"  involving  the  com- 
pletion of  highway  construction  and 
appurtenant  structures  was  awarded 
to  the  Heafy-Moore  Company  at 
a  contract  price  of  $209,713.  Work 
was  started  by  the  contractor  on 
January  15,  1937,  and  was  completed 
just  prior  to  opening  the  project. 

Schedule  "H"  called  for  the  com- 
pletion  of  steel  structures  and  was 


awarded  to  the  Berkeley  Steel  Com- 
pany at  a  contract  price  of  $17,360 
on  April  16,  1937.  The  work  was 
completed  and  accepted  by  the  joint 
highway  district  on  September  18, 
1937. 

The  total  cost  of  the  Broadway 
Low  Level  Tunnel  project,  exclu- 
sive of  the  county  relief  labor  em- 
ployed in  1932,  is  estimated  at  $4,173,- 
000,  which  amount  has  been  financed 
bj'  an  issue  of  bonds  of  the  joint  high- 
way district,  in  the  amount  of  $2,378,- 
000,  a  30  per  cent  Public  Works  Ad- 
ministration grant  of  $1,095,000,  and 
a  contribution  by  the  State  of  Cali- 
fornia of  $700,000. 

The  Broadway  Low  Level  Tunnel 
lu'oject  was  adequately  described  in 
an  article  by  District  Engineer  Wal- 
lace B.  Boggs  in  the  May,  1934,  issue 
of  this  magazine,  at  which  time  were 
])ublished  typical  sections  of  the 
twin  bores,  a  panoramic  sketch  show- 
ing the  complete  project,  and  a  plan 
outline  of  the  tunnel  section  proper. 

In  brief  resume,  the  Broadway  Low 
Level  Tunnel  project,  from  the  junc- 

( Continued  on  page  22) 


California  Highways  and  Public  Works  (December  i9)7) 


[Thirteen] 


Sketch   on   photograph  shows   proposed  Waldo  Approach    lighting   system  off  northern  end  of   Golden    Bate    Bridge. 

STATE  EXPERIMENTS  WITH  HIGHWAY  LIGHTING 

By  T.  H.  DENNIS/  Maintenance  Ensineer 


HIGHWAY  lighting  experi- 
ments as  au  accident  pre- 
vention measure  have  been 
undertaken  by  the  State  Division  of 
Highways. 

The  Division  is  now  installing  a 
3^, -mile  section  of  highway  lighting 
on  the  Bayshore  Highway,  U.  S.  101, 
between  the  south  city  limits  of  San 
Francisco  and  the  north  city  limits 
of  South  San  Francisco.  The  stand- 
ards will  be  set  on  staggered  spac- 
ing, 140  feet  apart,  the  lighting  to 
be  sodium  vapor  with  10,000-lumen 
lamps. 

A  second  installation,  li  miles  in 
length,  is  being  made  on  U.  S.  101, 
between  the  north  end  of  the  Golden 
Gate  Bridge  and  the  crest  of  grade 
just  north  of  Waldo  Tunnel. 

On  this  section,  standards  will  be 
placed     125     and     150    feet     apart 


at  staggered  locations  between  the 
bridge  and  the  south  end  of  the 
Waldo  Tunnel,  and  on  a  200-foot 
staggered  spacing  from  the  north 
end  of  the  tunnel  to  the  crest  of  the 
grade  beyond.  This  lighting  will 
also  be  sodium  vapor,  the  lamps 
generating  10,000  lumens. 

Two  types  of  lighting  standards 
will  be  used,  tapered  steel  and  cen- 
trifugally  spun  concrete.  These  poles 
will  be  thirty  feet  in  length  and  carry 
a  movable  mast  arm  for  suspending 
the  lighting  fixture  some  two  feet 
inside  the  pavement  edge. 

The  locations  were  selected  not 
only  to  provide  a  proving  ground 
for  the  efficiency  and  cost  of  such 
lighting,  but  also  because  of  par- 
ticular conditions  which  might  justi- 
fiably warrant  installation. 

While  these  installations  will  mark 
our    fii-st    strictly    highway    lighting 


experiments  as  an  accident  preven- 
tion move  on  the  open  highwa.v,  we 
have,  during  the  past  two  years, 
made  some  34  sodium  vapor  instal- 
lations at  underpasses  and  highway 
intersections. 

POLICY  AT  INTERSECTIONS 

The  locations  selected  in  all  cases 
conformed  to  the  following  policy : 

1.  Intersections  which,  from  their 
design  and  location,  presented  an 
element  of  surprise  to  the  ap- 
proaching driver,  and  a  hazard  if 
he  stopped. 

2.  Intersections  where  it  was  neces- 
sary to  place  "Stop"  signs  against 
the  heavier  traffic,  especially  at 
"Y"  intersections. 

3.  At  cross  intersections,  where  it 
was  found  necessary  to  place  four- 
way  "Stop"  signs. 


I  Fourteen] 


(December  i9}7)  Culifomia  HJghiL'ays  and  Public  Works 


It  has  been  the  practice  of  the  Di- 
vision of  Highways  to  compile  and 
analyze  accident  records  on  the  vari- 
ous sections  of  highway  for  the  past 
eight  years.  On  the  entire  section 
of  the  Bayshore  Highway  between 
San  Jose  and  San  Francisco,  only 
that  portion  between  South  San 
Francisco  and  San  Francisco  shows 
a  type  of  accident  which,  if  such  is 
possible,  might  be  eliminated  by 
highway  lighting. 

FOG  HAZARDS  INVOLVED 

On  the  section  selected  for  light- 
ing north  of  the  Golden  Gate  Bridge, 
the  normal  hazards  of  nightly  fogs 
are  complicated  by  the  highly- 
lighted  bridge  structure,  as  well 
as  that  of  the  Waldo  Tunnel.  Traffic 
emerging  from  either  the  bridge  or 
the  tunnel  is  often  confronted  with  a 
dense  fog,  which  will  likely  tend  to 
accidents. 

There  can  be  no  doubt  that  the 
hazard  of  accident  on  the  rural 
State  highways,  measured  in  terms 
of  vehicle  miles  traveled,  is  much 
greater  at  night  than  during  the 
daylight  hours.  It  should  be  noted, 
however,  that  there  are  very  few, 
if  any,  types  of  night  accidents  which 
do  not  also  occur  during  daylight. 

We  may,  and  in  fact  do,  find 
increased  frequency  of  certain  types 
of  accidents  during  darkness,  but 
none  which  would  automatically  dis- 
appear if  daylight  were  continuous 
throughout  the  twenty-four  hours. 


Upper  picture  shows  projected  lighting  system  to  protect  traffic  emerging  from 
southern  portal  of  Waldo  Tunnel.  Lower — Lighting  system  for  Marin  approach  to 
Golden    Gate    Bridge. 


California  Hightvays  and  Public  Works  (December  i9}7) 


[Fifteen] 


Contra  Costa  Unit  of  Central 
Valley  Project  is  Launched 


AN  IMPORTANT  milestone  in 
the  march  toward  realization 
'-of  the  Central  Valley  Project 
was  reached  in  October  when  the  con- 
struction of  the  Contra  Costa  Con- 
duit unit  of  the  project  got  actively 
under  way. 

This  highly  significant  event, 
marking  as  it  does  the  actual  begin- 
ning of  construction  work  on  the 
project  itself,  was  the  occasion  for  an 
enthusiastic  celebration  held  on  No- 
vember 7,  1937,  under  the  auspices 
of  the  Contra  Costa  County  Develop- 
ment Association. 

Nearly  a  thousand  people  compris- 
ing representative  citizens,  officials, 
and  distinguished  guests  from  all  sec- 
tions of  northern  California,  gath- 
ered on  the  site  of  the  conduit  near 
Oakley  to  witness  and  participate  in 
ground-breaking   ceremonies. 

With  Thomas  M.  Carlson,  attoimey 
for  the  Contra  Costa  County  Water 
District  acting  as  master  of  ceremo- 
nies, eminent  officials  and  civic  lead- 
ers, long  active  in  support  and  ad- 
vancement of  the  Central  Vallej^ 
Project,  addressed  the  gathering. 

EMINENT  SPEAKERS 

These  included  State  Senator  Will 
R.  Sharkey,  president  of  the  Contra 
Costa  County  Development  Associa- 
tion ;  former  Assemblyman  Robert  P. 
Easley  of  Antioch ;  Chairman  W.  J. 
Buchanan  of  the  Contra  Costa 
Countv  Board  of  Supervisors;  Pres- 
ident 'C.  W.  Schedler,  of  the  Salt 
Water  Barrier  Association  which  pio- 
neered Avater  plans  for  the  County ; 
President  Ralph  BoUman,  of  the  Con- 
tra Cbsta  County  Water  District ; 
former  Assemblyman  Clifford  C. 
Anglim.  chairman  of  the  State  Demo- 
cratic Central  Committee ;  State  Sen- 
ator Bradford  S.  Crittenden  of 
Stockton ;  Clarence  Breuner  and 
John  McColl,  president  and  manager 
respectively  of  the  Central  Valley 
Project  Association ;  Keith  Southard, 
representative  of  the  Golden  Gate 
International  Exposition  Committee; 
Vvcd  D.  Parr  of  the  Parr-Richmond 
Terminal  Corporation ;  Construction 
Engineer  Walker  R.  Young,  in 
charge  of  the  project  for  the  United 


States  Bureau  of  Reclamation;  Con- 
gressman Albert  E.  Carter  who  intro- 
duced and  led  the  fight  for  adoption 
of  legislation  authorizing  the  project 
as  a  Federal  undertaking  at  the  last 
ses.sion  of  Congress;  United  States 
Senator  Ernest  Lundeen,  a  surprise 
visitor  and  honored  guest  from  Min- 
nesota ;  and  Governor  Frank  F.  Mer- 
riam  who  officiated  at  the  ground- 
breaking ceremonies. 

TELL  OF  LONG  FIGHT 

Recounting  the  long  drawn  out 
battle  to  obtain  additional  water  sup- 
plies to  meet  serious  existing  water 
shortages  in  Contra  Costa  County 
and  in  the  Sacramento  and  San  Joa- 
quin valleys,  which  culminated  in  the 
adoption  of  legislation  by  both  the 
State  and  Federal  Governments 
authorizing  the  Central  Valley  Proj- 
ect and  providing  for  its  construc- 
tion, speakers  joined  in  praising  all 
those  who  had  a  part  in  bringing  the 
project  to  the  stage  of  actual  con- 
struction. 

With  cheers  resounding  from  the 
entire  assemblage.  Governor  Merriam 
gave  the  "okeh"  signal  to  the  giant 
dragline  excavator  and  the  first 
bucket  load  of  earth  was  moved,  offi- 
cially signalizing  the  starting  of 
work. 

GOVERNOR    SPEAKS 

' '  This  marks  the  official  beginning 
of  a  project  for  Which  all  California 
has  been  waiting,"  said  Governor 
Merriam.  "  It  is  the  first  real  throw- 
ing of  dirt  on  the  project,  but  it  is 
only  the  beginning.  We  must  now 
look  forward  to  succeeding  years, 
when  this  great  project  is  completed, 
to  give  us  a  greater  California. 

"The  Central  Valley  Project  is  one 
of  the  greatest  undertakings  of  its 
kind  the  world  has  ever  known,  and 
the  people  of  the  State  realize  its 
vital  need.  There  is  sufficient  water 
tributary  to  the  Great  Central  Valley 
to  meet  every  need,  if  conserved  and 
properly  distributed.  This  the  Cen- 
tral Valley  Project  will  do.  The 
project  has  now  emerged  from  the 
stage  of  prospecting  and  estimating 
to  the  reality  of  construction." 


The  Contra  Costa  Conduit  is  a 
minor  but  nevertheless  important 
unit  of  the  Central  Valley  Project. 
Diverting  from  an  arm  of  the  Delta 
near  Knightsen,  it  will  extend  west- 
ei"ly  a  distance  of  forty-five  miles  to 
the  vicinity  of  Martinez. 

Present  plans  contemplate  an  open 
concrete-lined  canal  with  four  pump- 
ing plants  to  lift  the  water  in  succes- 
sive stages  through  an  aggregate  lift 
of  130  feet.  When  completed,  it  will 
furnish  water  for  industrial,  munici- 
pal, domestic  and  irrigation  purposes 
to  an  area  of  about  60,000  areas  in 
Contra  Costa  Count.v,  bordering  the 
lower  San  Joaquin  River  and  south 
shore  of  Suisun  Bay  from  Oakley  on 
the  east  to  Martinez  on  the  west  and 
embracing  lands  in  the  Claj'ton  and 
Ignacio  valleys  as  far  south  as  Wal- 
nut Creek.  It  will  serve  one  of  the 
most  highly  developed  industrial  sec- 
tions in  the  State,  several  important 
cities,  such  as  Antioch,  Pittsburg, 
Concord,  and  Martinez,  extensive 
suburban  developments,  and  produc- 
tive agricultural  lands  already 
largely  developed  to  orchai'ds  and 
vineyards. 

Serious  water  shortages  which  now 
exist  in  this  area  will  be  fully  met 
with  the  bringing  in  of  ample  quan- 
tities of  fresh  water  through  this  con- 
duit. 

The  work  now  under  way  com- 
prises the  first  four  miles  of  conduit. 
Although  the  contract  was  let  early 
last  summer,  start  of  work  was  de- 
layed due  to  difficulties  in  acquiring 
necessary  rights  of  way.  The  present 
contract  covers  excavation  and  neces- 
sary structures  for  a  section  of  un- 
lined  canal  extending  from  the  west- 
erly end  of  Rock  Slough  to  the  first 
liumping  plant  site  near  Oakley.  It 
is  expected  that  bids  will  soon  be  ad- 
vertised for  an  additional  eight  mile 
section.  The  entire  conduit  is  esti- 
mated to  cost,  when  completed,  about 
.$4,000,000. 


Fortune  Teller  (to  bride  of  a  few 
months)  :  "You  wish  to  know  about  .vour 
future  husband?" 

Bride :  "No ;  I  wish  to  know  about  the 
past  of  my  present  husband  for  future  xise." 


I  Sixteen] 


(December  i9}7)  California  Highways  and  Public  Works 


Scenes  at  ceremonies  attending  start  of  operations  on  Contra  Costa  Conduit,  a  unit  of  Central  Valley  Project.  Upper  picture 
shows  group  of  officials  present.  Left  to  right:  State  Senator  Bradford  Crittenden,  Robt.  P.  Easley,  Thomas  M.  Carlson,  W.  R. 
Sharkey,  Congressman  A.  E.  Carter,  Governor  Frank  F.  Merriam,  U.  S.  Senator  Ernest  Lundeen,  Minnesota;  Cliff  Anglin,  W.  J. 
Buchanan,  chairman  Contra  Costa  Supervisors.  Lower  left — Steam  shovel  digs  up  first  load  of  earth  and  on  right  dumps  it,  signaliz- 
ing start  of  work   on   project.     Photos  courtrsij   Oakland   Tribune. 


California  Hightcays  and  Public  Works  (December  1937) 


[Seventeen] 


Hazard  of  Curves  on  Highway 
To  Placerville  Being  Removed 


By  SCOTT  H.  LATHROP,  Assistant  Ensineer 


MOTORISTS  who  are  familiar 
with  the  State  highway  be- 
tween Sacramento  and  Plac- 
erville will  be  glad  to  learn  that 
construction  now  under  way  south- 
west of  Placerville  will  shorten  this 
route  by  1.9  miles  and  eliminate 
many  of  the  dangerous  short  radius 
curves  so  prevalent  on  the  present 
road. 

This   highway   passes  through   one 
of  the  most   historic  sections  of  the 


and  the  early  '50 's  was  the  Carson 
Emigrant  Road  which  came  through 
the  Sierras  by  way  of  the  Kit  Carson 
Pass.  This  pass  was  some  9000  feet 
above  sea  level  but  was  used  by  the 
early  pioneers  because  they  feared 
that  other  passes,  while  they  were 
lower,  had  sharper  hills  and  deeper 
gulches.  As  travel  through  the  Sierras 
increased  some  of  the  hardier  souls 
began  to  prospect  around  for  easier 
routes    and    shortcuts    which    would 


proving  the  feasibilitj'  of  this  shorter, 
lower  route.  State  and  county  gov- 
ernments became  apathetic  toward  the 
pro.ject,  however,  and  it  is  probable 
that  it  Avould  have  been  abandoned 
and  the  Placerville  Road  through  the 
Sierra  would  have  became  impassable 
had  it  not  been  for  the  discovery  of 
rich  silver  deposits  in  the  Comstock 
Lode  in  Nevada. 

As  soon  as  news  of  this  discovery 
was     confirmed     private     companies 

RELOCATION 

SOUTHWEST  OF 

PLACERVILLE 


State,  for  it  was  near  Coloma  in  El 
Dorado  County  that  John  jMarshall's 
dramatic  discovery  of  gold  was  made 
and  such  names  as  Hangtown,  Mud 
Springs,  Diamond  Springs,  Shingle 
Springs,  and  Mi.ssouri  Flat  soon  be- 
came bywords  in  every  part  of  the 
world  where  the  great  gold  rush  to 
California  was  discussed.  Hangtown, 
which  was  previously  known  as  "Old 
Dry  Diggin's, "  later  became  Placer- 
ville and  Mud  Springs  refined  its 
name  to  El  Dorado. 

The  main  route,  from  the  east,  to 
Coloma  and  the  gold  diggings  in  1849 


'7t        ^* 


save  them  time,  with  the  result  that 
several  alternate  routes  were  devel- 
oped and  more  or  less  widely  used. 

The  most  popular  of  these  shorter 
routes  was  what  was  known  as  John- 
son's Cut-off,  which  was  later  called 
the  Placerville  Road.  This  route  was 
first  made  passable  for  wagons  in 
1854  and  organized  construction  work 
was  begun  in  1858,  after  El  Dorado. 
Sacramento,  and  Yolo  counties  had 
appropriated  $50,000  for  this  purpose. 

Stages  and  mail  coaches  began  to 
operate  over  the  road  even  before 
grading  and  leveling  was  started,  thus 


scrambled  to  obtain  charters  to  estab- 
lish toll  roads  and  huge  sums  were 
invested  bj^  them  in  completing  sec- 
tions of  this  road  east  of  Placerville. 
All  of  these  companies  soon  cleared 
enough  to  retire  their  investments 
and  many  of  them  made  large  for- 
tunes. 

It  has  been  estimated  that  during 
the  years  of  1864  and  1865  the  daily 
freight  traffic  through  Placerville 
averaged  320  tons.  In  addition  to  the 
cumbersome  freight  schooners  this 
route  served  as  a  main  traffic  artery 
for  mule  trains.  Concord  coaches,  and 


[Eighteen] 


(December  1937)  Culifomia  Htghtvays  and  Public  Works 


On  Placerville  project.  Upper  left — Old  alignment  between  Webber  Creek  bridge  and  Clark's  Corner.  Center  left — Webber 
Creek  bridge,  to  be  replaced.  Upper  right — Realignment  across  site  of  new  Webber  Creek  bridge.  Lower — One  of  sharp  curves 
between  Clark's  Corner  and  El  Dorado  to  be  eliminated.  Distance  will  be  shortened  almost  two  miles  and  short  radius  curves  abol- 
ished on  this  historic   highway. 


California  Highways  and  Public  Works  (December  19 s?) 


[Nineteen] 


Pony  Express  riders  during  the 
early  California  pioneer  days. 

Since  the  road  was  taken  over  by 
the  State,  improvements  have  been 
made  as  needed  to  keep  the  road  in 
shape  to  serve  the  changing  types  of 
traffic.  The  advent  of  the  automobile 
required  the  provision  of  a  hard  sur- 
face and,  as  driving  speeds  increased, 
it  became  necessary  to  improve  the 
alignment  and  grades  in  the  interest 
of  public  safety. 

The  present  road  is  a  part  of  U.  S. 
Route  50,  which  is  one  of  the  main 
east-west  transcontinental  roads.  In 
addition  to  serving  a  large  number  of 
through  tourists  each  year  and  caring 
for  considerable  volumes  of  local  traf- 
fic, this  route  is  serving  an  increasing 
number  of  persons  traveling  to  and 
from  recreational  areas  located  along 
the  American  River  and  the  south  end 
of  Lake  Tahoe. 

ELIMINATE   CURVES 

The  Folsom  to  Placerville  section 
of  this  road  was  constructed  in  1915, 
the  pavement  width  being  only  12 
feet,  to  which  borders  were  subse- 
ciuently  added.  The  alignment  was 
satisfactory  at  that  time  but  the  short 
radius  curves  used  make  it  practically 
impossible  to  maintain  what  is  now 
considered  to  be  a  reasonable  speed. 
Reconstruction  of  this  section  will  be 
undertaken  as  funds  become  available. 

The  first  unit  of  this  construction, 
on  which  work  is  now  under  way,  is 
located  southwest  of  Placerville  be- 
tween El  Dorado  and  Clark's  Corner. 
The  new  construction  is  principally 
on  new  alignment  at  some  distance 
from  the  old  road  and  is  about  1.9 
miles  shorter  than  the  old  route,  the 
total  length  of  the  new  project  being 
4.3  miles. 

The  minimum  radius  of  curvature 
on  the  new  alignment  is  3000  feet, 
except  for  one  1550-foot  curve  and 
one  1000-foot  curve,  which  were  neces- 
.sitated  by  local  controls.  On  the  old 
road  there  are  many  more  curves,  the 
majority  of  which  have  very  short 
radii,  many  of  them  100  feet  or  less. 
In  order  to  obtain  satisfactory  stand- 
ards of  grade  and  alignment,  roadway 
excavation  of  some  50,000  cubic  yards 
a  mile  was  required.  In  addition  to 
the  customary  drainage  structures  it 
was  necessary  to  provide  for  several 
crossings  of  the  old  Missouri  Flat 
ditch. 

The  new  highway  crosses  Webber 
Creek  about  three-quarters  of  the  way 
through  the  project.  The  adopted 
grade    line    at   the    crossing   of   this 


U.  S.  Begins  Study  of 
Kings  River  Project 

John  R.  lakisch,  United  States 
Bureau  of  Reclamation  Engineer, 
has  begun  a  study  of  the  proposed 
Kings  River  Project  in  Fresno, 
Kings  and  Tulare  counties,  which  is 
listed  by  the  State  of  California  as  a 
luiit  of  the  comprehensive  state-wicle 
Water  Plan,  a  long-range  program 
for  the  ultimate  development  of  Cali- 
fornia's water  resources. 

The  report  to  be  filed  by  Mr. 
lakisch  will  be  of  interest  to  the  Cali- 
fornia Basin  Committees,  recently 
appointed  by  Governor  Frank  F. 
]\Ierriam  to  recommend  to  President 
Roosevelt  through  the  National  Re- 
sources committee  various  water,  irri- 
gation and  reclamation  projects  in 
this  State  which  urgently  require 
Federal  aid. 

Before  going  to  Fresno  to  under- 
take his  survey,  Mr.  lakisch  together 
with  Walker  R.  Young,  con.struction 
engineer  of  the  Central  Valley  Proj- 
ect, conferred  in  Sacramento  with 
State  Engineer  Edward  Hyatt. 

creek,  at  a  considerable  height  above 
streambed,  required  a  bridge  322  feet 
in  length.  This  bridge,  which  will 
provide  a  clear  roadway  width  of  26 
feet,  will  be  of  the  reinforced  concrete 
girder  type,  having  three  71-foot 
spans  and  two  54-foot  6-inch  spans  on 
concrete  bents  and  abutments.  This 
bridge  is  being  built  under  a  separate 
contract. 

The  contractor  has  already  com- 
pleted most  of  the  grading  work  on 
the  road  contract.  Work  will  be  sus- 
pended during  the  winter  months  and 
surfacing  operations  are  to  be  started 
as  soon  as  weather  conditions  permit 
in  1938.  The  surfacing  will  consist 
of  plant-mixed  bituminous  treated 
crushed  rock  22  feet  wide  by  0.25  of 
a  foot  thick  on  a  crusher  run  base  23 
feet  wide  by  0.4  of  a  foot  thick.  It 
is  estimated  that  the  entire  project 
will  be  completed  and  public  traffic 
routed  over  it  in  July  of  next  year. 

The  estimated  cost  of  the  grading 
and  surfacing  is  $190,000,  with  the 
Webber  Creek  Bridge  estimated  to 
cost  an  additional  $41,000.  Hemstreet 
and  Bell  are  the  contractoi-s  on  the 
highway  project,  with  Mr.  J.  D. 
Greene  acting  as  resident  engineer  for 
the  State.  On  the  bridge  construc- 
tion the  contractor  is  the  Campbell 
Construction  Company  and  the  resi- 
dent engineer  is  Mr.  J.  H.  Horn. 


Port  of  Oakland 
Overhead  Work 
Now  Under  Way 

RAPID  progress  is  being  made 
in  the  construction  of  the  Port 
of  Oakland  overhead  highway 
and  the  electric  interurban  overheads 
on  the  eastern  approach  to  the  San 
Francisco-Oakland  Bay  Bridge,  a 
$450,000  project  being  built  under  au- 
thorization of  the  California  Toll 
Bridge  Authority,  of  which  Governor 
Frank  F.  Merriam  is  chairman. 

Contracts  for  the  building  of  the 
Port  of  Oakland  overhead  highway, 
transbaj'  train  overhead,  catenary 
bridges  and  other  work  on  the  stor- 
age yards  approximate  $1,222,000. 
The  job  is  being  done  by  the  Depart- 
ment of  Public  Works.  C.  H.  Pur- 
cell  is  Chief  Engineer. 

The  highway  overhead  will  cross 
above  the  Southern  Pacific  and  Key 
Route  interurban  electric  trains  in 
the  East  Bay  yards  and  will  connect 
with  the  direct  four-lane  East  Bay 
highway  approach  to  the  Bay  Bridge. 

TWO-LANE  RAMPS 

Two-lane  "On"  and  "Off"  ramps 
■will  permit  traffic  to  enter  and  leave 
the  main  bridge  approach  without 
intersecting  traffic. 

The  total  width  of  the  Port  of  Oak- 
land approach  is  42  feet,  with  22-foot 
"On"    and    "Off"    ramps. 

Port  of  Oakland  is  constructing 
the  highway  connecting  with  the 
overhead  and  the  Port.  The  project 
will  be  lighted  by  sodium  vapor  lumi- 
naires,  similar  to  those  used  on  the 
Bay  Bridge. 

FOR    AUTOS    AND    TRUCKS 

The  highway  overhead  will  carry 
automobile  and  truck  traffic  in  four 
lanes  over  the  bridge  railway  system, 
separating  in  two  "On"  and  "Off" 
ramps  at  the  main  bridge  highway 
approach  east  of  the  Bay  Bridge  toll 
plaza. 

Interurban  Southern  Pacific  elec- 
tric trains  M'ill  be  routed  over  an  over- 
head "Y"  structure  at  the  end  of 
26th  Street.  From  this  structure 
Oakland  and  Alameda  trains  will  pro- 
ceed south  through  the  16th  Street 
station.  Berkeley  trains  will  be 
routed  north  from  the  "Y. " 

Trains  are  scheduled  to  start  oper- 
ating over  the  Bav  Bridge  in  Novem- 
ber, 1938. 


[Twenty! 


(December  i9}7)  California  Hightvays  and  'Public  Works 


Upper  drawing  on  aerial  photo  shows  East  Bay  electric  railway  approaches  to  Bay  Bridge.  Key  Route  trains  will  proceed 
through  subway.  Southern  Pacific  trains  will  be  routed  overhead  at  end  of  26th  Street.  Lower — Section  of  Port  of  Oakland  overhead 
with  Bay  Bridge  and  its  Toll  Plaza  in  distance.     Overhead  will  connect  with  bridge  highway  by  ramps  as  shown   in  lower  picture. 


California  Highways  and  Public  Works  (December  is}?) 


[Twenty-one  J 


Broadway  Low  Level  Tunnel  is  Open 


(Continued  from  page  13) 


tiou  of  the  Oakland  approach  with 
Broadway  to  the  east  portal  junction 
with  State  Highway  Route  75  in 
Contra  Costa  County,  is  2.8  miles  in 
length.  This  project  replaces  a  num- 
ber of  cii'cuitous  routes  from  various 
sections  of  Oakland  and  Berkeley, 
crossing  the  backbone  of  the  hills 
between  Alameda  and  Contra  Costa 
counties  at  a  summit  elevation  of 
1300  feet,  using  the  "Fish  Ranch 
Road."  or  a  1040  foot  length  timber 
tunnel.  17  feet  clear  width  between 
sidewall  timbers,  at  a  summit  eleva- 
tion of  1045  feet  connecting  with  the 
Skyline  Boulevard. 

The  new  tunnel  will  afford  savings 
in  distance  of  fi"om  .2  mile  from 
Berkeley  to  1.2  miles  from  downtown 
Oakland,  using  the  Pish  Ranch  Road, 
and  1.9  miles  from  Oakland  via  the 
Skyline  Boulevard  and  original  tun- 
nel. 

The  elevation  of  the  new  tunnel 
is  approximately  750  feet  at  the  west 
portal  and  about  130  feet  higher  at 
the  east  portal,  which  places  it  from 
160  to  290  feet  below  the  original 
narrow  two-lane  tunnel. 

CURVES  ELIMINATED 

The  minimum  radius  curve  on  the 
new  project  is  800  feet,  the  new- 
alignment  representing  a  saving  of 
some  ten  complete  circle-turns  be- 
tween Oakland  and  Contra  Costa 
counties  via  the  original  tunnel. 

The  Oakland  approach  is  1.9  miles 
in  length,  with  pavement  constructed 
forty  feet  in  width,  with  ten-foot 
shoulders  on  either  side.  Three  high- 
way grade  separations  have  been 
constructed  on  this  approach,  with 
a  clear  roadway  width  of  44  feet 
between  curbs.  One  of  these  three 
structures  is  combined  with  an  over- 
head crossing  over  the  Sacramento- 
Northern  electric  railroad. 

The  tunnel  project  also  includes  a 
highway  connection  to  Berkeley 
f  State  Highway  Route  206)  leading 
to  Ashby  Avenue.  This  connection, 
Iiy  means  of  the  Landvale  overhead, 
also  extends  approximately  one-half 
mile  southeasterly  of  Route  75  to 
a  connection  with  Oakland's  Moun- 
tain Boulevard.  This  one-half  mile 
connection  is  not  a  portion  of  the 
State  Highway  System,  but  was  in- 
eluded  in  the  joint  highway  district 
project. 


Commendation 

SAN    FRANCISCO   PUBLIC 
SCHOOLS 

Office  of  the  Superintendent 

Civic  Auditorium 

San   Francisco 

November  26, 1937. 
Editor, 

California  Highway  and 

Public  Works, 
Sacramento,  California. 

Dear  Sir: 

For  the  past  several  months 
I  have  been  reading-  and  admir- 
ing successive  editions  of  Cali- 
fornia Highways  and  Public 
Works.  After  reading  the 
November  issue,  I  succumb  to 
the  temptation  to  tell  you  that 
your  magazine  is  without  doubt 
the  most  inviting,  the  best 
edited,  and  gives  a  more  com- 
plete view  of  activities  through- 
out the  state  than  any  other 
publication  which  comes  to  my 
desk.  The  magazine  has  a  high 
educational  value  and  gives  a 
true  reflection  of  the  great 
strides  which  are  being  made 
almost  daily  in  the  improve- 
ment and  maintenance  of  Cali- 
fornia's highway  system.  Will 
you  please  continue  my  name 
on  the  mailing  list? 

Very  truly  yours, 
(Signed)  George  F.  Mullany, 
Director  of  Publications. 


TWIN    BORES 

At  the  east  portal  building  of  the 
tunnel  in  Contra  Costa  County,  sep- 
aration of  grades  in  a  connection 
with  the  Fish  Ranch  Road  is  accom- 
plished as  a  portion  of  the  building 
and  portal  structure. 

The  twin  bores  of  the  tunnel  proper 
consists  each  of  a  22-foot  clear  road- 
way between  curbs,  with  a  three-foot 
sidewalk  on  one  side,  26-foot  8-inch 
clearance  wall  to  wall,  with  a  15-foot 
8-inch  ceiling  height.  The  inner  walls 
of  the  two  bores  are  separated  approx- 
imately 15  feet  at  the  two  portals, 
but  diverge  to  a  maximum  of  about 


100  feet  under  the  crest  of  the  moun- 
tain. The  total  covered  length  of 
the  east-bound  bore  is  3203,  and 
that  of  the  west-bound  bore,  3135 
feet. 

Easy  light  transition  is  provided 
by  the  construction  of  an  overhead 
louver  section,  supported  upon  the 
portal  approach  walls,  about  200 
feet  in  length  at  either  end. 

These  overhead  louvers  prevent 
direct  rays  of  sunlight  from  falling 
upon  the  roadway  area,  and  provide  a 
lighting  of  intermediate  intensity 
between  the  direct  sunlight  outside 
and  the  artificial  illumination  inside 
the  tunnel  bores. 

The  illumination  within  the  tunnel 
proper  is  by  means  of  incandescent 
lights,  the  reflectors  of  which  are 
opaque  for  the  rear  half  of  the 
globe  and  clear  glass  in  front,  which 
projects  the  light  ahead  of  the  driver 
and  provides  an  indirect  lighting 
effect  which  is  very  efficient  and  elim- 
inates all  glare. 

T.  E.  Perneau  was  asigned  as  the 
State's  Resident  Engineer  on  this 
project  in  June.  1934,  remaining  on 
same  until  the  original  contract  was 
rescinded  in  June  of  1936,  at  which 
time  he  was  assigned  to  another 
important  construction  project.  R. 
J.  Ivy  was  the  State's  Resident  Engi- 
neer on  the  remainder  of  this  con- 
struction project  to  the  date  of  com- 
pletion. 

F.  I.  Doane  has  been  assigned  as 
engineer  in  charge  of  maintenance 
and  operation  of  this  project. 


Auto  Has  Second  Place  On 

Western    Family's    Budget 

Automobiles  give  precedence  only 
to  food  in  the  budgets  of  many  fam- 
ilies in  the  extreme  western  part  of 
the  United  States,  according  to  sta- 
tistics of  the  United  States  Depart- 
ment of  Agriculture. 

A  survey  conducted  in  24  Pacific 
Coast  towns  revealed  that  in  the  very 
lowest  income  groups,  families  spend 
more  for  food  and  housing,  and  some- 
times more  for  clothing  than  for 
automobiles,  but  as  soon  as  a  family 
attains  an  income  of  $1000  to  $1500 
the  automobile  takes  second  place  on 
the  budtret  after  food. 


[Twenty-fwo] 


(December  1937)  California  Hightvays  and  Public  Works 


This  picture  shows  the  laying  of  ties  for  the  San  Francisco-Oakland   Bay   Bridge  railway  system   at  easterly  edge  of  span. 

FIRST  RAILWAY  TIE  IS  LAID  ON  BAY  BRIDGE 


THE  first  of  105,000  ties  for 
the  $17,000,000  railway  system 
of  tlie  San  Francisco-Oakland 
Ba.y  Bridge  was  laid  on  the  morning 
of  November  29  on  the  bridge  proper. 

Operating  from  a  specially  designed 
machine,  the  tie  was  neatly  slipped 
into  place  by  Bridge  Engineer 
Charles  E.  Andrew  at  a  point  in 
Span  E-22  on  the  easterly  end  of  the 
structure. 

The  bridge  proper  will  have  50,000 
redwood  ties,  8  inches  by  9  inches 
thick  and  varying  in  length  from 
9  to  15  feet.  Each  tie  is  marked  for 
its  own  position  on  the  rail  deck. 

The  ties  will  be  placed  directly  on 
the  steel  stringers,  which  have  been 
prepared  with  two  coats  of  a  coal 
tar  paint.  Before  placing,  the  ties 
will  have  been  "dapped"  or  notched 
at  each  end,  with  the  cuts  6  feet,  6 
inches  apart,  and  at  depths  varying 
from  a  quarter-inch  to  an  inch  and 
a  quarter  and  averaging  a  width  of 
11  inches.  The  tie  will  thus  be 
slipped  into  its  specified  place  on  the 
stringer.  The  depth  of  the  dap  or 
notch  depends  on  the  location  of  the 
ties,  which  are  placed  in  consecutive 
order    according    to    number.      This 


schedule    assures    a   smooth    running 
roadbed. 

Selection  of  redwood  for  ties,  Mr. 
Andrew  pointed  out,  was  due  to  its 
minimum  conductivity  of  electricity, 


an  essential  requisite  in  the  caise  of 
the  Bay  Bridge  railway  system, 
which  cannot  afford  waste  of  current 
in  connection  with  its  elaborate  signal 
system. 


Bridge  Engineer  C.  E.  Andrew  places  first  railway  tie  in  position  on  Bay  Bridge. 


California  Hightvays  and  Public  Works  (December  1937) 


[Twenty-three] 


Maintenance  Men  Discuss  Their  Highway  Problems 


ON  NOVEMBER  22  and  23, 
iiinety-spven  membpvs  of  the 
]\IaiiiteiiaiiL'e  Ik'partinent  of 
tlie  State  Division  of  Highways  met 
at  Sacramento  for  a  discussion  of 
problems  connected  with  tlie  highway 
maintenance  work. 

The  Maintenance  Engineer  and 
liis  staff,  the  District  Maintenance 
Engineers  with  their  assistants,  and 
the  Maintenance  Superintendents — 
with  one  exception — were  in  attend- 
ance. 

Earl  Lee  Kelly,  Director  of  Public 
Works,  talked  to  the  meeting  on  Mon- 
day and  stayed  for  part  of  the  pro- 
gram. G.  T.  McCoy,  Assistant  State 
Highway  Engineer;  J.  G.  Standley, 
Principal  Assistant  Engineer;  and 
several  of  the  heads  of  departments, 
as  well  as  representatives  from  the 
Bridge  and  Legal  Departments,  also 
attended  and  entered  into  the  dis- 
cussions. 

Ray  Duffy,  District  Maintenance 
Engineer,  District  IV,  San  Francisco, 
acted  as  chairman  of  the  day  for 
the  Monday  meeting,  and  Joe  Stan- 
ton, District  Maintenance  Engineer, 
District  VIII,  San  Bernardino,  for 
the  Tuesday  meeting.  The  program 
was  prepared  from  subjects  submitted 
by  these  two  men  after  contacting 
tlie  other  districts.  It  was  planned 
pi'imarily  for  discussion  of  problems 
from  tlie  field  man's  point  of  view. 
Xo  foi'mal  papers  had  been  prepared. 

There  is  no  question  but  that  every- 
one in  attendance  secured  benefit, 
not  only  from  the  discussion  through- 
out the  two  days,  but  also  from  con- 


tact with  men  from  other  Districts, 
as  well  as  the  opportunity  to  see 
the  type  of  work  in  other  Districts 
which  the  trip  to  and  from  Sacra- 
mento afforded. 

D.  D.  Breuning,  Maintenance 
Superintendent  of  Woodland  was  un- 
able to  attend  on  account  of  illness. 

Those  in  attendance  at  the  sessions 
were : 

CENTRAL    OFFICE,    SACRAMENTO. 

T.  H.  Dennis,  Maintenance  Engineei-. 
Assistant  Maintenance  Engineers  W.  A. 
8mith,  C.  F.  Woodin,  N.  R.  Bangert,  P.  L. 
Fite,  R.  B.  Millard,  F.  M.  Carter  (Signing), 
K.  A.  MacLachlan  (Planning  Survey),  H. 
L.  Kile  (Accident  Studies).  J.  M.  Call, 
Outdoor  Advertising.  E.  S.  Whitaker, 
Assistant  Landscape  Engineer.  C.  S.  T. 
MarcUhoff,  Maintenance  Superintendent 
(Bridge  Painting  Crew). 

District  I,  Eureka.  E.  M.  Cameron,  Dis- 
trict Maintenance  Engineer.  F.  L.  Meyer, 
Assistant  to  District  Maintenance  Engineer. 
C.  H.  Amesbury,  Assistant  District  Main- 
tenance Engineer.  Maintenance  Superin- 
tendents J.  A.  Brown,  C.  II.  Sackett,  C.  A. 
Miller,  G.  W.  Lane,  W.  II.  Miller,  Guy 
Mc.Murtry. 

District  II,  Redding.  H.  B.  LaForge, 
District  Jlaintenance  Engineer.  L.  C. 
Evans,  Assistant  to  District  Maintenance 
Engineer.  Maintenance  Superintendents  R. 
L.  HoUis,  L.  D.  Craig,  J.  H.  Rust,  F.  C. 
Macaulay.  G.  II.  Nutting,  E.  L.  Stump, 
E.  J.  Griblile. 

District  III,  Marysville.  J.  L.  Piper, 
District  Maintenance  Engineer.  C.  E. 
Thompson,  Assistant  to  District  Mainte- 
nance Engineer.  Maintenance  Superintend- 
ents H.  T.  Bigelow,  F.  R.  Garrison,  O.  F. 
(Jeorgcs,  C.  W.  Rust,  C.  II.  Weeks,  E.  D. 
Willis. 

District  IV,  San  Francisco.  R.  P.  Duffy, 
District     Maintenance     Engineer.        R.     A. 


Wilson,  Assistant  District  Maintenance 
Engineer.  Maintenance  Superintendents  J. 
W.  Adams,  R.  K.  Forrest,  W.  F.  Holbrook, 
A.  S.  Moore.  L.  T.  Robinson. 

District  V,  San  Luis  Obispo.  H.  L. 
Cooper,  District  Maintenance  Engineer.  W. 
S.  Dolliver.  Assistant  District  Maintenance 
Engineer.  Maintenance  Superintendents  T. 
M.  Joyce,  R.  S.  Peck,  K.  Mendenball,  C.  F. 
Toole. 

District  VI,  Fresno.  E.  E.  Evers,  Dis- 
trict Maintenance  Engineer,  Assistant  Dis- 
trict Maintenance  Engineers  Tom  Eastman 
and  Earle  W.  Taylor.  Maintenance  Super- 
intendents B.  W.  Latour,  Carl  Nelson,  L.  W. 
Seymour,  J.  F.  Clarke,  S.  T.  Myers,  C.  F. 
Johnson. 

District  VII,  Los  Angeles.  E.  T.  Scott, 
District  Maintenance  Engineer.  Assistant 
District  Maintenance  Engineers  AVm.  L. 
Fahey  and  D.  H.  Greeley.  Maintenance 
Superintendents  G.  H.  Cheeseman,  B.  M. 
Gallagher,  T.  W.  Martin,  C.  T.  Warren. 

District  VIII,  San  Bernardino.  J.  E. 
Stanton,  District  JIaintenance  Engineer.  L. 
Norlen.  Assistant  District  Maintenance 
Engineer.  Maintenance  Superintendents 
Ben  R.  Bond,  M.  J.  Small,  C.  L.  Caine. 
J.  B.  Davidson,  E.  M.  Maurer,  B.  A. 
Switzer. 

District  IX,  Bishop.  C.  ("lenian.  Dis- 
trict Maintenance  Engineer.  W.  M.  Reith, 
Assistant  District  Maintenance  Engineer. 
Maintenance  Superintendents  Grant  Merrill. 
Dwight   Wonacott,  Joseph  Lemos. 

District  X,  Stockton.  C.  E.  Bovey,  Dis- 
trict Maintenance  Engineer.  Assistant 
District  Maintenance  Engineers  A.  I.  Rivett 
and  W.  D.  Sedgwick.  Maintenance  Superin- 
tendents H.  S.  Clark,  J.  H.  Gates,  L.  H. 
Ilaigh,  S.  E.  Harris.  L.  H.  Kahl,  W.  II. 
aiartin,  B.  M.  Mehl,  S.  Sawyer. 

District  XI,  San  Diego.  II.  S.  Conily, 
District  Maintenance  Engineer.  R.  B. 
liuckenbach,  Assistant  District  Maintenance 
Engineer.  Maintenance  Superintendents 
Chas.  Ilarbey,  E.  A.  Wolfe,  I.  A.  Thomas, 
Moi-ris  Mitchell. 


[Twenty-four] 


(December  i9i7)  California  Highways  and  Public  Works 


HUMBOLDT  COUNTT— Between  Stege- 
meyer  Bluffs  and  Myers,  about  2.9  miles  to 
be  graded  and  surfaced  with  plant-mixed 
surfacing  and  Class  "B"  seal  coat  to  be 
applied  to  the  full  width  of  roadbed.  Dis- 
trict I,  Route  1,  Sections  B,  C.  Macco 
Construction  Co.,  Clearwater,  $288,955; 
Parker-Schram  Co.,  Portland,  Oregon,  $275,- 
240 :  Union  Paving  Co.,  San  Francisco, 
$261,210;  Pinmbo  Bros,  and  Co.,  San  Fran- 
cisco, $236,077;  Poulos  and  McEwen,  Sac- 
ramento, $2.32,635;  N.  M.  B.ill  Sons  and  D. 
McDonald,  Berkeley,  $232..149  ;  Ficd.-ricksen 
and  Westbrook,  Lower  Lalce,  .$2H3.]5.").  Con- 
tract awarded  to  Henistreet  and  Bell,  Marys- 
ville,  .$226,636. 

INTO  COUNTY — Grading  and  penetra- 
tion oil  treatment,  17  miles  southeast  of 
Keeler,  0.7  mile  in  length.  District  IX, 
Route  127.  Section  E.  Rexroth  and  Rex- 
roth,  Bakerstield,  $7,086;  T,  G.  Smith, 
Huntington  Parlv,,  .$6,136;  B.tsich  Bros., 
Torrance,  $4,704.  Contract  awarded  to  A. 
S.   Vinnell   Co.,   Alhambra.   $4,435.90. 

LOS  ANGELES  COUNTY  —  Between 
Valley  Blvd.,  and  Las  Tunas  Drive,  about 
1.2  miles  to  be  graded  and  paved  with  Port- 
land cement  concrete  and  plant-mixed  sur- 
facing. District  VII,  Route  16S,  Section 
C.  Dimmitt  and  Tavlor,  Los  Angeles,  $S0,- 
566;  Southern  California  Roads  Co..  Los 
Angeles.  $78.8,52;  Dalev  Corp..  San  Diego, 
$79,285  ;  W.  E.  Hall  Co..  Alliambra.  $73,785  ; 
Claude  Fi.sher  Co..  Ltd.,  Los  Angeles.  $73,- 
622;  E.  Paul  Ford.  San  Diego.  $71,681; 
Oswald  Bros.,  Los  Angeles,  $71,294;  C,  O. 
Sparks  and  Mundo  Engineering  Co.,  Lo.s 
Angele.s,  $74,624  ;  George  R.  Curtis  Paving 
Co.,  Los  Angeles.  .$69,908  ;  Griffith  Company. 
Los  Angeles.  .$69,967  ;  United  Concrete  Pipe 
Corp..  Los  Angeles,  $81,487.  Contract 
awarded  to  .1.  E.  Haddock.  Ltd..  Pasadena, 
$67,918.80. 

LOS  ANGELES  COUNTY— B  r  i  d  g  e  s 
across  Zuma  Creek  and  Trancas  Creek  at 
points  about  17  and  18  miles  north  of  Santa 
Monica,  to  be  widened.  District  VII.  Route 
60.  Section  A.  Dimmit  and  Taylor.  Los  An- 
geles. $52,065;  Oscar  Oberg.  Los  Angeles. 
.$40,764  ;  Andy  Sordal.  Long  Beach.  $43,067; 
Cai'lo  Bongiovanni,  Los  Angeles.  $44,999 ; 
Byi'rts  and  Dunn.  Los  Angeles.  $45,424 ; 
C.  O,  Sparks  and  Mundo  Engineering  Co., 
Los  Angeles  $47,870;  Contracting  Engineers 
Co..  Los  Angeles.  $56,850;  ,T.  E.  Haddock. 
Ltd.,  Pasadena,  $41,631  :  Case  Construction 
Co..  Inc..  Alhambra,  $41,745;  .1.  S.  Metz- 
ger  and  Son.  Los  Angeles,  $39,188.  Con- 
tract awarded  to  John  Strona,  Pomona, 
.$34,743.80. 

LOS  ANGELES  COUNTY— On  Puente 
Avenue  at  Walnut  Creek,  a  reinforced  con- 
crete girder  bridge  to  be  constructed  and 
about  0.3  mile  of  approach  roadway  to  be 
graded  and  surfaced  with  plant-mixed  sur- 
facing. District  VII,  Route  170,  Section  B. 
Dimmitt  and  Tavlor.  Los  Angeles,  $17,.562  ; 
Griffith  Company,  Los  Angeles,  $19,764; 
Oswald  Bros..  Los  Angeles,  $17,962;  Vido 
Kovacevich,  South  Gate,  $19,666.  Contract 
awarded  to  Claude  FLsher  Co.,  Ltd.,  Los  An- 
geles, $15,698. 

MENDOCINO  COUNTY— Between  Al- 
bion and  Newport,  about  1.6  miles  to  be 
graded.  District  I.  Route  ,56.  Sections  D, 
F  N.  M.  Ball  Sons.  Berkeley,  $,32,082; 
Parish  Bros..  Los  Angeles,  $38,824;  .John 
Rocca,  San  Rafael.  $49,722;  Guerin  Bros.. 
San  Francisco.  $29,317;  Claude  C.  Wood. 
Stockton,  $41,954;  Chas.  L.  Harney,  San 
Francisco,  .$.".9.."i.".0  ;  .Tohn  Burnian  and  Sons. 
Eureka  $3.'!.751  ;  Young  and  Son  Company. 
Ltd.,    Berkeley,    $27,906;    Ilelwig    Construc- 


tion Co.,  Sebastopol,  ,$43,290.  Contract 
awarded  to  A.  R.  Maestretti,  Stockton, 
$27,245. 

MENDOCINO  COUNTY— A  reinforced 
concrete  bridge  across  Jughandle  Creek  about 
5  miles  south  of  Fort  Bragg,  consisting  of 
IG  slab  spans  having  a  total  length  of  388 
feet  supported  by  an  open  spandrel  arch 
and  concrete  bents,  and  about  0.3  mile  of 
roadwav  to  be  graded  and  treated  with  as- 
phalt. "District  I,  Route  56,  Section  E.  F. 
.1.  Maurer  and  Son,  Inc.,  Eureka,  $65,419 ; 
C.  W.  Caletti  and  Co.,  San  Rafael,  $71,185 ; 
S,  D.  Bechtel.  San  Francisco,  ,$79,025; 
Mercer,  Eraser  Company,  Eureka,  $84,730; 
A,  Soda  and  Son,  Oakland,  ,$89,476.  Con- 
tract awarded  to  John  Rocca,  San  Rafael, 
$55,046.90. 

MENDOCINO  COUNTY — About  15  miles 
north  of  Point  Arena  across  Elk  Creek,  a 
reiuforci'cl  concrete  girder  bridge  to  be  con- 
strue! rd.  consisting  of  one  50-foot  span  and 
two  .".5-loot  spans  on  concrete  piers  and 
abutments  with  pile  foundations,  about  0.30 
miles  of  roadway  to  be  graded  and  a  pene- 
tration oil  treatment  applied.  District  I, 
Route  56,  Section  C.  Peter  J.  McIIugh. 
San  Francisco,  $33,161;  John  Rocca,  San 
Rafael,  $36,100 ;  C.  W.  Caletti  and  Co.,  San 
Rafael,  ,$.38,174 ;  Valley  Construction  Co.. 
San  Jose,  ,$38,365;  A,  Soda  and  Son,  Oak- 
land .$42,113;  Mercer,  Eraser  Co.,  Eureka, 
$42,502  Contract  awarded  to  F.  J.  Maurer 
and  Son.  Inc..  Eureka.  ,$33,046.50. 

ORANGE  COITNTY — Tustin  Avenue  at 
17th  Street,  aliout  0.5  mile  to  be  graded 
and  paved  with  asphalt  concrete  and  plant- 
mixed  surfacing.  District  VIT„  Route  43, 
Section  A.  SuUv-Miller  Contracting  Co., 
Long  Beach.  .$19,118;  G.  O.  Gartz.  Los  An- 
geles. $27,021 ;  Griffith  Co.,  Los  Angeles, 
$23,192;  Oswald  Bros.,  Los  Angeles,  $21,- 
653.  Contract  awarded  to  C.  O.  Sparks  and 
Mundo  Engineering  Co.,  Los  Angeles,  $18,- 
8.52,75. 

RIVERSIDE  COUNTY^Between  two 
miles  south  of  San  Bernardino  County  line 
and  Beaumont,  about  2.4  miles  to  be  graded 
and  paved  with  plant-mixed  surfacing.  Dis- 
trict VIII,  Route  26,  Section  A.  Dimmitt 
and  Taylor,  Los  Angeles,  $77.185 ;  George 
Hertz  &  Co.,  San  Bernardino,  $75,654 ; 
Claude  Fisher  Co.,  Ltd.,  Los  Angeles,  $78,- 
176;  C.  O.  Sparks  and  Mundo  Engineering 
Co..  Los  Angeles,  $73,904;  Crow  Brothers 
Construction  Co.,  Los  Angeles,  $74,.329 ; 
Griffith  Co,,  Los  Angeles,  $72,845;  A,  S. 
Vinnell  Co.,  Alhambra,  .$90,379.  Contract 
awarded  to  Oswald  Brothers,  Los  Angeles, 
$65,899.00. 

SAN  DIEGO  COUNTY— Timber  bridge 
and  approaches  to  be  constructed  at  San 
Felipe  Creek.  11.8  miles  east  of  ,Iulian, 
District  XI,  Route  198,  Sections  E.  F.  R. 
E.  Hazard  and  Sons,  San  Diego,  $16,295; 
Valley  Construction  Co.,  San  .lose.  .$19,287; 
W.  R.  Shriver.  Los  Angeles,  $20,039  ;  B,  G. 
Carroll.  San  Diego,  $16,724.  Contract 
awarded  to  V.  R.  Dennis  Construction  Co., 
San   Diego.    $14,205.30. 

SACRAMENTO  COUNTY— Across  Co- 
sumnes  River  near  Live  Oak,  existing  bridge 
to  be  redecked  with  Portland  cement  con- 
crete and  ])lant-mixed  surfacing.  District 
III,  Route  54,  Section  C.  .lohn  C.  O'Leary 
Construction  Co..  San  Francisco,  $12,457 ; 
Holdener  Construction  Co..  Sacramento. 
.*10.913;  Tieslau  Bros..  Berkelev.  $12,280; 
M.  A.  .Tenkins.  Sacramento,  $7..390.  Con- 
tract awarded  to  Lord  and  Bishop.  Sacra- 
mento,  $7,106. 

SAN  JOAQUIN-SACRAMENTO  COUN- 
TIES— Bel  ween    Jahant     Corner    and    one 


mile  north  of  Gait,  about  5.0  miles  to  be 
graded  and  paved  with  Portland  cement 
concrete.  District  X,  Route  4,  Sections  D, 
A.  Baslch  Brothers,  Torrance,  $222,466; 
Metropolitan  Construction  Co.,  Los  Angeles, 
$238,480 ;  David  H,  Ryan,  San  Diego,  $209,- 
428;  N,  M.  Ball  Sons  and  D.  McDonald, 
Berkeley,  $212,313;  Louis  Biasotti  &  Son, 
Stockton,  $212,625;  Union  Paving  Co,,  San 
Francisco,  $219,.S60 ;  Heafey-Moore  Co,, 
Oakland,  $224,199;  A.  Teichert  and  Son, 
Inc.,  Sacramento,  $249,576 ;  Larsen  Bros, 
and  Harms  Bros.,  Sacramento,  .$254,933; 
A.  J.  Raisch  and  Earl  W.  Heple,  San  Jose, 
.$261,346.  Contract  awarded  to  Frederick- 
sen  and  Westbrook,  Lower  Lake,  $205,803. 

SAN  LUIS  OBISPO  COUNTY— A  rein- 
forced concrete  girder  overhead  crossing  over 
the  tracks  of  the  Southern  Pacific  Railroad 
about  6  miles  north  of  San  Luis  Obispo, 
consisting  of  two  59-foot  spans,  two  50- 
foot  3|-inch  spans,  four  45-foot  4-inch  spans, 
and  two  32-foot  6-inch  spans.  District  V, 
Route  2,  Section  D.  Dimmitt  and  Taylor, 
Los  Angeles,  $89,946;  J.  S.  Metzger  and 
Son.  Los  Angeles,  $91,570;  C,  O,  Sparks 
and  Mundo  Engineering  Co.,  Los  Angeles, 
.$94,015 ;  Byerts  and  Dunn,  Los  Angeles, 
.$94,893;  A,  Soda  and  Son,  Oakland,  $95,- 
340;  J.  E.  Haddock,  Ltd..  Pasadena,  .$98.- 
200 ;  Case  Construction  Co..  Inc.,  Alham- 
bra, $99,149;  Werner  and  Webb,  Los  Angel-' 
es,  $102,090;  Lindgren  and  Swinerton,  Inc., 
San  Francisco.  $103,467;  C.  W.  Caletti  & 
Co.,  San  Rafael,  $104,935 ;  Earl  Heple,  San 
.Jose,  $88,535 ;  Metropolitan  Construction 
Co.,  Los  Angeles,  $93,7.50;  J.  F.  Knapp, 
Oakland,  .$95,705.  Contract  awarded  to 
R.  R.  Bishop,  Long  Beach,  .$84,399, 

SISKIYOU  COUNTY— On  East  Side 
Road  in  Scott  Valley,  between  Callahan  and 
Fort  Jones,  about  two  miles  to  be  surfaced 
with  screened  gravel.  District  II.  Feeder 
Road  Section.  A.  Soda  and  Son,  Oakland, 
.$6,262;  Clifford  A.  Dunn,  Klamath  F.alls, 
Oregon,  .$6,415.  Contract  awarded  to  Gar- 
cia  Construction   Co.,   Irvington,   $4,320. 

SUTTER  COUNTY— A  reinforced  con- 
crete slab  bridge  across  Sutter  By-Pass,  12 
miles  west  of  Yuba  City,  consisting  of  one 
5i-foot  span,  one  7^-foot  span,  twenty-two 
15-foot  spans  and  one  hundred  seventy-three 
22-foot  spans  on  concrete  pile  bents.  Dis- 
trict III,  Route  15,  Section  A.  J.  F.  Knapp, 
Oakland,  $227,768;  Campbell  Construction 
Co,,  Sacramento,  ,$237,407 ;  Andy  Sordal  and 
R.  R.  Bishop,  Long  Beach,  $239,462 ;  Lind- 
gren and  Swinerton,  Inc.,  San  Francisco, 
$250,3.54;  John  Rocca,  San  Rafael,  .$250,- 
864;  N.  M.  Ball  Sons  and  D.  McDonald, 
Berkeley,  $253,120;  C.  W.  Caletti  and  Co., 
San  Rafael,  $2.56.545;  A.  W,  Kitchen,  San 
Francisco,  $2.52.067 ;  Clinton  Construction 
Co.  of  California.  San  Francisco.  $276,129; 
George  Pollock  Company.  Sacramento,  $278,- 
275  ;  Bates  and  Rogers  Construction  Corp,, 
Oakland,  $292..305.  Contract  awarded  to 
Heafey-Moore  Co.  and  Fredrickson  Watson 
Construction  Co.  Fredrickson  Bros.,  Oakland, 
.$227,307. 

SUTTER  COUNTY — Between  Tarke  and 
one  mile  south  of  Sutter  City,  about  4.7 
miles  to  be  graded  and  surfaced  with  plant- 
mixed  surfacing  on  crusher  run  base.  Dis- 
trict III,  Route  15,  Sections  A,  B.  A.  G. 
Raisch,  San  Francisco,  $152,099;  Hanra- 
han  Co.,  San  Francisco,  $149,494;  Union 
Paving  Co.,  San  Francisco,  $144,233;  Ba- 
sich  Brothers.  Torrance.  $149,282;  Louis 
Biasotti  and  Son.  Stockton,  $165,747;  Lar- 
sen Bros,  and  Harms  Bros..  Sacramento, 
$138,571  ;  Heafey-Moore  Co.,  Oakland.  $149.- 
500 ;  A.  Teichert  and  Son,  Inc.,  Sacramento, 


(Continued   on  page 


California  Highways  and  Public  Works  (December  i9}7) 


[Twenty-five] 


DIVISION  OF 


WATER  RESOURCES 


OFFICIAL  REPORT 

FOR  THE  MONTH  OF 

November,  1937 

EDWARD  HYAH,  State  Enginaer 


WORKING  under  an  agree- 
ment with  the  U.  S.  Bureau 
of  Reclamation,  the  Division 
of  "Water  Resources  has  continued 
the  making  of  surveys  and  the  collec- 
tion and  compilation  of  data  in  the 
San  Joaquin  iValley  in  connection 
with  the  acquisition  of  lands  and 
water  rights  and  the  exchange  of 
water  for  lands  not  acquired.  Nego- 
tiations were  continued  with  the  own- 
ers of  these  lands  and  water  rights 
in  connection  with  their  acquisition 
for  the  project.  Negotiations  were 
also  continued  with  public  utility 
companies  for  the  relocations  of  their 
facilities  which  would  interfere  with 
the  construction  of  certain  units  of 
the  project.  Studies  were  continued 
and  conferences  held  in  connection 
with  the  disposal  of  water  and  power 
to  be  made  available  by  the  project. 
Announcement  was  made  during 
the  month  that  a  capacity  of  4,500,- 
000  acre-feet  has  been  selected  for 
the  Shasta  Reservoir,  formerly  Ken- 
nett  Reservoir.  The  dam  for  this 
reservoir  will  be  approximately  500 
feet  high,  above  the  present  stream 
level,  and  will  be  the  second  largest 
concrete  dam  in  the  world. 


FLOOD    CONTROL    AND 
RECLAMATION 


Maintenance   of   Sacramento   Flood   Control 

Project. 

The  sm.ill  regular  crew  has  been  engaged 
on  routine  maintenance  during  this  period. 
The  rainfall  occurring  during  the  latter  half 
of  the  month  has  made  it  necessary  to 
operate  the  drainage  pumping  plants  at 
intervals,  but  the  total  local  drainage  run- 
off has  been  moderate. 

Due  to  excessive  and  unusual  rainfall  in 
the  watershed  of  the  upper  Sacramento 
River,  the  Sacramento  River  rose  to  medium 
flood  stage  and  crested  at  Colusa  on  Novem- 
ber 22,  30  p.m.,  at  24.9  feet  on  the  gauge. 
The  Moulton,  Colusa  and  Tisdale  weirs  have 
been  discharging  water  into  the  b.v-pass  since 
November  21,  and  Butte  Rasin  is  overflowed. 
Water  commenced  discharging  over  Fremont 
weir  late  in  the  afternoon  of  November  24 
and  it  will  continue  for  several  days,  at  a 
depth  of  from  one  to  one  and  one-half  feet. 


Relief  Labor  Work. 

All  WPA  projects  have  been  inactive 
during  this  period  owing  to  lack  of  men  on 
relief.  On  November  8,  work  was  started 
on  clearing  in  the  Tisdale  Ry-pass  with  a 
crew  averaging  2.5  men  from  SRA  Transient 
Camp  No.  7  in  Sutter  Rasin,  this  office  fur- 
nishing tools,  supervision  and  transporta- 
tion. Work  has  been  suspended  since  No- 
vember 21  on  account  of  the  overflow  of  the 
by-pass  from  the  Tisdale  weir. 

Bank  Protection  Program. 

Work  has  been  continued  on  the  construc- 
tion of  bank  protection  at  various  points 
in  the  Sacramento  River  b.v  the  California 
Debris  Commission,  under  the  current  pro- 
gram being  done  under  the  1932  agreement. 
However,  the  unseasonable  rise  in  water 
stage  has  necessitated  the  discontinuance  of 
practically  all  of  this  work.  Some  damage 
has  resulted  in  tlie  erosion  of  new  earth-fill 
material. 


received  and  these  are  in  process  of  study 
with  a  view  to  such  action  as  may  be  ap- 
propriate in  the  various  cases. 


IRRIGATION    DISTRICTS 


An  annual  report  on  irrigation  districts 
was  completed  and  published  during  the 
month  as  Bulletin  No.  21-H  of  the  Division. 
This  is  the  ninth  of  a  series  of  these  pub- 
lications dealing  with  the  history  and 
activity  of  districts  formed  under  the  Cali- 
fornia Irrigation  District  Act.  The  present 
report  contains  information  and  statistical 
data  collected  for  the  .vear  1930,  and  con- 
tains a  discussion  of  the  refinancing  pro- 
grams being  carried  out  by  many  of  the 
districts  through  loans  from  Reconstruction 
Finance  Corporation. 

A  publication  containing  a  revision  of 
the  Irrigation  District  Laws  is  now  in 
preparation.  It  will  include  amendments 
and  new  i)rovisions  passed  by  the  Legisla- 
ture in  1937,  and  when  completed  will  be 
printed  as  Rulletin  No.  IS-B. 


WATER    RIGHTS 


Supervision  of  Appropriations  of  Wafer. 

Thirty-four  applications  to  appropriate 
water  were  received  during  October,  six 
were  denied  and  twelve  were  approved. 
Seven  permits  were  revoked  and  seven  passed 
to  license.  On  October  1,  forms  were  for- 
warded to  1294  permittees  requesting  a  re- 
port of  progress  for  the  past  year  and  on 
October  15,  forms  were  forwarded  to  .'>22 
licensees  requesting  reports  of  use  and 
changes  during  the  past  three  years.  On 
November  1,  831  of  these  reports  had  been 


SACRAMENTO-SAN   JOAQUIN 
WATER    SUPERVISION 


During  the  past  month  the  field  work  of 
this  oflice  has  been  virtually  completed  and 
the  field  data  gathered  is  being  assembled 
preparatory  to  making  the  office  computa- 
tions of  diversions,  acreage  irrigated, 
stream  and  return  flows  in  the  Sacramento 
and  San  .loaquin  valleys.  These  data  will 
all  be  assembled  and  published  in  a  mimeo- 
graphed report  of  the  Division  of  Water 
Resources. 


CALIFORNIA    COOPERATIVE 
SNOW    SURVEYS 


During  the  past  month  work  has  been 
directed  toward  concluding  arrangements 
with  the  personnel  of  the  various  cooperat- 
ing agencies  throughout  the  State  for  the 
conduct  of  the  coming  winter's  snow  surveys. 
In  this  connection,  instruction  has  been 
given  to  the  personnel  of  various  cooperat- 
ing agencies  in  the  methods  of  making  the 
surveys. 

Work  was  completed  on  the  construction 
of  a  shelter  cabin  in  the  Kern  River  water- 
shed and  this  and  several  other  cabins  were 
stocked  with  food  and  supplies  for  winter 
use  by  snow  surveyors. 

Considerable  work  was  done  in  placing 
markers  along  trails  leading  to  snow  survey 
courses  so  that  they  may  be  more  readily 
followed  during  periods  of  deep  snow. 


FEDERAL  COOPERATION- 
TOPOGRAPHIC  MAPPING 


During  October  progress  was  made  with 
field  work  in  connection  with  the  San  Ber- 
nardino No.  3  and  San  Bernardino  No.  4 
quadrangles  and  office  work  was  performed 
on   the   Downieville   No.   1   quadrangle. 

Final  maps  of  the  San  Francisquito 
quadrangle  in  Los  Angeles  Count.v  are  now 
available.  This  sheet  is  published  on  a 
scale  of  1  :24,000  with  a  contour  interval 
of  25  feet. 


Boss:  "Now  be  careful  with  that  money 
I  gave  you,  son.  Remember  the  saying,  'a 
fool  and  his  money  are  soon  parted'." 

Boss'  son  :  "Yes,  Dad,  but  I  want  to  tliank 
you  for  parting  with  it,  just  the  same." 


iTwenty-six] 


(December  1937)  California  Highways  and  Public  Works 


State  Experiments 
With  Hishway 
Safety  Lighting 

'Continued  from  page  15) 

For  instance,  in  single-car  acci- 
dents on  State  highways — for  both 
da3'light  and  darkness — where  only 
a  single  motor  vehicle  was  involved, 
54  per  cent  of  all  the  causes  reported 
was  made  up  of  "Speed  excessive 
for  conditions,"  "Pedestrian  in- 
volved," and  "Driver  had  been 
drinking." 

In  two-car  accidents,  where  two  or 
more  motor  vehicles  were  involved, 
we  find  that  "Driver  had  been 
drinking,"  "Speed  excessive  for 
conditions,"  and  "Improper  pass- 
ing" again  contribute  to  more  than 
50  per  cent  of  the  total. 

On  the  basis  of  their  occurrence, 
we  discover  that  accidents  involving 
drivers  who  had  been  drinking 
were  over  seven  times  more  frequent 
at  night,  excessive  speed  2.6  times, 
and  improper  passing  1.8  times  than 
under  daylight  conditions. 

ONLY  A  MINOR  FACTOR 

Taking  the  three  major  causes — 
drinking  drivers,  excessive  speed, 
and  improper  passing — which  to- 
gether account  for  more  than  half 
of  all  causes  reported  for  night  ac- 
cidents, it  is  clearly  apparent  that 
the  absence  of  daylight  is  only  a 
minor  factor  in  their  increase  at 
night.  It  is  diflScult  to  see  how  the 
artificial  restoration  of  a  portion  of 
daylight  can  of  itself,  without  the 
aid  of  other  remedies,  be  expected  to 
bring  about  any  radical  change  in 
these  causes. 

However,  since  the  real  proof  of 
the  value  of  highway  lighting  can 
come  only  from  the  record  of  well- 
condiicted  experiments  it  is  hoped 
that  much  may  be  learned  from  the 
two  installations  which  will  shortly 
be  made. 

The  plans  of  the  above  projects 
were  developed  by  Colonel  J.  H. 
Skeggs,  State  District  Engineer  of 
San  Francisco,  and  the  installation 
is  under  his  direct  supervision. 


New  Type  of 
Reflecting  Curb 
Has  Been  Designed 

(Continued  from  pag:e  8) 

reflecting  facets  designed  to  proper 
depth  and  angle  produced  an  effect 
markedly  superior  to  other  curbs 
when  viewed  under  rays  of  automo- 
bile headlights.  Additional  benefit 
was  derived  by  painting  the  reflect- 
ing plane  with  white  paint  and  this 
was  improved  by  impregnating  the 
paint  with  glass  beads. 

Two  types  of  recess  forms  which 
appeared  to  be  the  most  effective  have 
been  adopted  for  construction: 

First,  a  simple  type  of  wedge 
shaped  indentation  is  most  suitable 
for  central  dividing  strips  where 
traffic  movement  approximately  par- 
allels the  curbs. 

Second,  a  block  type  with  all  faces 
of  the  recess  sloped  to  reflect  light,  is 
more  effective  for  intersection  islands 
and  curb  returns,  where  headlights 
are  directed  against  them  at  more 
abrupt  angles. 

In  the  plan  and  specification  for 
the  curbs  regard  has  been  given  to 
practical  and  economical  construc- 
tion and  to  their  durability  and  main- 
tenance. 

Although  some  change  in  design 
may  increase  the  effective  visibility  of 
the  recessed  curb  face,  the  types  in- 
dicated are  being  constructed. 

This  reflecting  type  curb  is  a  devel- 
opment of  a  design  observed  in  the 
State  of  New  Jersey. 


Clerk  (in  private  office)  :  "As  I  am 
getting  married,  sir,  is  there  any  chance 
of   an    increase    in    salary?" 

Boss :  "If  you  don't  get  out  of  here 
quick,  we'll  make  you  a  partner  and  you 
won't    get    anything." 


HIGHWAY  BIDS  AND  AWARDS 

(Continued  from  page  25) 

.$153,878 ;  Poulos  and  McEwen,  Sacramento, 
$144,897 ;  Fredericksen  and  Westbrook, 
Lower  Lake,  $1.3.3,751.  Contract  awarded 
to  Hemstreet  and  Bell,  Marysville,  $133,- 
,596.55 

TULARE  COUNTY — Between  1.8  miles 
west  of  Merryman  and  Tokohl,  about  3.1 
miles,  to  be  graded  and  surfaced  with 
plant-mixed  surfacing  on  crusher  run  base. 
District  VI.  Route  10,  Sections  C,  D. 
Piazza  and  Huntley,  San  Jose,  .$.S2,162 ; 
Griffith  Company,  Los  Angeles,  $88,919; 
Oswald  Bros.,  Los  Angeles,  $97,928;  Han- 
rahan  Company,  San  Francisco,  $105,702; 
.1.  A.  Casson,  Hayward,  $98,103;  Union 
Paving  Co.,  San  Francisco,  $86,499.  Con- 
tract awarded  to  N.  M.  Ball  Sons,  Berkeley, 
$81,444. 


Tramp :  "Lady,  I'm  dying  from  expo- 
sure." 

Woman :  "Are  you  a  tramp,  politician 
or   financier?" 


New  Arroyo  Seco 
Parkway  Will  Benefit 
Many  Southern  Cities 

(Continued  from  page  11) 

new  highway,  which  will  pass  be- 
neath Arroyo  Drive,  Grand  Avenue, 
Orange  Grove  Avenue,  Prospect  Ave- 
nue, Meridian  Avenue,  Fremont  Ave- 
nue, Union  Pacific  and  Santa  Fe 
tracks  and  Fair  Oaks  Avenue  in 
South  Pasadena.  At  each  of  these 
locations  it  will  be  necessary  to  build 
separation  structures. 

In  the  case  of  the  bridge  at  Arroyo 
Drive  a  single  span  structiu-e  about 
eighty  feet  long  will  be  used.  En- 
cased in  the  structure,  immediately 
below  the  deck  and  entirely  con- 
cealed from  view,  will  be  the  large 
Pasadena  sewer. 

CONTINUOUS   BRIDGES 

In  the  case  of  the  other  structures 
through  South  Pasadena  it  has  been 
found  economical  to  make  use  of 
continuous  bridges  with  extremely 
shallow  deck  construction.  This  type 
of  construction  will  be  iLsed  so  that 
roadway  excavation  cost  may  be  kept 
to  a  minimum. 

The  design  of  the  structures  to  fit 
conditions  entails  the  usual  problems 
which  are  encountered  in  highly  de- 
veloped areas.  The  work  will  be 
planned  in  such  manner  that  con- 
struction work  will  not  unduly  in- 
convenience traffic  over  the  many 
cross  streets  affected.  Rail  traffic 
must  be  kept  going  while  the  Union 
Pacific,  Santa  Fe  and  Pacific  Electric 
grade  separations  are  being  con- 
structed. Through  the  cities,  utilities 
and  tracks  must  be  shifted  as  neces- 
sary to  facilitate  construction. 

Due  to  the  high  development  of 
the  territory  careful  consideration 
is  given  to  the  engineering  and  archi- 
tectural treatment  of  the  structures 
to  the  end  that  utility,  beauty  and 
economy  may  be  the  result. 

The  building  of  the  bridge  over 
the  Arroyo  Seco  channel  and  the 
eighteen  grade  separation  struc- 
tures will  make  it  possible  for  the 
new  Arroyo  Seco  Parkway  to  serve 
well  the  growing  communities  to 
the  northeast  of  Los  Angeles  and  as 
a  result  of  the  construction,  these 
communities  will  enjoy  a  transpor- 
tation convenience  which  vdll  pay  big 
dividends  for  many  years  to  come. 


California  Highways  and  Public  Works  (December  1937) 


I  Twenty-seven  ^ 


Rishtof  Way 
Men  Hold  Meet 

in  Sacramento 

A  SEMINAR  for  right  of  way 
attorneys,  right  of  way  agents 
anil  right  of  waj-  engineering 
assistants  engaged  in  the  acquisition 
of  lands  and  easements  required  for 
the  development  of  the  State  highway 
system  and  the  completion  of  the 
rail  transportation  facilities  for  the 
San  Francisco-Oakland  Bay  Bridge 
was  held  at  Sacramento  November  18 
and  19.  1937.  C.  C.  Carleton,  Chief 
of  the  Division  of  Contracts  and 
Rights  of  Way,  presided  over  the 
sessions. 

APPRAIS-Ui  PROBLEMS 

Among  the  many  topics  discussed 
were  appraisal  problems ;  condemna- 
tion practice  and  procedure ;  pro- 
cedure on  claims  before  the  State 
Board  of  Control ;  relinquishments 
and  abandonments  of  existing  ways ; 
1937  legislation  in  so  far  as  it  con- 
cerns right  of  way  activities;  civil 
service  problems  affecting  the  hiring 
of  appraisers  and  court  witnesses; 
practice  in  the  removal  or  demolition 
of  buildings;  right  of  way  fences; 
encroachments  on  right  of  way;  con- 
veyancing forms ;  acquisition  of  rights 
of  way  for  subway  and  overhead 
railroad  grade  separations,  etc. 

The  high  light  of  the  meeting  was 
the  intensive  study  of  acquisition 
problems  arising  out  of  the  increased 
use  of  new  and  advanced  types  of 
highway   construction  by  the   State. 

Those  in  attendance  included 
Clarence  W.  Morris,  San  Francisco, 
Frank  B.  Durkee,  C.  R.  Montgomery 
and  Robert  E.  Reed,  Sacramento, 
Attorneys  for  the  Division  ;  Holloway 
Jones.  Clifford  D.  Good,  Lincoln  V. 
Johnson  and  George  Hadley.  Con- 
demnation Investigators,  San  Fran- 
cisco ;  C.  A.  Marsh,  Supervising  Right 
of  Way  Agent,  San  Francisco-Oak- 
land Bay  Bridge,  San  Francisco; 
L.  P.  Bolander,  Jr.,  A.ssistant  Right 
of  Way  Agent,  San  Francisco-Oak- 
land Bay  Bridge,  San  Francisco; 
S.  W.  Elliott,  Right  of  Way  Agent, 
District  I.  Eureka;  Leland  L.  Rose, 
Right  of  Way  Agent;  John  W. 
White  and  John  R.  West,  Assistant 
Right  of  Way  Agents,  District  II, 
Redding;  Herman  D.  Jarrett,  Right 
(if  Way  Agent,  Richard  H.  Ramsey, 
Assistant  Right  of  Way  Agent,  and 
J.    F.    O'Hara,    Assistant    HighwaV 


Feather  River  Route  a 
Credit  to  the  State 

Returning  vacationists  who 
traveled  the  new  Feather  River 
Highway  seem  to  be  about 
evenly  divided  into  two  fac- 
tions, one  of  which  contends 
that  the  highway  is  outstanding 
because  of  its  engineering  ac- 
complishments, the  other  prais- 
ing its  beauty;  they  unite  in 
proclaiming  it  the  greatest 
stretch  of  automobile  roadway 
in  the  state. 

Designed  to  provide  another 
eastern  entrance  to  the  state,  it 
is  predicted  that  the  attractive- 
ness of  this  highway  will  be  an 
inducement  that  will  make  it 
one  of  the  most  heavily  used 
routes. — Pacific  Motorist. 


Engineer,  District  III,  Marysville ; 
James  B.  Woodson,  Right  of  Way 
Agent,  Roy  C.  Teel  and  E.  Kenneth 
Rogers,  Assistant  Right  of  Way 
Agents,  and  Fred  G.  Beckner,  Assist- 
ant Highway  Engineer,  District  IV, 
San  Francisco;  G.  J.  Grohman  and 
Orr  Stephens,  Junior  Highway  Engi- 
neers, Sacramento;  E.  W.  Carson, 
Right  of  Way  Agent,  C.  L.  Slusher 
and  J.  M.  Sorensen,  Assistant  Right 
of  Way  Agents,  District  V,  San  Luis 
Obispo;  Henry  Sellers,  Right  of 
Way  Agent,  Wile.y  D.  Ambrose, 
Assistant  Right  of  Way  Agent,  and 
F.  M.  Roush,  Assistant  Highway 
Engineer,  District  VI,  Fresno ;  Frank 
C.  Balfour,  Supervising  Right  of 
Way  Agent,  E.  N.  Whittemore  and 
Leo  J.  McCarthy,  Right  of  Way 
Agents,  William  L.  Mills,  Neil  C. 
Brown,  Earle  R.  Bunker,  Joseph  F. 
Walsh  and  E.  F.  Wagner,  Assistant 
Right  of  Way  Agents,  and  Harold 
W.  Leonard,  Assistant  Highway 
Engineer,  District  VII,  Los  Angeles ; 
Edward  P.  Jones,  Right  of  Way 
Agent,  and  Charles  L.  Flack,  Assist- 
ant Right  of  Way  Agent,  District 
VIII,  San  Bernardino;  F.  R.  Baker 
and  M.  Harris,  Associate  Highway 
Engineers,  and  Serge  Ray,  Junior 
Highway  Engineer.  District  IX. 
Bishop  ;"b.  J.  Perry,  Right  of  Way 
Agent  and  Louis  J.  Malatesta.  Assist- 
ant Right  of  Way  Agent,  District  X, 
Stockton ;  George  S.  Pingry,  Right  of 
Way  Agent,  and  A.  J.  Razeto,  Assist- 
ant Right  of  Way  Agent,  District  XI, 
San  Dieyo. 


November  Sees 
Traffic  Drop 
On  Bay  Bridge 

VEHICLES  totaling  9,721,328 
have  crossed  the  San  Francisco- 
Oakland  Bay  Bridge  during  the 
first  twelve  and  one-half  months  of 
operation.  State  Director  of  Public 
Works  Earl  Lee  Kelly  announced  fol- 
lowing a  report  of  the  span's  Novem- 
ber traffic  by  State  Highway  Engi- 
neer C.  H.  Pureell. 

A  drop  in  number  of  over  500  vehi- 
cles in  the  structure's  daily  average 
was  reported  for  last  month's  traffic, 
with  an  average  of  23,308  vehicles  for 
November,  compared  witli  23,834  for 
October. 

There  was  a  general  drop  in  all 
classifications  of  vehicles,  Mr.  Kelly 
said.  Total  vehicles  for  November 
numbered  699,229  as  again.st  738,868 
for  October.  The  lowest  day  was 
November  16.  a  rainy  day.  when  17.- 
506  vehicles  crossed  the  span.  High 
day  was  November  6.  with  32.195 
vehicles.  A  30-day.  f  o  u  r-Sunday 
month,  together  with  stormy  weather 
conditions,  was  among  the  factors  at- 
tributed to  the  traffic  drop  bv  Mr. 
Kelly. 

Total  earnings  for  the  month  were 
$369.869.90— compared  with  $393,- 
465.25  for  October. 

Comparative  figures  for  October 
and  November,  with  total  vehicles  to 
cross  the  bridge  to  date,  follow : 


Passenge 

r     Auto 

Autos 

Trailers 

Total  Oct.  . 

-        695,079 

1,327 

Total    Nov. 

657,901 

954 

Total   since 

opening. 

-    9,247,521 

16.660 

Motorcycl 

es    Tricars 

Trucks 

Total    Oct.. 

2.729 

836 

27,145 

Total     Nov. 

2.220 

913 

25,918 

Total  since 

opening. 

.       34,240 

8,125 
Truck 

300,869 

Trailers 

Buses 

Total  Oct. 

1,299 

10,453 
10,090 

Total    Nov. 

1,233 

Total   since 

opening   . 

21,503 

92,410 

Total 

Extra 

Freight 

Vehicles 

Passengers 

Pounds 

Total    Oct.. 

_     738.868 

184,416 

69,243,169 

Total     Nov. 

.     699,229 

179,178 

62,451,501 

Total    since 

opening. 

,9,721,328 

2,036,598    688,524,183 

"Wiis    that    an    expIo.sion    nt    .voui-    lioiiso 
last  night?" 

"Ye.s,   there  w.ts  powder  on   my  coat." 


[Twenty-eight] 


(December  i9}7)  California  Highways  and  Public  Works 


STATE  OF  CALIFORNIA 


Department  of  Public  Works 

Headquarters:   Public  Works  Building,  Twelfth  and  N  Streets,  Sacramento 


FRANK  F.  MERRIAM Governor 

HARRY  A.  HOPKINS Assistant  Director 


EARL  LEE   KELLY Director 

EDWARD  J.  NERON Deputy  Director 


CALIFORNIA  HIGHWAY  COMMISSION 


H.  R.  JUDAH,  Chairman,   Santa  Cruz 

PHILIP  A.    STANTON,   Anaheim 

PAUL  G.  JASPER,  Fortuna 

WILLIAM  T.  HART,  Carlsbad 

ROBERT  S.  RBDINGTON,  Los  Angeles 

JULIEN   D.   ROUSSEL.   Secretary 


DIVISION  OF  HIGHWAYS 


C.   H.   PUKCELL.   State   Highwa.v   Engineer,    Sacramento 

G.  T,   McCOY,   Assistant   State  Highway   Engineer 

J.  G.  STANDLEY,   Principal  Assistant   Engineer 

R.  H.  WILSON,  Office  Engineer 

T.  E.  STANTON,  Materials  and  Research  Engineer 

FRED  J.  GRUMM,  Engineer  of  Surveys  and  Plans 

C.   S.  POPE,  Construction   Engineer 

T.  H,  DENNIS,  Maintenance  Engineer 

F.  W.  PANHORST.  Bridge  Engineer 

V.   CAMPBELL,   Engineer  of  City   and   Cooperative   Projects 

R,  H.  STALNAKER,  Equipment  Engineer 

E.  R.  HIGGINS,  Comptroller 

DISTRICT  ENGINEERS 

J.  W.  VICKREY,  District  I,  Eureka 

F.  W.  IIASEI>WOOD,  District  II,  Redding 

CHARLES   H.   WHITMORE,   District  III,  Marysville 

JNO.  H.  SKEGGS,  District  IV,  San  Francisco 

L.  H,  GIBSON,  District  V,  San  Luis  Obispo 

R.  M.  GILLIS,  District  VI,  Fresno 

S.  V.  CORTELYOU.  District  VII,  Los  Angeles 

E.  Q.  SULLIVAN,  District  VIII,  San  Bernardino 

S.  W.  LOWDEN    (Acting),  District  IX,  Bishop 

R.  E.  PIERCE,  District  X,  Stockton 

E.  E.  WALLACE,  Disrict  XI,  San  Diego 

SAN    FRANCISCO-OAKLAND   BAY   BRIDGE 
O.  E.  ANDREW,  P-ridge  Engineer 


DIVISION  OF  WATER  RESOURCES 


EDWARD  HYATT,  State  Engineer,  Chief  of  Division 

GEORGE  T.  GUNSTON,  Administrative  Assistant 

HAROLD  CONKLING.  Deputy  in  Charge  Water  Rights 

A.  D.  EDMONSTON,  Deputy  in  Charge  Water 
Resources  Investigation 

R.  L.  .TONES,  Deputy  in  Charge  Flood  Control  and  Reclamation 

GEORGE  W.  HAWLEY,  Deputy  in  Charge  Dams 

SPENCER  BURROUGHS,  Attorney 

EVERETT  N.  BRYAN,  Hydraulic  Engineer  Water  Rights 

GORDON  ZANDER,  Adjudication,  Water  Distribution 


DIVISION  OF  ARCHITECTURE 


GEORGE  B.  McDOUGALL,  State  Architect,  Chief  of  Division 

P.  T.  POAGE,  Assistant  State  Architect 

W.  K.  DANIELS,  Assistant  State  Architect 

HEADQUARTERS 

H.  W.  DeHAVEN,  Supervising  Architectural  Draft.sman 

C.   H.   KROMER,   Principal   Structural   Engineer 
CARLETON  PIERSON,  SupeiTising  Specification  Writer 
J.  W.  DUTTON,  Principal  Engineer,  General  Construction 

W.  H.  ROCKINGHAM,  Principal  Mechanical  and  Electrical 

Engineer 

C.  E.  BERG,  Supervising  Estimator  of  Building  Construction 


DIVISION  OF  CONTRACTS  AND  RIGHTS  OF  WAY 


C.  C.  CARLETON,  Chief 

CLARENCE  W.  MORRIS,  Attorney,  San  Francisco 

FRANK  B.  DURKEE,  Attorney 

C.  R.  MONTGOMERY,  Attorney 

ROBERT  E.  REED,  Attorney 


DIVISION  OF  PORTS 


Port  of  Eureka— WILLIAM  CLARK,  SR.,  Surveyor 


Fil4!l6     12-37     15,700 


GEORGE  H-  MOORE,  St 


Return  postage  guaranteea. 

PM:    If  addressee  has  moved 

notify   sender   on 

Form  3547 

Division    of    Highways 

P.  O.   Box   1499 
Sacramento,  California 


Seattle   Public   Libi'ary, 
Seattle, 


SEC.  562  P.  L.  iV   li. 
U.  S.  POSTAGi: 

PAID 

Sacramento,  Cal. 
rormit  No.  152 


MAP 

SHOWING 

STATE  HIGHWAY  SYSTEM 


LOSANGELES  AND  VICINITY 


through  Moniecito      . 

Official  Journal  of  the  Department  of  Pu 
^JfinUflRV  •     1938 


CALIFORNIA  HIGHWAYS  AND  PUBLIC  WORKS 

Official  Journal  of  the  Division  of   Highways  of  the  Department  of   Public  Works,  State  of  California 

EARL  LEE  KELLY,  Director     C.  H.  PURCELL,  Slate  Highway  Ensineer     JOHN  W.  HOWE,  Editor     K.  C.  ADAMS,  Associate  Editor 

Published  for  information  of  the  members  of  the  department  and  the  citizens  of  California 

Editors  of  newspapers  and  others  are  privileged  to  use  matter  contained  herein.     Cuts  will  be  gladly  loaned  upon  request. 
Aildre;ss  communioations  to  Califoruia  Higli\yays  and  Public  Works,  P.  O.  Box   1490,   Saei-amento.   ('alifoinia. 

Vol  16  JANUARY,  1938  No.  1 


Table  of  Contents 


Page 

Projtosed  Cut  in  Federal  Aid  Would  Eliminate  .^8, 200,000  From  Current 

Biennial  Highway  Budget 1 

By  Earl  Lee  Kelly,  Director  of  Public  Works 

Modern  Separated  Highway  in  Monteeito,  Illustrated 2-3 

By  E.  /'.   Green,  District   Co^istruction  Engineer 

State  Buys  Nine  More  Snow  Plows  for  Winter  Work,  Illustrated 4 

Highway  Inventory 5 

By  J.   G.   Standley,   Principal  Assistaiit  Engineer 

Statelj'  Campanile  Erected  on  Highway  in  Honor  of  Old  Mission, 

Illustrated 6-8 

B}/  H.   Dana   Bowers,  Higlncay  Landscape  Engineer 

California   Highway   Commission  Protests  Cut  in  Federal  Aid 9 

Elimination  of  Newhall  Tunnel  Bottleneck  Soon  To  Be  Realized 10 

By  P.  A.  McDonald,  Assistant  Engineer 

Pictures  of  Newhall  Tunnel  Highway  Project 11 

Storm  Damage  to  Highways  and  Bridges  Totals  $2,340,875 12-13 

By   C.  F.   Woodln,  Assistant  Maintenance  Engineer 

Pictures  of  Storm  Damaged  State  Highways  and  Bridges 14-15 

Floods  Exact  $14,000,000  Damage  Toll  in  Sacramento  Valley,  Illustrated-16-17 

By  Edward  Hyatt,  State  Engineei' 

Tests  Show  Resistance  to  Sea  Water  of  California  Cements,  Illustrated- -18-20 

By  Thos.  E.   Stanton,  Jr.,  Materials  and  Research  Engineer 

Sketch  Map  of  Proposed  Newhall  State  Higliway  Project 21 

Highway  Maintenance  Stations  Landscaped 22 

By  E.  S.  Whitaker,  Assistant  Landscape  Engineer 

Map  Showing  Typical  Section  of  New  Monteeito  Highway 23 

Highway  Bids  and  Awards  for  December,  1937 24 

Storm  Damage  to  Highways  and  Bridges  (continued) 25 

Monthly  Report  of  the  Division  of  Water  Resources 26 

Bay  Bridge  Terminal  To  Be  Ultra  Modern,  Illustrated 27 

Assistant  Bridge  Engineer  Murray  Becomes  Colonel 28 


Proposed  Decrease  in  Federal  Aid 
Would  Eliminate  $8,200,000  From 
Current  Biennial  Highway  Budget 

By  EARL  LEE  KELLY,  Director  of  Public  Works 


CALIFORNIA,  in  common  with 
all  the  other  States  of  the 
Union,  is  greatlj'  concerned 
over  a  proposal  now  before  Congress 
to  curtail  Federal  aid  highway  appro- 
priations which,  if  approved,  means 
the  elimination  of  projects  totaling 
approximately  $8,200,000  from  our 
current  State  highway  budget  and  the 
loss  of  $4,000,000  per  year  thereafter. 
Section  12  of  the  Hayden-Cart- 
wright  Road  Act  of  June  18,  1934, 
provides  that  any  State  that  diverts 
gasoline  taxes  and  other  motor  vehicle 
revenue  from  highway  purposes  in 
greater  amount  than  provided  by  law 
on  the  date  of  passage  of  the  act  shall 
be  penalized  not  to  exceed  one-third 
of  the  Fedei-al  aid  funds  made  avail- 
able to  that  State  in  any  year. 

This  penalty  has  been  levied  in  sev- 
eral States  yet  Congress  is  asked  to 
reduce  Federal  allocations  for  high- 
way purposes  in  spite  of  the  fact  that 
gasoline  users  pay  a  one  cent  per  gal- 
lon tax  to  the  Government  in  addi- 
tion to  excise  taxes  imposed  on  motor 
vehicles,  tires,  inner-tubes,  oil,  etc., 
all  amounting  to  approximately 
$327,000,000  per  year. 

governor's  view 

Governor  Frank  F.  Merriam,  while 
an  exponent  of  balanced  budgets, 
State  and  National,  and  a  firm  be- 
liever in  governmental  economies,  is 
of  the  opinion  that  curtailment  of 
highway  construction  is  not  helpful 
economy  because  such  curtailment 
will  add  to  unemployment  and  de- 
prive the  public  of  needed  road  im- 
provements. The  Governor  sa.ys  con- 
cerning the  proposal  before  Congress  : 

"I  am  informed  that  in  1936  the 
Federal  Government  collected  $186,- 
542.000  through  its  own  ga.soline  tax 
of  1  cent  a  gallon,  and  $140,495,000 
in  other  excise  taxes  on  motorists. 
Collection  of  $186,000,000  in  gas  taxes 
and  the  curtailment  of  highway  ap- 
propriations   to    $125,000,001)    would 


EARL   LEE    KELLY 

seem  to  me  to  be  the  same  sort  of  gas 
tax  diversion  by  the  Federal  Govern- 
ment for  which  it  has  penalized  sev- 
eral States. 

"Approval  of  the  proposal  sub- 
mitted to  Congress  not  only  would 
throw  vast  numbers  of  persons  out  of 
employment  but  would  discourage 
general  contracting  and  manufacture 
of  heavy  materials  and  equipment." 

THE    RECOMMENDATIONS 

The  recommendations  before  Con- 
gress are  as  follows: 

(1)  Cancellation  of  a  $214,000,000 
apportionment  authorized  for  distri- 
bution among  the  States  for  the  fiscal 
year  ending  June  30,  1939. 

(2)  Distribution  of  $200,000,000 
of  unappropriated  1938  fiscal  year 
funds  over  the  next  two  fiscal  years. 

(3)  Limitation    of    annual    appro- 


priations to  $125,000,000  for  1940  and 
thereafter  for  the  next  few  succeed- 
ing years  compared  to  $238,000,000 
allocated  under  the  Act  of  June  16, 
1936  for  1938  and  1939. 

EFFECT   ON   CALIFORNIA 

The  effects  on  California's  high- 
way construction  this  proposed  legis- 
lation would  have  are  outlined  as 
follows : 

(1)  Cancellation  of  the  fiscal  year 
1939  apportionments  for  regular 
Federal  Aid,  feeder  roads,  and  grade 
crossings  would  mean  the  elimination 
of  projects  totaling  approximately 
$8,200,000  from  the  current  biennial 
budget. 

This  total  is  derived  in  the  follow- 
ing manner: 

In  the  State  highway  fund  budget 
for  the  current  biennium,  July  1, 
1937,  to  June  30,  1939,  there  was  in- 
eluded  anticipated  regular  Federal 
Aid  revenue  in  an  amount  of  $9,500,- 
000  which  was  all  allocated  to 
projects.  Tlie  1938  apportionment  in 
an  amount  of  $4,858,220  has  already 
been  received  leaving  a  balance  of 
$4,641,780  anticipated  1939  regular 
Federal  Aid. 

The  feeder  road  apportionment  for 
the  next  fiscal  year  should  be  approxi- 
mately the  same  as  for  the  present 
year  in  an  amount  of  $971,644  as 
should  the  grade  crossing  set-up  for 
$1,874,656.  Summarized,  the  loss  of 
funds  for  1939  through  the  proposed 
cancellation  of  Federal  Aid  is  as 
follows : 
Anticipated  1939  Federal 

Aid $4,641,780 

Anticipated    1939    Feeder 

Funds 971,644 

Contribution  by  Coimties 

to  match  Feeder  Funds  703,604 
Anticipated    1939    Grade 

Crossings 1,874,656 

$8,191,684 

(Continued  on  page   9) 


View  of  intersection  of  Eucalyptus  Lane  and  San  Ysidro  Lane  in   Montecito  showing  break  in  curb  at  intersection. 

MODERN  SEPARATED  HIGHWAY  IN  MONTECITO 

By  E.  R.  GREEN,  District  Construction  Engineer 


UPON  the  acceptance,  on  Octo- 
ber 28,  1937,  of  the  Miramar 
Avenue-Olive  Mill  Road  proj- 
ect, which  was  through  the  Montecito 
area,  adjacent  to  the  city  of  Santa 
Barbara,  an  important,  though  short, 
link  of  reconstruction  in  the  Coast 
Highway  (U.  S.  101)  was  completed. 

Before  reconstruction  at  this  loca- 
tion there  was  an  average  traffic  flow 
of  12.000  vehicles  daily  over  a  three- 
lane  highway  on  which  the  sight  dis- 
tance was  very  limited  by  reason  of 
horizontal  and  vertical  curvature. 
There  existed  only  a  60-foot  width  of 
right  of  way  through  a  highly  devel- 
oped and  exclusive  residential  dis- 
trict, that  has  long  been  noted  for  its 
beauty  and  abundant  growth  of  trees 
and  .shrubbery. 

These  surroundings,  while  pleasant 
to  drive  through  and  beautiful  to 
view,  in  no  way  helped  the  sight  dis- 
tance, as  both  shrubbery  and  trees 
encroached  well  within  the  highway 
right  of  way.  Added  to  the  above 
mentioned  adverse  conditions  for 
tlirough  travel  was  a  considerable 
amount  of  local  travel  entering  the 
traveled  way  from  side  roads,  which 
by  reason  of  poor  visibility,  mate- 
rially increased  the  hazard  to  both 
local  and  through  traffic. 

Northerly  from  this  project  for  a 
distance  of  f  mile,  extending  through 


iTwo] 


a  zoned  business  district,  a  four-lane 
pavement  had  been  constructed  in 
1934  by  the  Division  of  Highways,  to 
the  south  city  limits  of  Santa  Bar- 
bara. A  continuation  of  this  improve- 
ment, on  the  project  in  question,  pre- 
sented the  problem  of  adequate  provi- 
sion for  through  traffic,  the  preserva- 
tion of  all  trees,  shrubbery,  and  land- 
scaping possible,  and  at  the  same  time 
provide  a  safe  access  to  the  highway 
for  local  traffic. 

Surveys  were  made  which  included 
the  exact  location,  size,  and  character 
of  all  trees  and  shrubberj',  together 
with  local  improvements.  This  in- 
formation was  utilized  to  the  fullest 
extent  in  planning  for  their  preser- 
vation on  the  reconstruction  of  the 
highway. 

COOPERATIVE  PROJECT 

Working  in  conjunction  with  the 
District,  Survey  and  Plans  Depart- 
ment, and  the  Santa  Barbara  Plan- 
ning Commission,  L.  Deming  Tilton 
of  the  State  Planning  Commission 
presented  a  f)lan  which  he  had  long 
cherished,  whereby  an  180-foot  width 
of  right  of  way  would  be  acquired 
(100  "feet  by  the  State  and  the  addi- 
tional 40  feet  on  each  side  by  a  coop- 
erative arrangement  between  the 
State  and  county.) 

A  four-lane  pavement  with  a  cen- 


tral dividing  strip  was  designed  for 
the  accommodation  of  through  traffic, 
while  local  traffic  would  be  served  by 
parallel  two-lane  roads  on  each  side. 
These  side  roads  would  have  access 
to  the  central  or  four-lane  through 
road  only  at  fixed  intervals. 

The  plan  provided  for  a  distinct 
separation  between  the  side  roads  and 
the  main  thoroughfare  by  parkway 
areas  of  variable  widths.  Alignment 
and  grades  on  the  service  roads  were 
not  planned  to  conform  with  the  cen- 
tral four-lane  pavement  in  that  they 
were  designed  to  blend  more  closely 
with  the  natural  topography  of  the 
area  and  at  the  same  time  preserve  to 
the  greatest  extent  possible  the  exist- 
ing trees  and  shrubbery. 

TILTON    PLAN    ADOPTED 

After  due  consideration  by  all  par- 
ties concerned,  Mr.  Tilton 's  plan  was 
adopted.  By  agreement  with  Santa 
Barbara  County,  the  construction 
costs  of  the  side  or  service  roads  was 
borne  by  the  county  and  were  con- 
structed by  county  forces  working 
under  the  direction  of  the  Santa 
Barbara  Planning  Commission  and 
Assistant  County  Engineer  E.  B. 
Brown. 

The  roadway  design  for  the  side 
roads  consisted  of  an  18-foot  width 
of  natural  asphalt  surfacing — a  local 


(January  i9}8)  California  Hightvays  and  Public  Works 


This   picture   shows  westerly   end   of   Montecito   project  at   Olive    Mill    Road.      Local   service   roads   shown   on    left  and   right. 


product  from  the  Carpinteria  pit — 
4  inches  thick,  laid  in  two  courses 
over  a  waterbound  rock  base.  Three 
foot  oil  mixed  shoulders  were  placed 
on  each  side. 

The  central  foiir-laue  pavement 
constructed  bj-  the  State  was  of  7 
inch  asphaltie  concrete  laid  on  an  im- 
ported borrow  base  6  inches  thick,  in 
two  20-foot  lanes,  with  9-inch  outside 
edges,  except  on  portions  of  second 
story  work  where  the  minimum  thick- 
ness of  surfacing  was  3  inches. 

NEUTRAL  ZONE  FOR  TRAFFIC 

These  opposing  20-foot  trafSc  lanes 
were  separated  by  a   concrete  curb- 


lined  dividing  strip,  generally  4  feet 
in  width,  except  at  a  provided  inter- 
section with  the  side  roads  at  San 
Ysidro  Lane  where  the  dividing  strip 
was  gradually  increased  over  a  dis- 
tance of  500  feet  to  a  width  of  25  feet 
just  before  reaching  the  intersection. 
A  gap  in  the  parting  strip,  symmet- 
rically roundecl,  was,  of  course,  neces- 
sary at  this  intersection  to  allow 
access  from  the  side  roads. 

The  additional  width  of  the  parting 
strip,  on  the  four-lane  or  central  road- 
way at  the  San  Ysidro  Lane  inter- 
section, was  designed  to  provide  a 
neutral  zone  in  which  ears  could  come 
to  a  stop  after  crossing  one  lane  of 


traffic  and  before  entering,  or  cross- 
ing, the  opposing  line  of  trafSc. 

The  curbs  bordering  the  parting 
strip  were  constructed  to  a  height  of 
4  inches  above  the  pavement  grade 
and  were  finished  with  white  Port- 
land cement  mortar,  which  makes  an 
effective  contrast  with  the  dark  pave- 
ment, thus  greatly  increasing  their 
visibility,  particularly  for  night  driv- 
ing. The  intervening  space  between 
curbs  was  filled  with  selected  top  soil 
and  it  is  planned  to  plant  low  type 
shrubbery  or  ice  plant  on  this  area. 

Oil  mixed,  selected  material,  shoul- 
ders 8  feet  by  4  inches  were  con- 
structed  on  the  outside  of  each   20- 

( Continued   on   page    23) 


Rolled  curb  on  parting  strip  is  revealed  by  this  photograph.     Public   utility   poles  are  concealed    by  trees. 


California  Highways  and  Public  Works  (January  i9}s) 


[Three] 


This  is  type  of  auger  blower  rotary  snow  plov 


nine  of  which   Division    of    Highways    has   added    to    its    snow    removal    equipment   for 
work   in   mountains  this  winter. 


State  Buys  Nine 
More  Snow  Plows 
For  Winter  Work 

THE  Division  of  Highways  will 
shortly  place  some  nine  addi- 
tional auger  blower  type  rotary 
snow  plows  at  various  locations  where 
last  year's  storms  indicated  their 
necessity. 

With  these  additions,  the  State  will 
be  equipped  with  twenty-five  modern 
rotary  plow  units,  which  are  used  in 
conjunction  with  the  push  type  plow 
in  removing  the  windrowed  snow 
from  the  highway.  It  is  hoped  that 
these  additional  units  will  insure  a 
more  continuous  use  of  our  snow 
routes  and  permit  the  programming 
of  snow  sports  with  more  or  less  cer- 
tainty, except  in  the  case  of  very  un- 
usual and  heavy  snowstorms. 

Assignment  of  plows  this  year  and 
last  year  is  shown  as  follows ; 

19.37     liias 
State  Route  3— Pacific  High- 
way. U.  S.  99 

Mt.    Sha.sta    Cit.v 1         2 

State   Route  28 — Redding- 
Alturas,  U.   S.  299 

Barney  Mountain 1  1 

State   Route  29— Red   Blnif- 
Susanville,  State  Sign  Route  'MS 

Minei-al 1  1 

Lost  Creeli 1         1 

AVe.stwood 1         1 

Sl:ite   Route  37— Auburn- 
Ti-uckee,  IT.  S.  40 

Emigrant  Gap 1         2 

Donner  Summit 3         3 


[Four] 


Widening  operations  to  clear  highway  of  deep  snow  banks. 


];i37 
State  Route  15 — Nevada  City- 
Emigrant  (iap.   State  Sign 
Route  20 

Nevada   City   1 

State   Route   1.3 — Sonora   Pas.'< 
road,  State  Sign  Route  108 

Sonora    1 

State  Route  125 — Wawona  Road 
to  Yosemite,  State  Sign  Route  41 

I'ineliurst 1 

State   Ro\ite  76  -Huntington 
Lake    Road,    SUite    Sign 
Route  168 

Shaver   Lake 

State  Route  2.3— Rishoii-Kridge- 
liort.   U.  S.  395 

Crestview   Summit 1 

•  Rotary   widener. 


lH;i7      litSS 

Conway  Summit 1         1 

McGeo  Creek 1 

State   Route  43 — Lake  Arrow- 
head Route,  State  Sign 
Route    18 

Burnt    Mill    1 

Lakeview    1         2 

Fawnskin 1         2 

State  Route  31 — Cajon  Pass, 
U.  S.  395,  V.  S.  66 

Cajon   Pass   1         1 

State  Route  190— Cami)  An- 
gelus   Road 

('amp   Angelus 1 

State   Route   61— Angelus 
Crest  Road 

La  Canada 1 

Totals 17       26 

(foiitinuetl  on  page  27) 


(January  193S)  California  Highways  and  Public  Works 


HIGHWAY  INVENTORY 

By  J.  G.  STANDLEY,  Principal  Assistant  Ensineer 


FEW  people  realize  that  in 
America  today  no  State  has  an 
adequate  road  system.  Yet  our 
roads  are  the  basis  of  transportation 
— the  major  factor  in  modern  life. 
An  adequate  road  system  may  be  said 
to  be  one  which  in  mileage,  character, 
and  upkeep  is  equal  to  or  jTreater 
than  the  economic  demands  of  traffic. 
Economic  demands  of  traffic  may 
be  defined  in  tliis  case  as  a  road  or 
road  improvement  that  costs  the 
motorists,  community,  or  State  more 
not  to  have  than  to  buy  and  pay  for. 
No  State  has  reached  this  goal  and 
California  does  not  at  this  time  lead 
the  various  States  in  approaching 
such  a  goal. 

HIGHWAY    TRAVEL    CHEAP    HERE 

Today  California  ranks  first  in  the 
number  of  automobiles  and  trucks 
registered.  However,  while  Cali- 
fornia ranks  first  in  registration,  it 
ranks  fourth  in  gross  receijits  from 
motor  vehicle  fees  and  gasoline  taxes 
and  forty-second  in  total  receipts  per 
motor  vehicle.  In  other  words,  there 
are  only  six  states  where  the  average 
motorist  pays  less  for  using  the  high- 
veay  than  in  California. 

While  the  registration  in  California 
increased  8.2%  in  1937  over  1936, 
highway  facilities  in  this  State  have 
not  kept  pace  with  this  increase. 

Let  us  stop  and  analyze  the  status 
of  our  present  California  Highway 
System.  This  system  comprises 
14,000  miles  and  today  carries  ap- 
proximately 75  per  cent  of  the  rural 
traffic  in  the  State. 

Of  the  14,000  miles: 

26%,  or  3,640  miles,  are  as  yet  un- 
improved ; 

41 '^r,  or  5,656  miles,  are  provided 
with  an  intermediate  type  surfac- 
ing; 

33%,  or  4,578  miles,  are  high  type 
pavement. 

Of  this  mileage  thus  improved, 
approximately  7,500  miles  are  now 
of  inadequate  width  and  design  to 
eflBciently  carry  the  traffic. 

On  the  system  there  are  approxi- 
mately   30    main    artery    highway 


J.  G.   STANDLEY 

intersections  crossing  at  grade  where 
separations  are  justified. 

There  remain  approximately  250 
railroad  grade  crossings  justifying 
separations. 

There  are  3,300  bridges  on  the 
State  system,  of  which  only  1,750 
have  been  constructed  by  the  State, 
the  remainder  being  existing  bridges 
on  roads  taken  into  the  State  High- 
way System. 

Of  these  3,300  bridges,  only  ap- 
proximately 1,000  are  fully  adequate. 

Of  the  remaining  2,300,  approxi- 
mately 1,000  are  weak;  1,100  are  too 
narrow,  and  320  have  inadequate  or 
dangerous  approaches. 

NEW  BRIDGES  NEEDED 

While,  because  of  the  obvious  im- 
IKtssibility  of  doing  all  the  work  at 
once,  accurate  estimates  are  not 
available  of  the  total  cost  of  giving 
California  an  adequate  road  system, 
nevertheless  we  do  know  that  of  the 
2,300  inadequate  bridges  mentioned 
above,  there  is  a  crving  need  at  the 


present  time  for  the  removal  of  at 
least  250  of  the  old  county  bridges 
that  at  this  time  are  an  absolute 
hazard,  representing  an  approximate 
expenditure  of  $7,000,000. 

Of  the  7,500  miles  of  road  of  inade- 
quate width,  there  is  absolute  conges- 
tion at  peak  hours  on  about  1,000 
miles  where  at  least  four  lane  divided 
roadway  should  be  provided,  repre- 
senting an  approximate  cost  of 
$75,000,000. 

Of  the  30  important  road  intersec- 
tions where  separation  is  justified,  the 
justification  lies  largely  in  the  re- 
moval of  the  hazard  and  saving  of 
lives,  which  can  not  be  measure!  in 
dollars  and  cents.  Such  obligations 
would  cost  in  the  neighborhood  of 
$200,000  each  and  in  many  eases 
where  right  of  way  difficulties  are 
encountered  and  where  clover  leaf  or 
similar  designs  are  desirable,  the  cost 
would  be  several  times  this  amount. 

Approximately  the  same  thing  ap- 
plies to  the  railroad  grade  separa- 
tions. These  are  bare  necessities  and 
it  does  not  take  a  mathematician  to 
see  where  we  stand  at  the  present 
time. 

NEED   FOR    SAFETY 

Consistently  increasing  traffic  and 
continuously  improved  mechanical 
efficiency  have  accelerated  demands 
for  safety  and  comfort  while  revenue 
has  followed  a  uniform  velocity  of  re- 
turn. Where  construction  lag.s  be- 
hind traffic  needs,  congestion  results 
with  its  attendant  hazards.  While 
accidents  directly  chargeable  to  high- 
way defects  are  proportionatelv  few, 
they  are  sufficient  in  number  to 
emphasize  the  necessity  of  overlook- 
ing no  opportunity  to  prevent  them 
in  so  far  as  reasonably  possible;  all 
of  which  again  emphasizes  the  need 
of  widening  our  roads  and  strength- 
euinff  our  bridges  with  the  greatest 
possible  speed  until  an  adequate 
;-vstem  can  be  more  nearly  approached 
or  realized. 

To  handle  this  problem  and  keep 
pace  with  traffic.  California  has  the 
returns  from  a   H  cent  gasoline  tax 

(Ccintinuod  on  page  27) 


California  Highways  and  Public  Works  (January  193s) 


[Five] 


Stately  Campanile  Erected  On 
Highway  In  Honor  of  Old  Mission 

By  H.  DANA  BOWERS,  Hishway  Landscape  Engineer 


AN  UNUSUAL  Federal  Aid  road- 
side development  project  has 
'-recently  been  completed  in  San 
Benito  County  at  the  intersection  of 
the  Prunedale  Cut-off,  State  High- 
way Route  2,  U.  S.  101,  and  the 
' '  Rocks ' '  Road,  State  Highway  Route 
22.  leading  to  San  Juan  Bautista. 

San  Juan  Bautista  lies  16  miles 
north  of  Salinas  on  what  was  form- 
erly the  old  Coast  Highway,  El 
Camino  Real.  The  eliniination  of 
the  San  Juan  Grade  by  the  relocation 
and  construction  of  the  Prunedale 
Cut-off,  leaves  the  town  approximately 
three  miles  east  of  the  main  traveled 
route  and  it  is  now  readied  by  a  con- 
necting road  called  the  "Rocks" 
Road.  The  name  "Rocks"  is  de- 
rived from  the  Bandit  Rocks  a  mile 
to  the  south,  scene  of  old-time  des- 
perado activities. 

OLD   MISSION  TOWN 

The  town  of  San  Juan  Bautista, 
which  developed  from  a  small  pueblo 
of  some  fifty  inhabitants  in  1839,  de- 
rived its  name  from  the  IMission  San 
Juan  Bautista,  founded  in  this  local- 
ity in  1797  by  the  superior  of  the 
missions.  Friar  Presidente  Fermin 
Francisco   de   Lasuen. 

Because  of  the  historical  and  ro- 
mantic background  that  surrounds 
this  beautiful  old  mission,  and  in  ac- 
cordance with  its  policy  of  perpetuat- 
ing and  indicating  the  "locations  of  all 
points  of  historical  interest,  the  Divi- 
sion of  Highways  and  the  U.  S. 
Bureau  of  Public  Roads  approved  an 
appropriate  roadside  treatment  of  the 
intersection  of  the  main  traveled  high- 
way and  the  "Rocks"  Road  as  an  at- 
tractive indication  to  the  traveler 
that  one  of  California's  historic  old 
missions  lay  only  a  short  distance 
away. 

Tile  cross  and  the  eampanerio  or 
campanile,  with  its  mission  bells  and 
adobe  construction  were  selected  as 
the  motif  of  the  development. 

Additional  right  of  way,  forming  a 
triangular  area  of  the  intersection, 
was  acquired  and  this  area  was  en- 


Cross  and  campanile  with  its  mission 
bells  form  motif  for  Prunedale  Cut-off 
Intersection  improvement. 

closed  with  adobe  walls.  The  west 
wall  along  the  main  highway  is  seven 
feet  in  height,  the  northeasterly 
curved  wall  is  six  feet  and  the  south- 
easterly curved  wall  is  seven  feet  in 
height.  The  additional  height  of  the 
southeasterly  wall  was  used  to  screen 
a  cut  slope.     All  walls  are  two  feet 


in  thickness  with  the  low  curb  walls 
being  twenty  inches  in  height  and 
placed  to  form  an  enclosure  and  a 
protection  for  the  planted  ai-eas. 

The  campanile  is  located  in  the 
northeasterly  area  and  the  cross 
directl.v  opposite,  in  the  southeasterly 
area.  Boxed  olive  trees  were  placed 
to  produce  a  framing  effect  for  both 
objects.  The  campanile  was  pur- 
]iosel.v  placed  on  the  northeasterly 
.side  by  reason  of  the  silhouette  effect 
obtained  against  a  background  of  ' 
rolling  oak-dotted  hills,  and  this  effect 
is  accentuated  when  approaching  the 
intersection  from  the  south  over  a 
vertical  curve. 

Many  plants,  introduced  by  the 
padres  and  commonly  seen  in  the 
]iatios  of  the  old  missions,  were  used 
in  the  landscaping.  Pepper  trees 
were  planted  behind  the  wall  on  the 
west  side  for  windbreak  purposes  and 
to  give  the  effect  of  depth  and  back- 
ground. 

VTATER   WELL   DUG 

Water,  for  the  maintenance  of  the 
plants,  is  secured  from  a  well  dug 
several  hundred  feet  to  the  south  and 
the  installation  of  a  gasoline  pump 
and  water  lines. 

Unlike  ordinary  adobe  bricks,  used 
in  the  construction  of  the  mission,  the 
bricks  used  on  this  project  were 
stabilized  with  asphaltic  emulsion. 
Considerable  difficulty  was  encoun- 
tered, at  first,  in  preparing  a  satisfac- 
tory proportion  of  soil,  sand,  straw 
and  asphaltic  emulsion  that  would 
sun-dr.y  without  cracking.  It  was 
found  that  the  adobe  material  stock- 
piled and  designated  for  use  in  the 
manufacture  of  the  adobe  brick  was 
unsatisfactory  for  this  purpose.  It 
was  impossible  to  use  this  material  on 
a  satisfactory  and  economic  basis  for 
the  production  of  the  larger  volume 
needed  for  the  project. 

As  a  result  of  experiments,  the 
adobe  material  was  rejected  and  top 
soil  consisting  of  a  sandy  loam,  com- 
bined with  aproximately  50  per  cent 
sand  from  the  San  Benito  River  was 


I  Six! 


(January  19}  8)  California  Highways  and  Public  Works 


Campanile   and   roadside  beautification   at   intersection   of   U.   S.   101    and    State    Route   22    leading    to    Mission    San    Juan    Bautista. 


used  ill  the  manufacture  of  tlie  briek. 
This  blend  of  material,  when  mixed 
with  asphaltic  emulsion  as  a  stabiliz- 
ing agent  and  finely  chopped  straw, 
produced  a  satisfactor.y  brick. 

ADOBE  MANUFACTURE 

A  pugmill  designed  specifically  for 
the  manufacture  of  adobe  brick,  to- 
gether with  trucks,  molds  and  other 
necessary  equipment  were  rented. 
This  machine  was  of  home  made  con- 
struction, and  consisted  of  a  lialf- 
round  trough  ap]iroximately  six  feet 
in  length.  In  this  trough  a  longi- 
tudinal shaft  was  placed  on  which 
were  mounted  a  number  of  nine-inch 
blades  set  at  fifteen  degrees  from 
right  angle.  The  shaft  rotated  at  a 
speed  of  approximately  thirty-five 
revolutions  per  minute.  Power  was 
supplied  by  an  automobile  engine. 

Soil,  sand,  finely  chopped  straw  and 
asphaltic  emulsion  were  fed  into  one 
end  of  the  mill  and  mixed  as  the  ma- 
terials were  worked  toward  the  dis- 
charge end  of  the  mill  by  the  angu- 
lar pitch  of  the  blades.  The  mixture, 
having  i-eached  a  plastic  consistency, 
was  forced  from  the  discharge  end  of 
the  mill  by  a  set  of  flat  spiral  blades 
through  a  manually  ojierated  dis- 
charge valve  into  the  a.ssembled  brick 
mold  lying  on  a  roller  conveyor  track 
immediately  below  the  trough. 

BRICK    MOLDS 

These  brick  molds  consisted  of  two 
parts,  a  detachable  bottom  or  pallet 
of  lattice-like  construction  formed  bv 


nailing  wood  strips  transversely 
across  two  supporting  wooden  mem- 
bers and  a  main  body  or  rectangular 
wooden  form  constructed  to  the  side 
and  end  dimensions  of  the  brick  al- 
lowing for  a  small  shrinkage.  This 
form  slipped  over  and  rested  on  the 
detachable  bottom  or  pallet. 

In  the  molding  process  the  two 
parts  of  the  form  were  assembled, 
placed  on  the  conveyor  track  and 
filled  with  the  required  amount  of  the 
plastic  mortar  which  was  hand 
tamped,  care  being  taken  to  assure 
that  the  corners  were  filled  and  all 
voids  eliminated.  The  mortar  was 
then  struck  off  flush  with  the  top  of 
the  form  and  the  brick  still  encased 
in  the  molds  moved  down  the  track  to 
await  conveyance  in  groups  of  four 
to  the  drying  field  by  a  cart  mounted 
on  small  rubber  tires. 

The  cart  was  automatically  tipped 
at  the  point  of  discharge  by  lowering 
the  front  end  and  backing.  This 
action  relieved  a  trigger  which  per- 
mitted the  form  encased  bricks  to 
slide  to  the  ground  in  a  continuous 
row.  Side  forms  were  immediately 
stripped  and  returned  to  the  pugmill 
on  the  conveyor  where  they  were 
assembled  with  new  pallets. 

MAKE  33,757   BRICKS 

When  the  molded  bricks  were  suf- 
ficiently dried  to  permit  sti'ipping  the 
pallets,  they  were  set  on  edge  and 
allowed  to  continue  drying  for  a 
minimum  of  twenty-one  days  before 


California  Highways  and  Public  Works  (January  19} s) 


being  removed  to  the  stockpile  at  the 
site  of  construction. 

Briek  used  on  sloping  buttresses 
and  on  short  radius  curves  were  made 
in  forms  designed  to  meet  the  special 
conditions.  Otherwise,  all  bricks  were 
molded  4  inches  by  12  inches  by  18 
inches  in  size.  A  total  of  33,757 
bricks  were  manufactured  using  7159 
gallons  of  stabilizing  asphaltic  emul- 
sion Grade  "D"  base,  and  175  bales 
of  grain  straw  approximating  75 
pounds  per  bale.  Asphaltic  emulsion 
content  was  held  at  appi'oximately 
3-J%  by  determining  water  emulsion 
ratio  and  checking  this  against  yield. 
Bricks  consisted  of  the  following  pro- 
portions : 

Soil  by  volume 50% 

Sand  by  volume 50% 

Asphaltic  emulsion  by  weight 1.75  pounds 

Straw  by  weight .40  pounds 

Volume  of  brick  in  cubic  feet .50  pounds 

Weight  of  finished  brick  (dry) .50  pounds 

Class  "C"  Portland  cement  con- 
crete for  the  wall  footings  and  struc- 
tures, was  purchased  ready-mixed  de- 
livered to  the  site  of  the  work. 

On  completion  of  the  bricklaying, 
the  walls  were  wire  broomed  to  pro- 
duce an  aged  or  weathered  effect 
which,  with  stabilized  brick,  presents 
a  rather  difficult  problem,  due  to  their 
hardness.  Much  of  the  expense  of 
this  aging  can  be  reduced  if  the 
bricks  are  molded  imperfectly.  By 
the  use  of  a  soft  mix  this  can  be  easily 
accomplished. 

(Continued  on  next  page) 

[Seven J 


I't" 


mSk^-^ 


Imposing   cross,  surrounded   by   adobe  walls,   guides  motorists  to   San    Juan    Bautlsta    and    its  famous    mission. 


The  walls  were  whitewashed,  using 
the  Government  Lighthouse  formula 
except  that  a  stain  produced  by  soak- 
ing redwood  sawdust  in  water  was 
added  to  the  whitewash  to  reduce  the 
glare  and  to  obtain  a  dull  weathered 
finish. 

Exclusive  of  the  campanile  and 
cross  construction,  there  were  15,744 
cubic  feet  of  adobe  walls  laid  at  a 
cost  of  51  cents  per  cubic  foot.  This 
cost  does  not  include  the  curbs  and 
footing-s,  but  does  include  the  cost  of 
materials  and  installation  of  the  wood- 
woi'k,  tile  and  whitewashing. 

The  cross  is  constructed  of  12  inches 
by  12  inches  Oregon  pine  timbers.  It 
is  .set  in  concrete  and  additionally 
braced  at  the  base  with  adobe  brick. 
The  entire  height  of  the  cross  is 
fifteen  feet.  All  woodwork  was  adzed, 
burned,  wire  brushed  and  ti-eated  w-ith 
hot  linseed  oil. 

The  campanile  was  designed  after 
the  one  at  the  Pala  Mission  in  San 
Diego  County  and  is  twenty-two  feet 
in  height.  It  was  laid  on  a  reinforced 
concrete  base  with  a  reinforced  con- 
crete core  extending  up  through  the 
sides  and  across  the  top.  The  padre 
tile  u.sed  in  the  campanile  construc- 
tion was  rounded  and  worn  off  un- 
evenly to  soften  the  lines  and  give  an 
api)earance  of  age. 

The  bells,  hung  in  the  camjianile, 
are  true  mission  type.  They  are  con- 
structed of  laminated  redwood, 
painted  to  resemble  bronze. 

In  addition  to  the  treatment  at  the 


intersection  proper,  the  three-mile 
"Rocks"  Road  entering  San  Juan 
Bautista  was  landscaped  with  WPA 
funds.  Trees  and  shi'ubs  were 
planted  in  groups  and  masses  to  frame 
vistas  to  the  foothills  and  to  cover  the 
cut  and  fill  slopes. 

Exceptionally  fine  results  have 
been  obtained  on  this  pro.iect  in  the 
sterile  soil  conditions  of  the  cut  slopes 
by  the  use  of  a  very  hardy  native 
shrub,  Coyote  Bush  (Baccharis  pilii- 
laris).  This  variety  has  proven  to  be 
one  of  the  best  native  plants  particu- 
larly where  adverse  soil  and  climatic 
conditions  are  encountered.  Its  de- 
velopment is  extremely  rapid,  which 
is  highly  desirable  in  roadside  plant- 
ing. Roads  may  be  constructed  and 
completed  in  days  but  plants  demand 
j-ears  before  the  results  of  expended 
labor  are  discernible.  A  rapidly  de- 
veloping and  hardy  plant  is,  there- 
fore, a  welcome  addition  to  material 
used  in  roadside  treatment. 

Although  this  project  is  probably 
more  pretentious  and  elaborate  than 
the  usual  treatment  rendered  to  road- 
sides generally,  it  presented  a  prob- 
lem that  was  singular  in  its  demands, 
and  to  achieve  propriety  it  was  essen- 
tial that  such  treatment  be  on  a  large 
scale. 


A  child  was  having  a  geography  lesson 
and  came  to  the  word  "earth."  He  couldn't 
pronounce  it :  so  the  teacher  said :  "Gene, 
what  do  you  live  on?" 

Gene  looked  embarrassed  for  a  moment, 
then  said,  "Beans." 


Mrs.  Austin  B.  Fletcher 
Views  Public  Works 
Memorial  to  Husband 

During  the  Christmas  holida.ys, 
Mrs.  Austin  B.  Fletcher,  of  Massa- 
chusetts, widow  of  California's  first 
State  Highway  Engineer,  visited  with 
her  daughter,  Mrs.  Lawrence  Chap- 
man of  Stockton. 

Mrs.  Fletcher  called  at  the  Depart- 
ment of  Public  Works  building  in 
Sacramento  to  extend  the  season's 
greetings  to  former  associates  of  her 
late  husband,  particularly  to  Miss 
Myrtle  V.  Murray,  who  was  Mr. 
Fletcher's  private  secretary  when  he 
was  Director  of  the  Department  of 
Public  Works.  i\Iiss  Murray  is  now 
Administrative  Assistant  to  Public 
Works  Director  Earl  Lee  Kelly. 

Mrs.  Fletcher  viewed  for  the  first 
time  the  bronze  placque  which  graces 
the  board  room  of  the  California 
Highway  Commission  in  the  Public 
Works  building  and  which  bears  this 
inscription : 

"IN    COMMEMORATION    OF 

AUSTIN     B.     FLETCHER 

FIRST    STATE    HIGHWAY    ENGINEER 

FIRST  DIRECTOR  OF  PUBLIC  WORKS 

STATE    OF    CALIFORNIA 

1911    to   1923." 


[Eight] 


(January  193 S) 


California  Highways  and  Public  Works 


Cut  in  Federal  Aid  Would  Halt  Highway  Work 


(Continued  from  page  1) 

I  '2 )  The  second  point  of  the  recom- 
mendation which  proposed  spreading- 
$200,000,000  of  unobligated  1939 
fnnds  over  the  next  two  years  would 
have  no  particularly  serious  eifect  on 
our  1938  program,  as  we  now  have 
agreements  with  the  Government  cov- 
ering approximately  90  per  cent  of 
this  fiscal  .year's  allocation. 

The  only  States  that  could  operate 
a  Federal  Aid  program  for  the  next 
fiscal  year  would  be  those  that  have 
not  obligated  their  funds  for  the  cur- 
rent fiscal  year. 

We  would  apparently  lose  none  of 
our  1938  funds  but  would  be  penal- 
ized for  next  year  because  we  had 
placed  our  program  under  way  as 
rapidly  as  possible. 

BIG    REDUCTION    IN    ROAD    WORK 

(3)  The  recommendation  to  limit 
annual  appropriations  to  $12:'5,0O0,000 
annually  beginning  in  1940  would  ajv 
parently  reduce  Federal  Aid  to  Cali- 
fornia about  one-half.  This  would 
mean  a  reduction  in  our  highway  con- 
struction program  of  about  .$8,000,000 
per  biennium  or  $4,000,000  per  year 
beginning  July  1,  1939. 

If  the  annual  appropriations  begin- 
ning with  the  fiscal  year  1940  appor- 
tionment are  reduced  to  $125,000,000 
compared  to  $238,000,000  at  present, 
it  is  not  brought  out  in  the  recom- 
mendations the  manner  in  which  the 
$12.'-),000,000  will  be  distributed. 

The  recommendations  before  Con- 
gress propose  revisions  of  the  author- 
ization and  amendment  act  of  June 
16,  1936,  which  allocated  $238,- 
000,000  to  the  States  for  highway 
work  for  each  of  the  fiscal  years  end- 
ing June  30,  1938,  and  June  30,  1939. 

The  authorizations  under  this  act 
were  as  follows : 

(a)  Regular   Federal   Aid__$125,000,000 

(b)  Secondary     or     Feeder 

Roads     25,000,000 

(c)  Grade    Crossings 50,000,000 

(d)  Forest     Highways 14,000,000 

(e)  Public       Land       High- 

ways            2,500,000 

(f)  National     Parks 7,500,000 

(g)  Approaches       to       Na- 

tional    Parks 10,000,000 

(h)    Indian     Reservations.-       4,000,000 


Total     $238,000,000 

The  administration  of  the  alloca- 
tions totaling  $216,500,000  listed 
under  the  first  five  items  in  the  pre- 


Californla  Protests 

WHEREAS,  The  California  High- 
way Commission  has  been  informed 
of  the  proposal  made  in  Washington 
to  reduce  Federal  aid  to  the  States 
for  the   Nation's   highways;   and 

WHEREAS,  More  particularly, 
the  Commission  is  greatly  alarmed 
at  the  serious  plight  in  which  such 
a  course  would  place  California's 
highway  program  budgeted,  as  it  is, 
on  a  biennial  basis  and  inextricably 
interwoven  with  already  promised 
Federal  funds;  and 

WHEREAS,  Such  a  course  would 
compel  cancellation  of  about  one- 
half  of  the  projects  already  author- 
ized by  the  Commission  and  the  in- 
definite postponement  of  many  proj- 
ects amounting  to  millions  of  dol- 
lars, vital  to  the  continued  growth 
and  prosperity  of  all  sections  of  this 
State;    and 

WHEREAS,  The  resultant  loss  of 
work  by  persons  directly  employed 
in  or  engaged  in  businesses  or  in- 
dustries contributing  to  the  con- 
struction of  needed  transportation 
facilities  for  the  use  and  enjoyment 
of  the  State  and  the  Nation,  would 
deal  a  most  damaging  blow/  to  the 
public    welfare;    and 

WHEREAS,  In  the  opinion  of  this 
Commission,  the  use  of  Federal  aid 
funds  supplementing  the  outlays  by 
the  States  for  highway  improve- 
ment has  proven  to  be  one  of  the 
most  effective  forces  in  restoring 
the  economic  balance  of  the  State 
and  the  Nation;  and 

WHEREAS,  The  Commission  is 
hopeful  that  the  proposal  has  been 
made  only  for  consideration  by 
Congress  and  that  when  Congress 
hears  from  its  constituency  it  will 
determine  that  such  a  course  would 
be  most  inadvisable  and  contrary 
to  the  best  public  interest;  now, 
therefore,  be  it 

RESOLVED,  By  the  California 
Highway  Commission,  now  in  ses- 
sion in  the  city  of  Watsonville,  in 
the  State  of  California,  attended  by 
a  thousand  residents  of  the  Mon- 
terey Bay  area,  and  other  sections 
of  the  State,  and  backed  by  a  hearty 
expression  of  approval  by  such  rep- 
resentative assemblage,  does  hereby 
most  earnestly  appeal  to  the  Presi- 
dent and  Congress  of  the  United 
States  that  they  determine  not  to 
press  the  passage  of  such  legislation 
and  that  they  seek  to  find  other 
means  of  achieving  the  President's 
economic  objectives;  and  be  it  fur- 
ther 

RESOLVED,  That  the  Secretary 
of  the  California  Highway  Commis- 
sion send  copies  of  this  resolution 
to  the  President  of  the  United 
States,  the  Senators  from  California, 
and  all  members  of  the  California 
delegation   in  Congress. 


ceding  tabulation,  is  handled  by  the 
Department  of  Agriculture  (Bureau 
of  Public  Roads)  and  the  last  three 
iu  an  amount  of  $21,500,000,  by  the 
Department  of  the  Interior. 

Direct  allocations  to  California, 
wJiich  are  administered  by  the  Divi- 
sion of  Highways,  include  only  regu- 
lar Federal  Aid,  secondary  or  feeder 
roads,  gi-ade  crossings,  and  an  occa- 
sional allocation  of  Public  Land  High- 
way funds  in  a  comparatively  small 
amount.  The  1938  allocation  of  Pub- 
lic Land  Highway  funds  is  being 
handled  entirely  by  the  Bureau  of 
Public  Roads. 

California's  apportionment  then  of 
the  $238,000,000  for  the  fiscal  year 
ending  June  30,  1938,  to  be  adminis- 
tered by  the  Division  of  Highways, 
amounts  to  $7,704,520  itemized  as  fol- 
lows : 

(a)  Regular  Federal  Aid-  $4,858,220 

(b)  Secondary   or   feeder 

roads 971,644 

(c)  Grade  crossings 1,874,656 


Total $7,704,520 

The  table  itemizing  the  $238,- 
000,000  allocation  for  1938  and  1939 
reveals  that  if  the  $125,000,000  is 
distributed  in  the  same  proportion 
for  each  item  it  means  a  reduction 
straight  down  the  line  of  about  48 
per  cent.  If,  however,  the  1940  al- 
locations for  the  last  three  items, 
which  are  handled  by  the  Depart- 
ment of  the  Interior,  were  the  same 
in  1940  as  for  1938  and  1939,  it 
would  reduce  the  first  group  which 
directly  affects  our  highway  program 
an  even  greater  amount. 

LOSS    TO    STATE    JS, 000, 000 

Should  all  of  the  $125,000,000  fund 
for  1940  and  thereafter  be  allocated 
to  regular  Federal  Aid,  for  adminis- 
tration by  the  State  highway  depart- 
ments, which  appears  highly  improb- 
able, it  would  cause  no  appreciable 
change  in  our  regular  budget  pro- 
gram exclusive  of  emergency  Federal 
funds. 

As  previously  stated,  the  proposed 
distribution  of  this  $125,000,000  is 
not  defined  so  it  is  not  known  at  this 
time  what  funds  would  be  available 
for  our  highway  construction  begin- 
ning in  1940. 

(Continued   on    page    24) 


California  Highways  and  Public  Works  (January  i9}s) 


[Nine] 


Elimination  of  Newhall  Tunnel 
Bottleneck  Soon  to  Be  Realized 


By  P.  A.  McDonald,  Assistant  Ensineer 


HISTORIC  interest  has  long 
been  centered  about  Newhall 
Pass,  or  Fremont  Pass  as  it  is 
now  known,  which  is  soon  to  be  the 
scene  of  intensive  highway  construc- 
tion activities  by  the  State  Depart- 
ment of  Public  Works. 

This  pass  divides  the  Santa  Susana 
Mountains  on  the  west  from  the  San 
Gabriel  Mountains  on  the  east,  and 
these  mountain  ranges  in  turn  sepa- 
rate the  San  Fernando  Valley  lying 
to  the  south  from  the  Santa  Clara 
River  Valley  on  the  north.  Through 
this  narrow  defile,  the  Padres  and 
Spanish  Dons  of  old  made  their  way. 
Through  it,  Tiburico  Va.squez  and  his 
feared  outlaw  bands  of  the  lawless 
sixties  and  early  seventies  rode  to 
their  Soledad  and  Mint  Canyon  hide- 
aways, and  the  armies  of  General 
John  C.  Fremont,  in  their  journeys 
in  the  late  forties,  marched  between 
Southern  California  and  the  northern 
sections  of  the  State. 

FREMONT  PASS 

The  pass  later  became  known  as 
Fremont  Pass,  and  it  was  so  officially 
marked  by  the  San  Fernando  Ebell 
Club  on  May  26,  1916,  with  an  appro- 
priate monument  erected  a  short  dis- 
tance to  the  right  of  the  present  high- 
way, and  south  of  the  Newhall  Tunnel 
entrance.  Today's  traveler  can  easily 
follow  the  original  trail  from  this 
monument  through  the  famous  Beale 
Cut,  which  was  constructed  by  Gen- 
eral E.  F.  Beale  and  his  men  in  1859. 

This  extremely  narrow  cut,  through 
solid  rock  to  a  depth  of  from  fifty  to 
sixtjr  feet,  has  vertical  side  .slopes  and 
was  wide  enough  to  allow  one-way 
passage  for  the  traffic  of  a  former 
day.  It  served  as  the  sole  means 
of  travel  for  early  Californians  be- 
tween Los  Angeles  and  northern  val- 
ley points  until  the  construction  of 
tlie  Newhall  Tunnel,  along  a  line  some 
four  hundred  feet  to  the  west,  by  the 
Los  Angeles  County  Road  Depart- 
ment in  October,  1910. 

The  route  then  becfime  a   part  of 

ITenl 


Through  Fremont  Pass 

the  State  highway  system  in  1917, 
and  was  the  only  direct  highway  con- 
nection between  Southern  California 
and  the  San  Joaquin  Valley  cities, 
until  the  construction  of  the  Weldon 


Canyon  Road  by  the  State  Depart- 
ment of  Public  Works  in  1929. 

Long  prior  to  the  completion  of  the 
Weldon  Canyon  Road,  the  Newhall 
Tunnel  had  become  a  very  serious 
bottleneck,  requiring  traffic  converg- 
ing from  several  routes  on  the  north 
to  be  confined  to  a  narrow  tunnel 
bore  17  feet  5  inches  wide,  with  no 
sidewallcs,  and  with  narrow  curbs  on 
both  sides  constructed  flush  again.st 
the  sides. 

This  traffic  congestion  was  only 
temporarily  relieved  by  the  construc- 
tion by  the  State  of  the  Weldon  Can- 
yon Route,  and  with  the  steady  in- 
I'rease  in  volume  of  traffic  each  suc- 
ceeding year  since  then,  the  need  to 
widen  the  roadway  through  the  exist- 
ing tunnel  has  become  increasingly 
more  urgent,  and  is  now  to  be  met  by 
tlie  Department  of  Public  Works. 

The  California  Highway  Commis- 
sion has  set  aside  $215,000,"  and  plans 
liave  been  formulated  toward  elimi- 
nating this  bottleneck. 

TUNNEL.  434  FEET  LONG 

The  existing  tunnel  is  434  feet  in 
length  and,  measured  by  present  day 
standards,  is  narrow,  dark,  and  fore- 
boding looking.  It  promptly  becomes 
a  one-way  road  on  the  appearance  of 
limit  loaded  vehicles.  The  speed  of 
all  traffic  using  this  route  is  therefore 
necessarily  reduced  to  that  of  the 
slowest  moving  vehicle,  or,  due  to  the 
heavy  trucking  on  this  route,  to  gen- 
erally the  speed  of  a  truck  and  trailer 
negotiating  the  six  plus  per  cent 
grade  of  either  approach,  causini: 
traffic  on  peak  days  to  be  jammed  for 
a  mile  or  more  from  the  tunnel  portal. 

Route  23  is  important  in  that  it 
delivers  traffic  through  the  Newhall 
Tunnel  between  the  Los  Angeles 
metropolitan  area  and  the  interior 
\-alleys,  serving  as  the  best  access  to 
Los  Angeles  from  all  the  East  Sierra 
region,  the  Owens  River,  and  the 
Antelope  Valleys.  The  same  holds 
true   for  the   recreational   and   play- 

(Continued  on  page  21) 


(January  19)8)  California  Hightvays  and  Public  Works 


Uppei — Newhall  Tunnel,  narrow  bore  on  Route  23,  long  has  been  a  serious  bottleneck  for  traffic  between  the  Los  Angeles  metro- 
politan area  and  interior  valleys.  In  construction  of  the  Mint  Caiyon  Cut-off  it  will  be  eliminated.  Dotted  lines  on  photograph 
indicate  proposed  cut  slopes  to  abolish  tunnel  and  provide  wide  roadway.  Lower — Looking  south  on  Mint  Canyon  short  cut  route, 
broken  line  indicating  location  of  proposed  new  highway.  Arrow  shows  junction  of  projected  road  with  present  traveled  portion  of 
Route  23. 


California  Hightvays  and  Public  Works  (]a»,,ayy  193  s) 


[Eleven] 


Storm  Damage  to  Highways 
and  Bridges  Totals  $2,340,875 


i 


By  C.  F.  WOODIN,  Assistant  Maintenance  Engineer 


A  storm  iinequaled  for  both  sever- 
/\  ity  and  the  extensive  area  af- 
-'-  -^  fected  struck  at  forty-three  of 
California's  fifty-eight  counties  dur- 
ing the  three  days  of  December  9,  10 
and  11,  1937,  and  left  in  its  wake  a 
devastated  trail  of  broken  bridges  and 
damaged  highways.  The  estimated 
cost  to  the  State  for  highway  repairs 
and  replacements  will  exceed 
$2,000,000. 

A  search  through  the  records  for 
the  past  foi'ty  or  fifty  yeai-s  reveals 
that  but  one  storm  approached  in 
magnitude  the  recent  catastrophe.  In 
January,  1909,  the  entire  month  was 
one  of  heavy  precipitation  and  the 
number  of  rainy  days  exceeded 
pi-evious  records  and  have  been  un- 
eqiuiled  since.  However,  in  tlie  higher 
altitudes  the  precipitation  fell  as 
snow  whereas  the  recent  storm  was  at- 
tended by  high  temperatures  with 
rain  falling  on  old  snow  in  the  upper 
reaches  and  resulting  in  heavy  run- 
offs. 

IMMENSE  DRIFT  PILES 

At  Soda  Springs  on  the  Donner 
Summit  road,  precipitation  amounted 
to  10.8  inches  of  rain  in  48  hours. 
The  elevation  at  this  place  is  6770 
feet  above  sea  level  and  precipitation 
at  that  time  of  the  year  would 
normally  be  snow.  At  Kennett,  7.7") 
inches  of  rain  was  reported  for  a  24- 
hour  period,  and  11.42  inches  in  48 
hours.  Oroville's  24-honr  high  was 
4.70  inches  and  an  unconfirmed  re- 
port stated  that  lfi.5  inches  of  rain 
fell  in  40  hours  in  the  vicinity  of 
]\Iadrone  south  of  San  Jose. 

In  many  places,  the  rainfall  at- 
tained cloudburst  proportions,  bring- 
ing down  drift  and  debris  which  con- 
tributed largely  to  the  damage  to 
bridges  and  fills  n('cu])ied  by  minor 
structures. 

Mile  after  iniie  ol'  highway  was  in- 
uiulated  at  the  same  time.  Motor 
vehicles  were  trapped  and  entire 
towns  isolated  by  the  floods.  Forty- 
five  of  the  70  miles  between  Gridley 


A  Great  Orsanlzation 


C-K5 

People  hereabouts  and,  probably 
all  over  the  State,  appreciate  the 
State  Highway  Commission  and  the 
Department  of  Public  Works  headed 
by  Earl  Lee  Kelly,  more,  these  days, 
than  they  have  in  the  past.  Fol- 
lowing the  recent  severe  storm  the 
roads,  especially  of  Northern  Cali- 
fornia, were  terrifically  damaged. 
On  the  highways  above  the  paving 
water  was  running  from  four  to 
six  feet  deep;  slides  kept  coming 
in  constantly,  bridges  were  washed 
out,  approaches  made  dangerously 
impassable. 

Daylight  came  after  the  havoc  of 
the  first  night  had  been  accomp- 
lished and  with  it,  seemingly  auto- 
matically, there  moved  into  action 
a  vast  number  of  highway  workmen 
and  a  tremendous  amount  of  equip- 
ment and,  without  interruption  the 
crf^ws,  in  torrential  downpours, 
toiled  In  entire  disregard  to  hours, 
to  get  the  highways  back  in  shape 
to  permit  travel.  This  magnificent 
Instant  response  to  restoration  of 
traffic  was  not  recorded  In  Isolated 
Instances — it  went  from  end  to  end 
of  California.  No  publicity  accom- 
panied the  movement.  It  was  just 
another  day's  job  to  be  attended 
to  by  the  big  force  of  highway 
workers  and  it  was  well  handled, 
too,  and  the  ravages  of  the  storm 
were,  after  great  struggle,  in  a  sur- 
prisingly   short    time,    overcome. 

As  one,  comfortably  seated  In  his 
automobile,  looked  out  of  his  car 
window  and  watched  bulldozers 
tearing  into  slides,  saw  steam 
shovels  lifting  debris  to  clear  the 
pavement  and  observed  men  in  hip- 
boots  and  sou'westers  toil  in  the 
rushing  waters  that  ran  from  the 
hillsides,  they  must  have  appre- 
ciated what  the  gas  tax  does  for 
the  traveling  public — not  alone 
that,  they  could  not  have  helped 
but  reflect  that  this  State  has  a 
Department  of  Public  Works  under 
Earl  Lee  Kelly  and  a  State  High- 
way Commission  of  which  we  all 
can    justifiably    be    proud. 

—  T'liiiih    JiipiihVwaii    Press 


and  Red  Bluff  on  the  east  side  high- 
\vay,  U.  S.  99-E,  were  flooded  and  im- 
passable to  motor  traffic.  Healds- 
Inirg,  Geyserville,  Guerneville  and 
^Monte  Rio  were  submerged  by  the 
overflowing  Russian  River.  AVillits. 
Fernbridge  and  Loleta  in  the  Eel 
River  watershed  were  likewise  iso- 
lated by  the  flood  waters.  Inunda- 
tion was  generally  distributed  over 
the  affected  area  from  Alturas  to 
Visalia. 

In  spite  of  lack  of  intercommuni- 
cation and  transportation  facilities 
between  stricken  areas,  rehabili- 
tation and  repair  were  started  very 
soon  after  the  subsidence  of  the 
storm.  Maintenance  forces  workings 
under  emergency  pressure  cleared 
the  roads  of  debris,  placed  warning 
signs  and  barricades  to  aid  in  the 
safe  passing  of  traffic  and  got  down 
to  the  main  business  of  backfilling 
washouts,  making  temporary  repairs 
to  structures  and  establishing  de- 
tours where  immediate  replacement 
of  the  roadway  was  impossible. 

ROADS    SOON    OPENED 

Because  of  the  widespread  nature 
of  the  storm,  construction  equipment 
was  at  a  premium,  slowing  up  the 
work  of  repair.  In  several  locations 
the  magnitude  of  replacement  and 
])rotection  work  is  equal  to  ma.ior  con- 
struction jobs  and  where  .such  work 
may  be  done  without  excessive  delay 
1o  triiffic.  it  will  be  let  to  contract. 

Too  much  praise  can  not  be  given 
to  the  maintenance  forces,  who  with- 
out reservation  and  at  times  with 
personal  danger  and  sacrifice  pushed 
ahead  untiringly,  upholding  the 
tradition  of  their  organization  that 
"the  traffic  must  go  through."  The 
results  speak  for  themselves.  Most 
of  the  roads  were  rendered  passable 
within  three  or  four  days. 

On  U.  S.  40  over  Donner  Summit, 
one-way  traffic  was  in  force  Decem- 
ber 13,  and  normal  traffic  movement 
was  resumed  December  20.     The  All- 


I  Twelve] 


(January  i9}s)  California  Highways  and  Public  Works 


Year-Highway  into  Yosemite  Valley 
was  reopened  December  30 ;  U.  S.  395 
in  the  Walker  Canyon,  Jannary  3 ; 
and  tlie  Featlier  River  Highway 
about  Jannary  16. 

The  table  accompanying  this  article 
shows  the  estimated  cost  of  the  various 
classifications  of  rehabilitation  work, 
segregated  by  Highway  Districts  to 
indicate  the  wide  distribntion  of  the 
stoi-m  damage. 

EXTENSIVE    BRIDGE    DAM.A.GES 

T'nfortnnately,  the  bnlk  of  the 
bridge  damage  occurred  at  struc- 
tures which  were  in  good  condition 
and  wliose  expectant  life  would  other- 
wise be  continued  for  man.y  years. 
Eiglity  per  cent  of  the  repair  cost  is 
for  those  spans  with  the  remaining 
20  iier  cent  for  the  structures  which 
would  have  to  be  replaced  in  the  near 
future  in  any  event. 

8ucli  a  turn  in  the  status  of  high- 
way bridges  only  aggravates  the  con- 
ditions as  set  forth  in  the  article 
"2.')0  Old  Bridges  on  State  High- 
ways Must  Be  Replaced  Immediately" 
by  George  T.  McCoy,  Assistant  State 
Highway  Engineer,  in  the  ]\Iareh, 
1937,  issue  of  the  California  High- 
ways AND  Public  Works  magazine. 
That  bright  day  when  all  bridges  on 
the  State  Higliway  System  will  be 
capable  of  carrying  full  legal  loads 
nuist  be  further  postponed. 

FEW  SLIDES  CAUSED 

Strange  to  say,  with  the  tremend- 
ous amount  of  damage  to  road  em- 
bankments and  surfaces,  slides  in  gen- 
eral were  imusually  lacking.  This 
condition  in  most  cases  becomes  a  dis- 
advantage, requiring  the  acquisition 
of  other  sources  of  material  needed 
for  the  rebuilding  of  washed  out  fills. 
The  principal  damage  to  roads,  there- 
fore, was  the  scouring  and  melting  of 
the  embankment  slopes  imder  the 
powerful  action  of  the  swollen 
boulder  and  debris  laden  streams. 

Cross  culverts  quickly  became 
blocked  with  debris  and  drift  and 
1h('  dammed-up  flood  waters  soon 
overtopped  the  road,  carrying  away 
huge  portions  of  the  fill.  The  at- 
tack coming  simultaneously  along 
many  fronts  was  irresistible  and 
nothing  could  be  done  at  the  time  to 
ward  ofi'  the  disaster.  Drift  piling 
up  against  bridges  backed  up  flood 
waters,  which  broke  through  with  in- 
conceivable velocity  to  undermine 
foundations  and  tear  awa.y  ap- 
proaclies. 


ESTIMATED  COST  OF  REPLACEMENT  AND  PROTECTION  WORK 

STORM  OF  DECEMBER  9,  10, 

11,  1937. 

Roads 

Relocation  or 

trict 

Headquarters      protection 
work 

Replacement 

Bridges 

Total 

I 

Eureka             $25,000 

$152,500 

$4,000 

$181,500 

II 

Redding              50,000 

557,750 

116,500 

724,250 

III 

Marysville          72,500 

180,125 

126,500 

379,125 

IV 

San  Francisco 

10,000 

2,000 

12,000 

VI 

Fresno 

30,000 

9,000 

39,000 

IX 

Bishop                 39,000 

106,000 

12,000 

157,000 

X 

Stockton           500,000 

307,000 

41,000 

848,000 

Totals         $686,500 

$1,343,375 

$311,000 

$2,340,875 

]\Iost  notalile  are  the  damages  along 
the  following  highway  routes: 

State  Sign  Route  18 — All-Year  Highway 
to    Yosemite. 

Between  Briceburg  and  El  Portal  the 
Merced  River  reached  heights  hitherto  iin- 
Ivnovvn.  New  channels  have  been  formed 
which  will  definitely  threaten  any  replace- 
ment of  the  highway  which  may  be  made. 
Channel  correction  and  rubble  masonry  re- 
taining wall  protection  work  will  be  required 
for  inclusion  with  the  replacement  project 
of  the  road. 

U.  S.   Highway  395 — South   of  Coleville. 

The  Walker  River  in  changing  it.s  chan- 
nel chose  to  occupy  areas  over  which  the 
highway  had  been  located.  As  on  Route  18, 
replacement  and  correction  work  will  have 
to  go  hand  in  hand. 

State  Sign  Route  108 — Sonora  Pass 
Road. 

The  70-foot  combination  truss  over  the 
west  fork  of  the  West  Walker  River  was 
entirely   washed   away. 

State  Sign  Route  89 — In  vicinity  of 
Woodfords  and    Markleville. 

Si'veu  tiiuliiM-  liriilges  and  jiortions  of  em- 
liankmi'iits  were  waslied  out. 

U.  S.  50 — Strawberry  to    Lake  Tahoe. 

One  bri<lge  was  undermined  and  heavy 
damage  was  sustained  on  the  relatively  new 
construction  betweeen  Strawberry  and 
Camp  Sacramento. 

State  Sign  Route  89 — Meyers  to  Nevada 
State    Line    northeast   of   Truckee. 

Heavy  enision  occurrod  at  Emerald  Bay 
and  McKinney  Creek  and  a  good  portion  of 
a  fill  near  Mystic  was  likewise  washed  away 
b.y  the  rampaging  Truckee  River. 

U.  S.  50 — Donner  Highway  between 
Auburn   and   Truckee. 

West  of  Cisco  raging  waters  of  the  Yuba 
River  washed  out  fills  closing  this  road  to 
all  traffic.  Flood  waters  of  a  side  canyon 
on  the  easterly  slope  of  Donner  Pass  carved 
a  gorge  across  the  roadway  further  adding 
to  the  difficulties  along  this  road.  Before 
the  waters  began  to  subside,  work  was  under 
way  to  repair  the  damage  lest  closely  fol- 
lowing snows  defeat  all  efforts  to  keep  the 
road  open  during  the  remaining  winter  sea- 


State  Sign  Route  49— Nevada  City  to 
Sierra  City. 

At  the  historic  town  of  Downieville  lo- 
cated at  the  confluence  of  two  branches  of 
the  North  Fork  of  the  Yuba  River  severe 
damage  was  suffered  by  both  community 
and  highway.  Houses  were  wrecked  or 
moved  off  their  foundations  and  logs  and 
debris  from  the  wreckage  lodged  against  the 
new  concrete  highwa.v  bridge  collapsing  one 
span  and  washing  away  several  hundred 
feet   of   fill. 

Both  above  and  below  the  town,  the  flood 
removed  thousands  of  yards  of  highway  fill 
slopes.  Goodyear  Creek  Bridge  was  swept 
away,  hampering  the  movement  of  much 
needed  supplies  to  the  stricken  areas.  At 
Sardine  Creek,  west  of  Bassetts,  the  ap- 
proach fill  was  washed  out,  completely  iso- 
lating Sierra  City. 

State  Sign  Route  24 — Feather  River 
Highway,    Oroville   to    Quincy. 

A  large  granite  boulder  slide  at  the  Butte- 
Plumas  County  line  will  require  the  removal 
of  between  60,000  to  75,000  cubic  yards  of 
material  before  the  road  will  be  safely 
cleared. 

Rock  Creek  loaded  with  debris  and  incon- 
ceivably large  boulders  undermined  the  east 
abutment  of  the  new  Feather  River  Bridge 
at  that  point,  dropping  one  end  of  the 
specially  hinged  suspended  steel  beam  span 
to  the  gravel  bed.  The  crossings  at  Cham- 
bers. Chipps,  Indian  and  Y'ellow  Creeks 
were  partially  or  entirely  swept  away  and 
will    involve    expensive    replacement. 

As  along  other  swollen  streams,  fill  slopes 
were  badly  eroded. 

State  Sign  Route  36 — Red  Bluff  to 
Susanville. 

(tvertopping  waters  of  Paynes  Creek 
washed  out  the  east  approach  fill  to  the 
bridge  and  removed  the  bituminous  surface 
from   the  sub-base  for  several   hundred  feet. 

Near  Cliilds  Meadow.  Jlill  Creek  likewise 
left  its  channel.  When  it  bad  finally  sub- 
sided several  hundred  feet  of  highway  had 
been  washed  out. 

Debris  jams  diverted  waters  of  the  North 
Fork  of  the  Feather  River  which  flooded  the 
streets  of  Chester  and  the  highway  to  the 
west,  carving  miniature  gorges  and  render- 
ing the  highway  impassable. 

(ri>iitinueil   on  page   25) 


California  Hightvays  and  Public  Works  (January  19}  s) 


I  Thirteen  I 


Highways  and  Bridges  Damaged  By  Unpn 


1.   Wash-out   of   Three 

Flags   Highway  south   of 

Coleville,  U.  S.  395. 

2.  Washed-out  abutment 

of  Joseph  Creek   Bridge  on 

Alturas-Lakeview  Road, 

U.  S.  395. 


ented  Torrential  Rain  Storms  in  December 


7.  Yellow  Creek    Bridge  on 
Feather   River   Highway 

at  Belden, 
State  Sign    Route  24. 

8.  Approach    fill     wash-out 
at  Bear  Creek  south  of 
Los  Molinos,  U.  S.  99- E. 

9.   Fill    partially  washed 

out  along  Trinity   River 

west  of  Junction  City, 

U.  S.  299. 

10.   Undern^ined   bridge 

near    Dales    on    Red    Bluff- 

Susanville    Highway, 

State  Sign   Route  36. 


11.   Wash   out    east    of 
Ingot,    U.    S.   299. 

12.  Pavement    damaged    by 
flood    water    east    of 

Hamilton   City, 
State  Sign    Route  32. 

13.  Feather  River  Highway 
covered  by  boulders  at 

Butte-Plumas  Line. 


Floods  Exact  $14,000/000  Damage 
Toll  in  Sacramento  Valley 


By  EDWARD  HYATT,  State  Ensineer 


ON  Tliursday,  December  9,  1937, 
the  United  States  Weather 
Bureau  charted  "A  disturb- 
ance of  much  intensity — over  the 
Pacific  about  600  miles  off  the  Cali- 
fornia C  0  a  s  t — apparently — moving 
toward  the  coast."  Southwest  storm 
warnings  were  displayed  on  the  Cali- 
fornia and  southern  Oregon  coasts. 
By  Friday  morning  rains  were  gen- 
eral over  the  entire  State  from  the 
Mexican  Border  to  Oregon,  and 
serious  storms  had  developed  along 
the  southern  California  Coast. 

The  rains  continued  throughout 
Friday  and  most  of  Saturday.  South 
of  the  Tehaehapi  Mountains  they 
were  not  remarkable  but  over  north- 
ern California  they  were  above 
normal  in  both  intensity  and  total 
fall. 

The  most  remarkable  feature  was 
the  absence  of  snowfall  at  the  higher 
elevations.  Usually  precipitation 
changes  from  rain  to  snow  at  eleva- 
tions between  three  and  five  thou- 
sand feet  above  sea  level  and,  during 
the  winter  months,  very  little  preci- 
pitation occurs  as  rain  above  the 
seven  thousand  foot  level.  In  this 
storm,  however,  rainfall  was  general 
at  elevations  up  to  seven  thousand 
feet  and  over. 

SXOW  PACK  MELTED 

On  Thursday  the  snow  pack  at 
Soda  Springs,  elevation  6752  feet 
above  sea  level,  amounted  to  13  inches. 
On  Friday  morning  although  5  inches 
of  rain  had  fallen  the  snow  pack  had 
only  been  reduced  to  ten  inches.  By 
Saturday  morning  an  additional  pre- 
cii)itation  of  5.8  inches  of  rain  had 
left  only  a  trace  of  snow  on  the 
ground.  In  the  afternoon  the  rain 
turned  to  snow  and  by  Sunday  morn- 
ing there  was  a  snow  pack  over  7 
inches  in  depth.  A  similar  regimen 
of  snow,  rain  and  snow  undouljtedly 
occurred  in  the  higher  areas  of  the 
Cascades  and  the  Sierra  Nevada  from 
Oregon  to  the  Tehaehapi  Mountains 
and  on  higher  Coastal  peaks. 


[Sixteen] 


The  rivers  throughout  northern 
California  from  the  Kaweah  to  the 
Sacramento  began  to  rise  late  Thui-s- 
day  night  and  by  Friday  evening 
were  at,  or  rapidly  rising  to,  flood 
stages  in  the  mountain  areas.  These 
floods  reached  the  foothills  and  de- 
bouched on  to  the  valley  floor  Satur- 
day evening  and  by  Sunday  morning 
the  floods  had  started  to  recede  on  all 
streams  except  the  Sacramento  in  its 
lower  reaches.  On  the  Sacramento 
River  the  flood  crest  which  passed  Red 
Bluff  Saturday  night  reached  Colusa 
^Monday,  Sacramento  Tuesday  and  by 
Wednesday  had  passed  into  San 
Francisco  Bay. 

RECORD  BREAKING  FLOODS 

In  many  parts  of  the  State  these 
floods  were  higher  than  any  which 
had  previously  been  recorded.  On 
the  Sacramento  River  at  Red  Bluff 
where  a  record  has  been  maintained 
since  1902.  the  crest  of  the  flood  was 
over  a  foot  higher  than  any  previous 
record.  The  Feather  River  was 
higher  than  it  has  been  at  any  time 
since  1907.  In  Sonoma  County  the 
Russian  River  is  said  by  the  older  in- 
habitants to  have  been  higher  than  it 
had  been  since  1862.  In  the  San 
Joaqnin  Valley  the  King's  and  San 
Joaquin  rivers  are  said  to  have  been 
higher  than  at  any  time  since  1888. 

In  the  Sacramento  Valley,  the  levee 
system  designed  to  protect  the  rich 
agricultural  lauds  from  floods  was 
over  taxed  and  failed  at  several  points 
near  the  foothills.  The  Sacramento 
River  broke  out  of  bounds  below  Red 
Bluff  and  flooded  the  cities  of  Gerber 
and  Tehama  and  large  areas  in 
Tehama  and  Butte  counties  mostly  on 
the  east  side  of  the  valley. 

Further  down  serious  breaks  oc- 
curred in  the  levees  on  the  west  bank 
in  Glenn  and  Colusa  counties.  The 
Feather  broke  through  the  levee  at 
Hamilton  Bend  and  sent  a  large  flow 
across  the  rich  farm  lands  north  of 
the  Sutter  Buttes  flooding  the  city  of 
Biggs.     Serious  bi-eaks  also  occurred 


north  and  soutli  of  ]\Iarysville.  From 
Knights  Landing  soutli  to  the  bay 
the  levee  system  held.  Opposite  Sac- 
ramento the  maximum  flow  was  re- 
duced considerably  by  storage  in  the 
upstream  flooded  areas. 

MANY  LEVEE  BREACHES 

In  the  coast  mountains  serious  dam- 
ages occurred  in  Sonoma,  Mendocino, 
and  Lake  counties.  The  Russian 
River,  rising  to  the  highest  levels 
known  in  over  70  years,  made  prac- 
tically a  clean  sweep  of  the  resort 
areas  and  flooded  the  rich  farming 
lands  in  the  vicinity  of  Healdsburg. 
In  Mendocino  County  the  damage  was 
chiefly  to  roads  and  bridges  and  in 
Lake  County  to  agricultural  develop- 
ment. 

In  the  San  Joaqnin  Valley  damages 
were  chiefly  confined  to  the  Yosemite 
Valley,  the  Ail-Year  Highway  and 
the  Yosemite  Valley  Railroad  which 
were  the  only  major  developments 
close  to  the  mountain  river  channels, 
and  to  the  delta  areas  of  the  Kings 
and  Kaweah  rivers.  In  this  latter 
area  the  levees  were  breached  in  manv 
places  and  large  areas  were  flooded. 

In  southern  California  precipita- 
tion was  not  excessive  and  there  were 
no  flood  damages  along  the  streams. 
However  the  severe  storm  created 
high  waves,  which  combined  with  a 
high  tide,  did  considerable  damage  to 
piers  and  other  coastal  developments 
along  the  Santa  Bai'bara,  Ventura 
and  Los  Angeles  County  coasts. 

GOVERNOR  GETS  REPORT 

Soon  after  the  occurrence  of  the 
flood  Governor  Frank  F.  Merriam  re- 
quested the  Department  of  Public 
Works  to  submit  at  the  earliest  pos- 
sible date,  a  report  estimating  in 
terms  of  money  the  damage  which 
had  occurred  to  the  State  of  Cali- 
fornia on  December  20th.  Director 
of  Public  Works,  Earl  Lee  Kelly 
requested  the  State  Engineer's 
office   to   have   this   report   prepared 

(Continued  on  page  28) 


(January  19}  s)  California  Hightvays  and  Public  Works 


-*^ 


•^w* 


'U,  * 


Flood  waters  on  rampage  durmg  unpi  cccdcntcd  sUmh  of  last  month.  Upper— Break  in  levee  along  Sacramento  River  north  of 
Colusa.  Center— Flooded  farm  lands  south  of  Princeton  and  west  of  Sacramento  River.  Lower— Flooded  countryside  north  of  Colusa. 
Overflowing  streams  did  damage  in  the  Sacramento  Valley  in  excess  of  $14,000,000. 


California  Highways  and  Public  Works  (January  i9}s) 


[Seventeen  I 


Tests  Show  Resistance  To  Sea 
Water  of  California  Cements 

By  THOS.  E.  STANTON,  Jr.,  Materials  and  Research  Ensineer 

In  this  article  is  described  some  long  time  tests  by  the  Testing  and  Research  Laboratory  of  the  Division 
of  Highways  to  determine  the  resistance  to  sea  water  of  cements  of  the  type  used  in  construction  of  the  San  Fran- 
cisco-Oakland Bay  Bridge.  The  specifications  for  the  Bay  Bridge  called  for  the  use  of  special  cement  designed 
for  durability.  The  tests  proved  the  wisdom  of  these  specifications  and  clearly  demonstrated  the  importance  of 
density  of  a  concrete  mix  as  aff'ecting  durability. 


THIS  paper  describes  some  of 
the  results  of  tests  started  in 
19.3.3  to  determine  the  relative 
resistance  of  California  commercial 
cements  to  attack  by  sea  water. 

The  durability  of  concrete  exposed 
to  sea  water  is  governed  by  three  fac- 
tors: (a)  Density;  (b)  Cement  con- 
position;  (c)  Soundness  of  aggi"e- 
gates.  The  aggregates  used  in  this 
test  were  sound  and  highly  resistant 
to  either  sodium  or  magnesium  sul- 
phate attack ;  therefore,  any  lack  of 
durability  is  due  either  to  low  density 
of  the  mortar  or  composition  of  the 
cement  or  to  a  combination  of  low 
density  and  cement  composition. 

The  results  described  herein  cover 
a  portion  only  of  this  sea  water  series 
and  include  cements  from  northern 
California  mills  only.  They  show 
ratlier  conclusively,  however,  the  ef- 
fect of  both  density  and  cement  com- 
position. 

All  sea  water  used  in  these  tests  was 
secured  from  San  Francisco  Bay  at 
the  Municipal  Pier,  University  Ave- 
nue, Berkeley.  Water  from  the  ocean 
opposite  San  Francisco  has  substan- 
tially the  same  chemical  analysis  as 
shown  ill  Table  1.  The  water  in 
which  tlie  specimens  were  stored  was 
changed  monthly. 

TABLE  1 

Parts  per  million 
Low  tide   High  tide 

Residue  at  110"   C 33304  33774 

Free  Ammonia as  N  .06  .08 

Albuminoid     .37  .34 

Carbonates    CO'  Nil  Nil 

Bicarbonates HCO'  142  142 

Chlorides     CI  16300  16500 

Sulphates SO,  2403  2477 

Silica    SiO'  14  7 

Iron  and  Alumina-Oxides  8  7 

Lime    Ca  474  509 

Magnesia     Mg  1149  1138 

Alkalies.  calculated-.Na  9063  9308 

Total   hardness... CaCO.  5896  5937 


SHOwiN,:  ErrxTji^rav^ 


To  test  for  effect  of  density  1 :3  and 
1 :2  mortar  specimens  were  fabricated 
using  a  poorly  graded  Ottawa  sand 
and  a  well  graded  Russian  River  sand. 
All  of  tlie  Ottawa  sand  graded  between 
the  20  and  30  mesh  screens  whereas 
the  Ru.ssian  River  sand  was  well 
graded  having  approximately  36'< 
passing  the  30  mesh,  20 So  pa.ssing  the 
50  mesh  and  32''r  retained  on  the  10 
mesh. 

Following  is  the  density  of  the  speci- 
mens shown  in  Figs.  I  and  II : 

1:3  Ottawa    Sand 2.018 

1:2  Ottawa    Sand 2.218 

1:3   Russian    River    Sand 2.328 

To  test  for  effect  of  ceiiienl  i'(iiii|hi 
sition,  a  variety  of  cements  were  iisid 


ranging  from  high  to  low  C3A  content. 
The  results  for  two  of  these  brands. 
one  normally  high  in  C^A  (17.2%) 
and  one  fairly  low  (7.2%)  are  shown 
in  Figures  I  and  II. 

Complete  analyses  of  these  two  ce- 
ments are  given  in  Tables  2  and  3. 
The  remaining  specimens  in  which  the 
other  brands  were  used  followed  iden- 
tically the  same  trend.     (Fig.  Ill) 

TABLE  2 

CS  ES 

SiO* 21.49  22.94 

Fe^Oj 2.27  2.03 

AhOi  7.94  4.05 

CaO 63.81  65.16 

MgO    1.40  1.63 

SOj    1.67  1.55 

Loss    1.62  2.76 

Ins.    .18  .42 

Free    Lime    .94  .50 

CiAF   6.9  5.8 

CA    17.2  7.2 

C'S    32.4  59.2 

CS    36.7  20.0 

Iron  Modulus 3.50  1.99 

TABLE  3 

CS  ES 

Specific    Gravity 3.13  3.10 

Fineness 

—100 99.2  99.3 

—200   84.9  94.6 

Surface     Area 1200  1570 

Normal     Consistency.^    22.8  23.2 

Soundness OK  OK 

Time  of  Set 

Initial     2Hr.30Min.     3Hr.00Min. 

Final     2Hr.  15Min.     4Hr.  15Min. 

Tensile  Strength 

7  day   320  350 

28  day 420  440 

Cement  ES  is  a  standard  conmier- 
cial  cement  normally  low  in  C.A  and 
not  a  modified  cement  such  as  the  Bay 
Ilridue  low  C  .\  cements.  Even  better 
results  have  been  had  with  the  Bay 
15ridge  cements  which  are  lower  in 
V ,.\  coiileiit  (Cement  BSAV  Fig.  III). 

('r',,ntimiod    on    paRp    20) 


[Eighteen] 


{]annury  19  }8) 


California  Highways  and  Public  Works 


FIG.  HI 

MORTAR     DURABILITY     TESTS 

STANDARD     UNGRADED     OTTAWA  SAND -CEMENT     MORTAR 
SPECIMENS'   STORED  48    MONTHS  AT   THE    LABORATORY,  SACRAMENTO  .     IN 
NORMAL  CONCENTRATION    SEA    WATER    FROM      SAN     FRANCISCO        BAY. 

1933-1937 


MIXING      WATER-FRESH 


'PREOJ.AR     EDGES    RtSJ.TlNG    !  SOU    R[MO</t    OF   CAPS 
'B:GiNALLf     KKtO      WlTn      •JTENTiON     Of     T   SIiNO       All 

.•Tj'J'rNS    FOR     i.0MPRi;t.5i,t      SrRENO'H 


1-2   MORTAR 


DfPRCSCNTAIIVE     SAMPLE      FROM      EACH      SET     OF     SPECIMENS 

COMPANION        SPECIMENS       MIXED        WITH        SEA       WATER,   BUT   .IIRID    IN  FRlSri    WATER,    SHOW    NO    OlSENTCOBATlON 

PORTLAND- PUZZOlAN,  70X   STD    ClINHER   1     30X     SiLiCA     COMPWND.      C3A    CONTENT    OF     STO    PC     CLINHEH    ONL* 


California  Highways  and  Public  Works  (January  193  8) 


[Nineteen] 


Effect  of  Sea  Water  on  California  Cements 


(Continurtl    from    page     IS) 

The  luoiitlily  inspection  of  the  speci- 
mens showed  tliat  at  about  fifteen 
months  the  upper  cap  (placed  for 
compression  tests  at  time  specimen 
was  fabricated)  was  being;  distorted 
and  loosened  from  some  of  the  speci- 
mens cured  in  sea  water.  At  seventeen 
months  the  first  action  on  the  speci- 
men proper  was  noticed,  subsequent 
to  which  the  deterioration  of  the  af- 
fected specimens  progressed  steadily. 

The  tests  described  herein  empha- 
size the  equal,  if  not  greater  impor- 
tance of  density  on  the  durability  of 
concrete  as  the  cement  composition. 
Given  a  dense  mix  in  which  sound  ag- 
gregate, sound  cement,  and  a  practical 
minimum  of  water  has  been  used  and 
concrete  can  be  expected  to  resist  the 
disintegrating  effect  of  sea  water  over 
a  long  period  of  years,  regardless  of 
C-A  content,  as  is  evidenced  not  only 
by  these  test  results  but  also  by  the 
actual  service  of  much  of  the  concrete 
in  structures  in  the  San  Francisco 
Bay  which  shows  little,  if  any,  deteri- 
oration after  thirty  years  or  more, 
even  though  cement  high  in  C,A  was 
used. 

As  opposed  to  this  good  service 
record,  however,  we  have  numerous  in- 
stances along  the  Pacific  Coast  where 
marine  structures  have  shown  severe 
distress  in  a  relatively  short  time. 
Lack  of  density  of  a  poorly  or  at  least 
iiiferiorly  fabricated  concrete  un- 
doubtedly had  a  great  deal  to  do  with 
such  failures,  but  cement  composition 
was  likewise  undoubtedly  a  strong 
contributing  factor. 

Figure  I  shows  the  relative  dura- 
bility of  variable  density  mixes  using 
a  high  C..,A  cement. 

COMPARATIVE  RESULT 

Specimen  A,  a  1 :3  Ottawa  sand 
mix,  had  lost  98.4%  of  its  original 
weight  in  four  years,  Mhereas  Speci- 
men C  with  the  same  amount  of  high 
C.A  cement  but  with  a  dense  mortar 
in  whieli  a  well  graded  sand  had  been 
used  showed  no  appreciable  loss  in  the 
same  period.  Specimen  B  in  which 
increased  density  was  accomplished  by 
increasing  the  cement  content  but  still 
using  a  poorly  graded  sand  shows  re- 
sults intermediate  between  specimens 
A  and  C. 

Figure  II  shows  the  effect  of  cement 
composition  Specimen  A  (the  same  as 


Std.  Offowa  Sand. 
1:3  /y?//:. 


FIG.  I 

N/GH  C3/1  Cement,  (c  s 

/7.2  %  CsA 
B 

Jtd.  OfiomJand. 

/■■£  M/x. 


G/3ded  /?usj/sn  Rn/erSdpd. 
/:3  M/x. 


Cond/f/on  of  Specimens  /Iffer  34^  Moj.  in  Sea  IVafer. 


Sc^me  /Ifter  48    Mos. 


Fig.  1 
Showing 
effect  of 
density  on 
durability 
of  mortar 
specimens 
cured  in 
sea  water. 

Relative 
durability 
of  variable 

density 
mixes  using 
same  cement 

High  C3A 

Cement   (CS) 

17.2%  C3A. 


V     V     V 


speciuH'ii  A  in  Fig.  I)  shows  the  low 
resistance  of  a  1:3  Ottawa  sand,  high 
('..A  cement  mortar.  Specimen  B 
shows  the  greater  durability  of  the 
same  low  density  mortar  in  which, 
however,  a  relatively  low  C.,A  cement 
was  used.  Specimen  P>  lost  1.4%  in 
48  months  as  compared  with  98.4% 
for  specimen  A ;  other  1 :3  Ottawa 
sand  mortar  specimens  in  which  low'er 
('.|A  Hay  Bridge  cements  were  used 
showed  no  loss  at  all  at  48  months 
(Fig.  III). 

Fig.  Ill  shows  the  relative  sea  water 
durability  of  seven  northern  Califor- 
nia commercial  cements,  six  of  which 
range  from  17.2%,  to  3.7%  C,A ;  the 


seventh  (1)L,)  being  a  Portland  Puz- 
zolan  type  cement  manufactured  from 
a  14.2%  C  A  clinker.  It  will  be  noted 
that  the  mortar  from  cement  manu- 
factured by  the  addition  of  30%  silica 
compound  to  a  high  C.A  clinker  de- 
veloped considerable  resistance  to  sul- 
I)hate  attack.  AVhether  this  resistance 
developed  from  any  puzzolanie  nature 
of  the  added  silica  or  from  a  denser 
mix  is  not  at  present  known. 

While  theoretically  all  proportion- 
ing was  by  volume  the  amount  re- 
(|uired  f<n'  each  batch  was  measured 
by  weighing.  Therefore,  with  weight 
proportions  fixed  on  the  assumption 

(Continued   on   page    27) 


[Twenty] 


(January  19}  8)  California  Hightvays  and  Public  Works 


Elimination  of  Newhall  Tunnel  Bottleneck  Soon  to  Be  Realized 


(Continued   from   page    10) 

p:roiiud  areas  high  up  in  the  San 
Gabriel  Mountains,  access  to  which 
may  be  had  at  present  only  from  the 
valley  side. 

BORE  MUST  GO 

Recognizing  the  necessity  for  some 
sort  of  relief  at  the  tunnel  bottleneck, 
studies  have  been  under  way  for  some 
time,  looking  into  the  most  logical 
•solution  from  an  economic  standpoint 
of  this  troublesome  problem.  The 
engineering  studies  conclusively 
proved  that  the  elimination  of  the 
tunnel  completely  by  the  construction 
of  an  open  cut  in  place  of  it  on  ap- 
proximately the  same  line  was  the 
cheapest  and  best  method  of  carrying 
out  roadway  -wddening  through  the 
Fremont  Pass  Ridge.  This,  of  course, 
will  involve  considerable  excavation 
material,  about  300,000  cubic  yards 
in  all,  which  material  in  turn  must  be 
disposed  of  in  some  economical  man- 
ner. 

Reconnaissance  surveys  were  run 
in  1934  over  the  contemplated  Mint 
Canyon  Short  Cut  Route,  starting 
from  Route  23,  at  a  point  one  mile 
north  of  Newhall  Tunnel,  to  Snlamint 
on  the  Mint  Canyon  Road,  making  a 
total  saving  of  4.6  miles  for  ilint 
Canyon  traffic,  as  against  using  exist- 
ing Route  23.  As  there  was  no  near- 
by disposal  available  for  the  material 
to  be  removed  in  the  Newhall  Tunnel 
Cut,  it  was  proposed  to  utilize  this 
excess  material  in  the  best  and  cheap- 
est manner  by  hauling  it  and  dispos- 
ing of  it  in  roadway  embankments 
upon  the  Mint  Canyon  Short  Cut 
Route. 

SAVING    IN    GRADING 

Handling  the  excess  waste  material 
from  the  tunnel  cut  by  this  procedure 
will  be  of  con.siderable  advantage  to 
the  State,  resulting  in  an  economical 
disposal,  and  in  a  large  saving  of 
excavation  grading  quantities  on  the 
New  Mint  Canyon  Short  Cut  Route. 

It  is  ]iroposed  to  advertise  for  bids 
shortly,  calling  for  the  reconstruction 
of  Route  23  from  the  Wchloii  Canyon 
Road,  tliroiigh  the  Newhall  Tunnel 
Cut,  and  for  the  construction  of  the 
first  section  of  the  ]\Iint  Canyon 
Short  Cut  Route  as  far  as  Placerita 
Canyon,    all   in   one    contract.      This 


Sketch  map  shows  proposed  State  highway  eliminating  Newhall  Tunnel. 

work  is  to  be  financed  from  the  budget  highway  design  standards.  The  con- 
for  the  89th-90th  fiscal  years,  the  templated  pavement  for  the  new  Mint 
Major  Project  Allocation  for  Con-  Canyon  Short  Cut  Route  is  plant- 
struction  from  the  State  Highway  mixed  surfacing  33  feet  in  width. 
Fund,  Preliminary  South,  is  as  fol-  The  California  Division  of  High- 
lows:  way.s  has  recently  adopted  a  new 
LA-23-H  Newhall  Tunnel  0.4  Mi.  standard    of    construction    for    State 

Gr.  &  Pav. $215,000  highways,  providing  for  an  increased 

LA-23-H  Newhall  Tunnel  to  Mint  width  of  traffic  lane.     Ill  conformity 

Canyon  Cut-Off  1.0  Mi.  Gr.  &  ^^,■^^^^    ^]jjg    j^p^^.    standard,    the    basic 

Pav.    65,000  ,              J?      i        •     •                   -mi               -n 

.,.,,,„,,,,  eleven  foot  minimum  width  lane  will 

"^Tun^l/to^'^olarnt  ts'^^'o:.  ^e  included  in  the  new  construction. 

&  Pav.,  Bridges  &  Grade  Sepa-  On  the  present  alignment  of  Route 

ration 550,000  23,  there  are  many  curves  of  sharp 

LA-23-H  Tunnel  Sta.  to  Newhall  radii    the  minimum  radius  being  366 

Tunnel  0.9  Mi.  Gr.  &  Pav 70,000  ^^^^     ^pj^^  alignment  of  the  rerouting 

Total    1900,000  to  Solamint  Junction  will  contain  two 

curves  of  a   minimum  radius  of  800 
WIDE  ROADBED  fpgf    gnfj   one   curve   of   a   minimum 
The   design   of   the   new   roadway  radius  of  1000  feet,  witli  all  the  re- 
calls  for  the   grading   of   a   roadbed  maining  curves  being  2000  teot  radius 
to  a  width  varying  from  48  feet  to  or  over. 

64   feet.      Over   existing    portions   of  ^^^  ^^^  ^^^  routing 

Route  23  the  latter  graded  width  will  .        ,  ,    ,   .. 

prevail,  upon  which  will  be  placed  a  Prom   the  following  tabulation    a 

combined    Portland    cement    concrete  direct   comparison   can   be   made   be- 

pavemeut  and  plant-mixed  surfacing  tween   the   old    and   new   routing   o 

50   feet   wide.      This   portion   of   the  Route    23,    between    Tunnel    Station 

new  highwav  also  will  be  constructed  and  Solamint  Junction, 

with  a  central  longitudinal  dividing  The  new  location  will  eliminate  two 

strip  to  separate  the  opposing  lanes  grade     cros.sings     of     the     Southern 

of  traffic,   in   accordance   with   latest  (Continued  on  page  28) 


California  Highways  and  Public  Works  (January  193 s) 


[Twenty-one] 


HIGHWAY  STATIONS  LANDSCAPED 


By  E.  S.  WHITAKER/  Assistant  Landscape  Engineer 


IN  THE  last  several  years  an  im- 
portant feature  of  the  establish- 
ment of  new  Maintenance  Sta- 
tions and  of  District  Headquarters  has 
been  the  landscaping  of  their  sur- 
rounding grounds.  Particularly  at 
district  headquarters,  because  of  their 
urban    location,    where    the    building 


the  palms,  toyons,  and  California  syc- 
amores are  used  to  enhance  the  effect 
of  the  building  design.  Thus  Cali- 
fornia's Christmas  berry;  the  ragged, 
wind-swept  crown  of  the  palm ;  and 
the  beautiful,  sprawling  tree  which 
so  picturesquely  adds  to  the  appeal 
of  southern  and  central  California's 


Delightful  garden  of  Highway  Maintenance  Station  at  Oceanside.  landscaped  by 
Mrs.  E.  G.  Brassington 


design  has  been  influenced  by  the 
locale  every  effort  has  been  made 
to  complement  that  design  with  an 
appropriate  planting. 

In  Eureka,  where  the  district 
headquarters  simulates  the  appear- 
ance of  old  Fort  Humboldt,  the  fea- 
tures of  the  landscaping  are  beauti- 
ful beds  of  rhododendrons  and 
azaleas,  both  of  which  are  native  to 
the  northern  redwood  belt. 

IN   DISTRICT  V 

In  San  Luis  Obispo,  District  V 
headquarters  is  styled  in  the  early 
California  type  of  architecture.  The 
whole  countryside  is  alive  with 
legends  and  steeped  in  the  lore  of  that 
early  phase  of  California's  develop- 
ment and  the  selection  of  this  type 
of  design  was  most  fitting. 

The  building  has  been  nestled  in 
a  mass  of  trees  and  shrubs,  in  which 


arroyos  and  creek  bottoms,  are 
blended  into  the  background,  placed 
to  soften  the  glare  of  sun  on  white 
walls  and  to  highlight  the  charm  of 
low  tiled  roofs. 

IN  DISTRICT  XI 

District  XI  has  appropriately  fash- 
ioned its  headquarters,  in  San  Diego, 
after  the  Spanish,  and  the  severe  lines 
of  the  building's  exterior  are  accen- 
tuated by  a  formal  planting  of  shrubs 
and  by  rows  of  palm  trees.  Inside 
the  patio,  however,  flowers  and  shrubs 
bloom  in  a  year-round  wild  mass  of 
riotous  color.  Hibiscus,  poinsettia, 
Mesembryanthemum  croeeum,  tuber- 
ous begonias,  roses — all  add  profusely 
to  the  picture,  so  that  the  exotic 
cft'ect  of  the  true  Spanish  patio  is 
obtained. 

At  a  great  many  maintenance  .sta- 
tions this  type  of  woi"k  has  also  been 
carried  out,  especially  where  loca- 
tion, climate,  and  surrounding  con- 
ditions tend  to  make  landscaping 
desirable.  The  landscaping  of  these 
stations  is  accomplished,  as  at  the 
district  headquarters  grounds,  under 
an  approved  plan  and  with  mainte- 
nance of  the  planting  performed  by 
highway  groundsmen  and  flower 
gardeners. 

In   maintenance  stations  that   are 


I 


Another  view  of  Oceanside  Maintenance  Station  in  District  XI. 


I  Twenty-two] 


(January  1 


9}s)  California  Highways  and  Public  Works 


landscaped  and  maintained  in  this 
manner,  appearance  is  nearly  always 
a  matter  of  the  District's  responsibil- 
ity and  the  individual  does  not  enter 
the  picture  other  than  as  a  resident 
of  the  dwelling.  However,  there  are 
a  great  many  maintenance  stations 
which  were  established  years  ago 
and  which,  either  because  of  their 
location  at  points  removed  from  the 
main  highway  or  because  existing 
conditions  did  not  warrant  the  plant- 
ing of  the  grounds,  were  never  im- 
proved by  landscaping.  Many  of 
these  stations  are  used  only  for  the 
storage  of  equipment  and  material. 
At  others,  residences  are  used  by 
Maintenance  Foremen  or  Superin- 
tendents, and  any  development  has 
been  due  to  the  innate  desire  of  the 
occupant  to  have  a  home. 


One  of  the  most  beautiful  of  this 
type  has  been  created  by  Mrs.  E.  G. 
Brassington,  wife  of  Ed  Brassington, 
Maintenance  Foreman  at  Oceanside, 
in  District  XI.  The  station  is  located 
off  the  highway,  backed  up  against 
the  railroad  tracks,  and  in  former 
.vears,  while  kept  in  a  neat  and  clean 
condition,  looked  exactly  like  what 
it  was,  a  store  yard  for  maintenance 
materials.  However,  when  Mr.  Brass- 
ington took  unto  himself  a  wife, 
a  remarkable  change  occurred  on 
the  old  homestead.  Now  the  visitor 
(and  a  visit  is  well  worth  while) 
will  appreciate  the  work  that  Mrs. 
Brassington  has  accomplished  in 
turning  the  small  corner  surrounding 
her  home  into  a  garden,  which  this 
last  summer  won  first  prize  at  a  con- 
test for  beautiful  gardens. 


There  are  passion  vine  and  honey- 
suckle on  the  fences ;  columbine,  snap- 
dragons, roses,  ferns,  gardenias,  and 
begonias  in  the  gardens;  strange 
fruits  such  as  Adriatic  figs  and 
Sapotes;  garden  furniture  under  a 
gay  striped  awning;  stepping  stones 
to  an  outdoor  fireplace  in  one  corner, 
and  to  the  neat  domicile  of  Ruby,  the 
somewhat  ancient,  fat,  lovable  dog. 
And  the  lawn  is  one  of  the  finest 
specimens  of  creeping  bent  lawn  to 
be  seen  off,  or  on,  any  golf  course. 

With  little  help,  and  less  ofBcial 
encouragement,  Mrs.  Brassington  has 
created  a  beautiful  aad  liveable  out- 
door recreation  room.  She  has  turned 
a  maintenance  station  from  a  place  of 
mere  existence  into  a  beauty  spot 
and  is  to  be  congratulated  on  her 
efforts  and  achievements. 


HIGHWAY  ADDS  TO  MONTECITO  CHARM 


(Continued  from  page  3) 


■X^ 


IMPORItD  BORROW        PCCCUR6 
2'|<—  6'  — >|< 20'A  C  


I   j      i       I    |PLANI-k 
->||!>VARHI1'^ 


CONSTRUCTED    BY    STATE 


MIX  SHOULDtR  i.  GUTTER 
20'AC. ^ 


ROAD-MIX  SHCULD[R5 


"~^^--*4£i* 


CONSTRUCTED    BY  COUNTY 


Typical  section  of  recently  completed  triple  roadway  through    Montecito  showing  types  of  highway  built  by  State  and  county. 


foot  pavement  lane.  Shallow  plant 
mixed  gutters  were  provided  for  side 
drainage.  The  area  between  the  gut- 
ters and  the  county-constructed  side 
roads  was  filled  in  with  selected  top 
soil,  and  generally  to  a  higher  eleva- 
tion than  the  surface  of  either  road. 
This  area  will,  at  the  proper  season, 
be  planted  with  shrubbery  to  supple- 
ment the  existing  shrubbery  and  trees 
which  were  carefully  preserved  dur- 
ing  construction   operations. 

One  creek  crossing  necessitated  the 
construction  of  three  bridges,  one  by 
the  State  and  two  by  the  county  for 
each  of  their  separated  side  roads. 
Specially    designed    massive    wooden 


railing  was  used  on  all  three  bridges 
to  conform  with  the  general  land- 
scaping effect. 

Thanks  to  much  study  on  the  pre- 
liminary plans,  no  special  difficulties 
were  encountered  during  construc- 
tion, this  phase  of  the  work  being 
under  the  supervision  of  J.  C.  Adams, 
State  Resident  Engineer. 

Owing  to  the  fact  that  all  of  the  re- 
construction was  carried  on  during 
the  dry  season  and  further  to  the 
cooperation  of  the  Contractor,  J.  E. 
Haddock  &  Co.,  of  Los  Angeles,  traffic 
suffered  very  little  inconvenience  dur- 
ing construction. 

Due  to  this  same  cooperation  on 


the  part  of  the  contractor  an  excel- 
lent job  resulted  which,  because  of 
its  unique  character,  will  be  closely 
observed  by  highway  builders,  and  it 
is  predicted  will  prove  to  be  a  highly 
satisfactory  type  of  construction 
where  like  conditions  prevail. 


When    a    pedestrian    crosses    the    street 
nowadays,  he  hopes  to  get  the  brakes. 


A  man  with  a  big  wart  on  bis  chin 
dropped  into  a  doctor's  office  to  have  it 
removed.  When  he  failed  to  return  for 
additional  treatments,  the  doctor  phoned 
hini  to  ask  how  the  wart  was  getting  along. 
•'Just  fine"  replied  the  patient.  "My  face  is 
gone,  but  the  wart  is  still  there." 


California  Highways  and  Public  Works  (January  ms) 


I  Twenty-three] 


Highway  Bids  and  Awards  for 

the  Month  of  December,  1937 


JNYO  I'OUXTY— Betwoeii  1.5  miles  west 
of  r.i.-iho|i  and  Itisliop,  :iBoiit  2.0  miles  to  be 
fc'i:u)cd  and  siirf.u(>d  witij  road  mix  surfao- 
iiig.  Iiisliict  IX.  Route  70.  Scotion.s  B.Bis 
Triuiislt"  Kni-k  and  (inivid  Co..  San  Ber- 
iianlinc,  .'fi;L'.."i4.s :  Youiif;  and  S..n  (Nimpau.v. 
I-td..  Berkeley,  $20,S(n.  C.nitrart  awarded 
to  Basich  Bros.,  Torranc.',  .'fl.").4;«.70. 

INYO  COUNTY— Between  4.7".  miles  east 
of  Panamint  Sink  and  Death  Valley  Na- 
tional Monument,  about  2.!i  miles  to  he 
graded  and  penetration  oil  treatment  applied 
thereto.  District  IX,  Route  127,  Sections 
<?.H.  Triangle  Rock  and  (Jravel  Co.,  San 
Bernardino.  .f;;2,l.-2 :  Minnis  and  Moody, 
I.os  Angeles.  .•);:;2.MG:  Young  and  Son  Com- 
pany. Ltd.,  lierkeley,  $.3.">,(M4  :  .V.  S.  Vin- 
nell  Co.,  Alhambra.  $3S,2S2  :  Islicdl  Construc- 
tion Co..  Reno,  Nev.,  $4.3..'5:!2 ;  .Icdin  Rocea, 
San  Rafael,  $44,836.  Contract  aw.irded  to 
Silva  and  Hill  Construction  Co.,  Glendale, 
$31.S.>"). 

KKRX  COUNTY— Between  one  mile 
north  of  (irapevine  Station  and  10  miles 
south  of  Bakersfield,  about  19.1  miles  to  be 
graded  and  paved  with  asphalt  concrete. 
District  VI,  Route  4,  Sections  A. B.C.  Daley 
Corporation.  San  Diego.  $.")04,.S02 ;  Heafey- 
Moore  Co.  &  Fredrickson  and  Watson  Con- 
struction Co.,  Oakland,  $.")!).">.(>!)3 ;  T'nion 
Paving  Co.,  San  Franci.sco,  .'j;4s;!,(12."> ;  Fred- 
erieksen  &  Westbrook,  lA>wer  Lake,  .$486,- 
05.5;  David  H.  Ryan,  San  Diego,  .$4!«,S71 ; 
Hanrahan  Co.,  San  Francisco,  $526,453 ; 
Metropolitan  Construction  Co.,  Los  Angeles, 
$535.7<10:  D.  W.  Thurston,  I^s  Angeles, 
.$537.!)35;  Cibb.ms  and  Reed  Co.,  Burbank, 
.$.541.1.S(!;  Basich  Bros..  Torrance,  .$555,446; 
Unitifl  Concrete  Pipe  Corporation,  I>os 
Angeles.  .$510,216;  Oswald  Bros..  Los 
Angeles.  .$4.S2,346 ;  Olaf  Nelson.  Tx)gan, 
Utah.  .l:.-4n,2;«>.  Contract  awarded  to  Grif- 
fith Co.,   I,„K  Angeles,  $461,075.00. 

LOS  AN(iELES  COUNTY— At  the  inter- 
section of  Firestone  Boulevard  and  Santa 
Fc  Avenue  to  be  paved  with  asjihalt  con- 
crete and  drainage  structure  to  be  construc- 
ted. District  VII,  Route  174,  Sections 
B,S.Gt.  Dimmitt  and  Taylor,  Los  Angeles 
$21,419;  G.  O.  Gartz,  I^is' Angeles.  .S1.S.172  ; 
L.  A.  Paving  Co.,  Los  .\ngeles.  ,1;2II.17S;  C. 
O.  Sparks  and  Mundo  Enuioicj  ing  Co  Los 
Angeles,  $20,955;  George  R.  Curtis  Paving 
Co.,  Ix)s  Angele.s  $17.tlON  ;  The  Contiacting 
Engineers  Co.,  Los  Angeles.  .S 1  n.:',2."i ;  Vido 
Kovacevich,  Ix)ug  Bea(  h.  .'j!1  .).40.S ;  'I'omei 
Con.struction  Co.,  Van  Nays,  $10,7(i7.  Con- 
tract awarded   to  (iriffith   Co.,    Los  Angeles 

$1 7.671  ;..m 

MERCED  COUNTY— An  undergrade 
crossing  under  the  tracks  of  the  Southern 
Pacific  Conijiany  at  Livingston  consisting  of 
a  steid  ginler  track  span  on  concrete  abut- 
ments and  pier  to  be  constructed  and  ap- 
proximately 1.9  miles  of  roadway  to  be 
graded  and  paved  with  Portland  cement  con- 
crete. District  X,  Route  4,  Section  Lvtn.l>. 
.Tohn  Rocca  and  Claude  C.  Wood.  Stockton, 
$237,014;  Eaton  and  Smith.  San  Francisco. 
$274,480;  Metropolitan  Construction  Co., 
Los  Angeles,  $245,922;  Ileafey-Moore  Co. 
&  Fredrickson  &  Watson  Construction  Co.. 
Oakland.  $2.54,.5S6;  N.  M.  Ball  Sons.  Berke- 
ley. .$249.:!21  ;  C.  W.  Caletti  &  Co..  San 
Rafael.  .$2(;7,fH>3 ;  J.  F.  Knaiip.  Oakland. 
$238,820;  ,T.  R.  Haddock,  Ltd.,  Pasadena, 
$258,715;  Griffith  Companv,  Los  Angeles, 
$251,699;  Fredericksen  &  Westbrook,  Lower 
Lake.  .$238,602;  Earl  W.  Heple.  San  Jose, 
$234,083  ;  Ilnion  Paving  Co.,  San  Francisco, 
$251,250;  Gibbons  &  Reed  Companv,  Bur- 
bank,     $270,130;     John     Strona,     Pomona, 


[Twenty-four] 


$256,006;  A.  Teichert  &  Son,  Inc.,  SacTa- 
mento,  $245,782 ;  Unite<l  Concrete  Pipe  Cor- 
poration, Los  Angeles,  ,$271,162.  Contract 
awarded  to  Louis  Biasotti  &  Son,  Stockton, 
$215,872.75. 

ORANGE  COUNTY— Between  Bitter 
Point  and  North  Arm  of  Newport  Bay, 
about  2.4  miles  in  length,  drainage  struc- 
tures to  be  constructed,  ditches  to  be  exca- 
vated and  road  approach  to  be  graded  and 
penetration  oil  treatment  apiilied  rliereto. 
District  VII.  Route  60.  Sections  A.lS.XptH. 
Sully-Miller  Contracting  Co..  Long  Beach, 
$35,487;  C.  R.  Butterfield-Keunedy'(  o..  San 
Pedro,  $32,771;  Oscar  Oberg,  Los  Angeles. 
$35,136 ;  G.  O.  Gaitz,  Los  Angeles.  .$28,799  : 
Claude  Fisher  Co.,  Ltd.,  Los  Angeles,  $37,- 
331;  J.  E.  Haddock,  Ltd.,  Pasadena,  $37,- 
404 ;  George  R.  Curtis  Paving  Co.,  I>os 
Angeles,  $28,978;  The  Contracting  Engi- 
neers Company,  Los  .Vngeli^s,  .*29,487  ;  Vido 
Kovacevich,  I>os  Angeles,  $29.87it.  Contract 
awarded  to  Dimmit  and  Taylor.  Ix)s 
Angeles,  $26,480. 

SAN  LUIS  OBISPO  COUNTY— At 
Harmony  Creek  and  Pennington  Creek. 
ab<iut  0.2  mile  to  be  graded  and  surfaced 
with  plant-mixed  surfacing  on  crushed  rock 
base  and  reinforced  concrete  culverts  to  be 
extended.  District  \.  Route  56,  Sections 
C,D.  R.  R.  Bishop,  I>ing  Beach,  $13,9.30. 
Contract  awarded  to  L.  A.  Briseo,  Arroyo 
Grande,  $8,483. 

SANTA  CRUZ  and  SANTA  CLARA 
COUNTIES — Between  Inspiration  Point 
and  Los  Gatos.  about  6.3  miles  to  be  graded 
and  surfaced  with  roadmix  surfacing  on 
crusher  run  base.  District  IV.  Route  5. 
Sections  B  &  <\  Ralph  A.  Bell.  San 
Marino.  $1,298,671  :  Harold  Blake,  Portland. 
Oregon.  $1m;2.1»2:  Ilanrali.-in  Co..  San  Fran- 
cisco, .f986,288;  Union  Paving  Co..  San 
Francisco.  $l,t»47.280;  Grantield.  Farrar  and 
Carlin,  San  Francisco,  $916,1.36;  Jlittrv 
Bros.  Construction  Co..  Los  Angeles, 
$1,091,245;  A.  Teichert  and  Son,  Inc..  Sac- 
ramento, $1,096,893;  Metropcdifan  Construc- 
tion Co.,  Los  Angeles,  $1,(107.264:  D.  W 
Thurston.  Los  Angeles,  .*  1,1 27,294 ;  The 
Utah  Construction  Co,.  San  Francisco 
$1,274,761:  .M.-ico  C.nstiuction  Co.,  Clear- 
water, $.805,686  :  United  Comicte  Pipe  Corp. 
and  D.  McDonald,  I.os  .\ngeles,  $943,754; 
Fredericksen  and  Westbrook.  Lower  Lake. 
$947,138;  J.  E.  H.iddock  Ltd.  and  Crowe 
Bros.  Construction  Co.,  Pasadena.  $1,288  - 
250;  Guy  F.  Atkinson  Co.,  San  Francisco 
$1,142,771.  Contract  awanled  to  Heafev- 
Moore  Co.  and  Fredrickson  &  Watson  Con- 
struction Co.,  Oakland.  $895,045.14. 

SHASTA  COUNTY— An  nudc.grade 
ciossing  under  the  tracks  of  the  Southern 
Pacific  Railroad  about  one  mile  south  of 
Redding  and  about  0.79  mile  of  roadway  to 
be  graded  and  paved  with  Portland  cement 
concrete.  CTUsher  run  base  and  road-mix  sur- 
facing. District  II.  Route  3,  Section  A 
John  Rocca  and  Claude  C.  Wood.  Stockton, 
$1&4,069;  Eari  W.  Heple,  San  Jose.  ,fl64.- 
3.30;  C.  W.  Calletti  &  Co.,  San  Rafael.  $174,- 
249;  Poulos  and  McEwen,  Sacramento. 
$177,.314:  A.  Soda  and  Son.  Oakland.  .$191.- 
099.  Contract  awarded  to  N.  M.  Ball  Sons. 
Berkeley,  $163,551,55. 


"Do    you    know    what    I    think    of    mar- 
ried  life''"' 

"Are   you   married?" 

"Yes." 

"Yes," 


Vandals  Punished 
For  Attempts  To 
Kill  Highway  Trees 

Vaiidalistie  efforts  of  a  group  of 
property  owners  along  the  recently 
complelted  El  Cajon  Boulevard  iii 
San  Diego  to  destroy  eucalyptus  trees 
bordering  that  beautiful  thoroughfare 
met  with  prompt  legal  retribution. 

Three  men,  residents  in  a  block  on 
the  north  side  of  the  boulevard,  were 
arrested  by  the  district  attorney  at 
the  instigation  of  the  San  Diego 
grand  jury,  convicted  and  given  sus- 
pended sentences.  Two  of  the  offend- 
ers, R.  J.  Warner  and  K.  F.  Bennett, 
confessed  that  they  had  bored  holes 
in  a  number  of  trees  and  poured  acid 
into  the  tree  trunks.  They  also  ad- 
mitted to  driving  copper  nails  into 
the  trees,  encircling  the  trunks.  They 
implicated  S.  D.  Archer  as  the  ring- 
leader of  the  plot. 

The  attempt  to  destroy  the  trees 
was  discovered  in  time  to  repair  the 
damage.  The  city  superintendent  of 
parks  had  the  holes  cleaned  and  filled 
with  asphalt  and  the  nails  withdrawn. 

The  investigation  was  conducted 
by  Thomas  Frost  of  the  district  at- 
torney's office  and  convictions  ob- 
tained bv  him. 


FEDERAL  AID  NEEDED 

(Continued  from  page   iO 

Summarized  briefly,  however,  the 
proposed  legislation  would  appar- 
ently mean  a  loss  to  California  of 
$8,000,000  in  the  current  biennium 
and  $4,000,000  per  year  thereafter. 
The  cancellation  of  the  $8,000,000  for 
this  biennium  would  mean  taking 
out  of  our  current  budget  projects 
in  this  amount. 

Even  under  the  present  Federal 
allocation,  while  the  motorists  of  Cali- 
fornia pay  approximately  $15,000,000 
per  year  in  Federal  gasoline  taxes 
alone,  we  receive  slightly  more  than 
one-half  of  this  amount  in  return  for 
highway  purposes.  If  the  return  to 
the  States  for  road  building  is  further 
reduced  then  as  a  matter  of  fair  deal- 
ing the  one  cent  Federal  gasoline  tax 
should  be  reduced  or  repealed. 

The  California  Highway  Commis- 
sion at  its  December  meeting  adopted 
a  resolution  appealing  to  Congress 
to  abandon  the  (iroposal  to  curtail 
Federal  aid  funds  for  highways  and 
to  seek  other  means  to  aehievingr  the 
economic  objectives  sought. 


(January  19}  8)  California  Highways  and  Public  Works 


Storm  Damage 
to  Highways 
is  $2,340,875 

(Continued   fi-oni    pase    1:1) 

U.  S.  395— Standish   to    Secret   Valley. 

The  new  ccinstruction  between  Standisli 
and  Litohtield  suffered  severely.  Besides 
badly  scoured  shoulders,  some  80O  feet  of 
fill  was  washed  away  and  a  new  structure 
was    seriously    undermined. 

Across  Secret  Valley  where  heavy  damage 
wa.*^  e.xpected.  somewhat  less  than  1000 
cubic  yards  of  shoulder  scour  occun-ed. 
U.  S.  99-E— Chico  to  Red  Bluff. 
Convergence  of  swollen  Sierra  streams 
was  responsible  for  the  flooding  of  tremend- 
ous valley  areas.  The  high  velocity  of  the 
flood  waters  washed  out  fills  at  Deer  Creek 
and  Mill  Creek,  and  undermined  concrete 
pavement. 

U.  S.  299 — Redding  to  Alturas. 
Damage  to  highway  fills  was  excessive  in 
the  vicinity  of  Ingot.  Cow  Creek  swollen 
by  cloudburst  rains  tore  out  banks  until 
passage  over  the  road  became  impossible. 
Three  detours  were  quickly  made  passable 
soon  after  the  storm  subsided.  At  other 
locations,  the  flood  waters  had  eaten  away 
at  the  roadway  embankments  until  only  a 
one-way  width  remained.  A  schoolhouse  and 
six  dwellings  were  swept  away  between  the 
highway  and  the  creek  in  the  town  of  Ingot. 
State  Route  28 — In  Cedar  Creek  Canyon 
west   of   Cedarville. 

With  previous  records  broken.  Cedar  Creek 
laid  waste  the  recently  constructed  high- 
way in  the  lower  two  miles  of  the  canyon. 
Carrying  a  tremendous  amount  of  debris, 
culverts  were  rendered  ineffective  and  the 
stream  picked  out  new  channels  with  dis- 
astrous results  for  the  highway. 

U.  S.  299 — Junction  City  to  Big  Bar. 
As  in  so  many  other  cases  during  the 
same  storm,  the  Trinity  River  topped  all 
records  for  high  water.  And  here  again 
highway  fills  suffered  and  will  need  extra 
protection   when   replaced. 

State  Sign  Route  20 — Between  Ukiah 
and  Colusa  County. 

Floodwaters  of  Cold  Creek,  and  East 
Branch  of  the  Russian  River  scoured  fills. 
Tributary  streams  wa.shed  out  the  entire 
roadway  and  flood  waters  in  the  vicinity  of 
Upper  Lake  undermined  drainage  structures 
and  damaged  embankments.  Near  the 
Abbott  Mine  a  very  large  fill  was  entirely 
washed  out,  which  will  cost  nearly  .$1(1, (Mill 
to   replace. 

State  Sign  Route  28 — Navarro  River 
Road    to    the    Coast. 

Dry  Creek  Bridge  was  washed  away  and 
required  a  temporary  structure  to  carry 
traffic  until  the  new  highway  and  bridge 
now  under  contract  will  be  completed.  Mud 
slides  and  scoured  embankments  were  preva- 
lent on  that  portion  of  the  route  in  Sonoma 
County. 

U.  S.   101 — Redwood    Highway. 
Heavy    erosion    from    the    Eel    River    oc- 
curred south  of  Scotia.     The  Russian   River 
between  Cloverdale  and  Hopland  eroded  the 


Where  Credit  Is  Due 

Within  a  period  of  three  days, 
the  unprecedented  storm  of  last 
month  left  in  its  wake  wrecked  high- 
ways and  bridges,  a  toll  of  damage 
that  represents  a  loss  to  the  State 
of  more  than  two  million  dollars. 
The  monumental  task  of  clearing 
flood  debris  from  highways,  repair- 
ing bridge  structures  and  restoring 
traffic  became  overnight  the  respon- 
sibility of  the  Maintenance  De- 
partment of  the  Division  of  High- 
ways. 

To  the  men  of  the  highway  main- 
tenance crews  in  the  storm-stricken 
areas  belongs  the  credit  for  the 
promptness  with  which  closed  roads 
and  bridges  were  opened  to  travel. 
These  men  labored  in  rain  and  sleet 
for  two  days  and  nights  on  emer- 
gency work,  without  sleep  or  rest 
that  traffic  might  go  through.  They 
have  carried  on  without  complaint 
since   then. 

Truly,  the  maintenance  crews 
have  performed  a  task  of  herculean 
proportions  and  I  extend  to  each 
and  every  one  of  them  the  appre- 
ciation and  gratitude  of  the  De- 
partment   of    Public    Works. 

EARL    LEE    KELLY 

State   Director  of  Public  Works 


toes  of  slopes  causing  roadway  settlements. 
Pieta  Creek  washed  out  the  approach  till 
south  of  the  bridge. 

State  Route  108 — Between  Mission  San 
Jose  and   Livermore. 

The  Arroyo  del  Valle  Bridge  was  seriously 
unilermined. 

State  Sign   Route  152 — West  of  Gilroy. 

The  center  pier  of  the  I'vas  River  con- 
crete bridge  was  badly  undermined,  damag- 
ing   the    structure   beyond    repair. 

State    Highway    129    and    132. 

The  Kaweah  River  overflowed  its  banks 
and  undermined  the  bridge  uear  Lemon  Cove. 
About  1000  feet  of  shoulder  was  badly 
scoured  and  the  concrete  pavement  under- 
mined. 

State   Sign    Route   180 — Near    M  inkier. 

Nearly  51X>  feet  of  approach  fill  at  the 
Kings  River  Bridge  was  washed  away  for 
a  depth  of  from  4  to  5  feet. 


ENGINEER'S  SON  WINS  BIG  JOB 

Mr.  T.  A.  Beat'ord,  Senior  Highway 
Eiioiiieer,  Bureait  of  Surveys  and 
Plans  at  Sacramento  headquarters, 
recently  received  the  cheerful  news 
that  his  enfiineer  son,  Clay  Bedford. 
34  j-ears  old,  has  been  appointed  gen- 
eral superintendent  for  the  Interior 
Construction  Company,  low  bidder 
for  raising  the  Grand  Coulee  Dam  in 
Washington  to  its  ultimate  height,  a 
job  that  will  require  four  years  and 
result  in  the  largest  dam  in  the 
world. 


Holidays  Raise 
Traffic  on  Bay 
Bridge  Slightly 

THE  Christmas  holidays  brought 
an  increase  in  daily  and  total 
traffic  for  December  on  the  San 
Praneisco-Oakland  Bay  Bridge,  ac- 
cording to  a  monthly  traffic  report 
tiled  bv  State  Highwav  Engineer  C. 
H.  Pnrcell. 

Total  December  vehicular  traffic 
was  723,281  with  a  daily  average  of 
23,332,  bringing  the  number  of 
vehicles  crossing  the  span  since  it 
ojiened  to  10,444,609.  Total  earnings 
last  month  were  $380,919.60.  Novem- 
ber's total  vehictilar  traffic  was  699,- 
229  with  a  daily  average  of  23,308 
vehicles. 

Low  point  la,st  month  was  17,905 
vehicles  on  December  9,  a  .severely 
stormy  day.  High  point  was  Christ- 
mas Day,  when  37,883  vehicles  used 
the  bridge.  The  three-day  Christmas 
holida.v  alone  produced  100,519 
vehicles  for  the  span,  the  largest  com- 
parative holiday  period  the  bridge 
has  experienced. 

"Traffic  for  December,"  Mr.  Pur- 
cell  said,  "showed  an  increase  over 
the  anticipated  quota  of  as  many  as 
one  thousand  cars  a  day.  A  succes- 
sion of  foggy  weather  during  the 
month,  which  caused  many  motorists 
to  take  the  bridge  rather  than  the 
ferries,  was  another  factor  in  the 
increase  of  traffic." 

Comparative  figures  are  as  follows : 

Total 
Decern-        Novem-  since 

ber  ber  opening 

Total    passen- 
ger   autos      681,506        657,901        9,929,027 

Total  auto 

trailers    _  856  954  17,516 

Total   motor- 
cycles   _-  2,077  2,220  36,317 

Total  tri- 
cars      977  913  9,102 

Total 

trucks   _„         26,236  25,918  327,105 

Total  truck 

trailers--  954  1,233  22,457 

Total 

buses    ---         10,675  10,090  103,085 

Total 

vehicles   _      723,281        699,229     10,444,609 

Total  extra 
passen- 
gers           189,480        179,178       2,226,078 

Total  freight 

lbs.    59,671,837  62,451,501   748,196,020 


Teacher:  "What  is  a  myth'; 
Pupil :  "A  little  moth." 


California  Highways  and  Public  Works  (January  19}  s) 


[Twenty-five] 


p-,./" 


DIVISION  OF 


WATER  RESOURCES 


OFFICIAL  REPORT 

FOR  THE  MONTH  OF 

December,  1937 

EDWARD  HYAn,  State  Engineer 


THE  Division  of  Water  Re- 
sources, representing  the  Water 
Project  Authority  of  the  State 
of  California,  has  continued  coopera- 
tive work  in  connection  with  the  Cen- 
tral Valley  Project  under  an  agree- 
ment with  the  U.  S.  Bureau  of  Recla- 
mation. 

Announcement  was  made  by  the 
Bureau  of  Reclamation  during  the 
month  that  a  tentative  agreement  had 
been  reached  with  the  Southern 
Pacific  Company  whereby  that  com- 
pany will  perform  the  physical  work 
of  relocating  its  line  around  Shasta 
Reservoir  w'ith  funds  provided  by  the 
Federal  Government.  Work  on  this 
portion  of  the  project  is  expected  to 
start  soon.  The  government  camp  at 
Friant  Dam  was  practically  com- 
pleted during  the  month  and  work 
was  continued  on  the  con.struction  of 
the  government  camp  for  the  Shasta 
Dam.  Work  was  also  continued  on 
surveys  and  the  preparation  of  plans 
for  various  units  of  the  project  and 
announcement  was  made  that  calls 
would  be  issued  soon  for  bids  for  the 
construction  of  another  section  of  the 
Contra  Costa  Canal  and  for  a  rail- 
road tunnel  at  the  Shasta  Dam  site 
to  by-pass  the  present  So'-^th'^rn 
Pacific  line  during  early  construction 
work  on  Shasta  Dam. 


IRRIGATION     DISTRICTS 


In.spcotion  wa.s  iiiiulc  durinR  the  month  of 
work  in  progress  in  the  Wost  Side.  Naglee- 
Rurk  and  Banta-Carhona  Irrigation  dis- 
tricts, where  improvements  on  canal  system.^: 
are  being  made. 

West  Side  District  has  resumed  construc- 
tion on  a  concrete  conduit  to  replace  an  open 
irrigation  canal  running  through  the  city 
of  Tracy. 

Naglee-Burk  District  has  under  way  the 
preparation  of  plans  for  trimming  and  lin- 
ing with  concrete  approximately  two  miles 
of  irrigation  canal  to  prevent  seepage  losses. 
Work  will  be  in  progress  by  the  first  of  the 
year. 

Oroville-Wyandotte  District  received  W. 
P.    A.    approval    of   a    $65,000    project    for 


improvement  which  will  include  construction 
of  an  office  building  and  reconstruction  of 
flumes  on  the  Palermo  Ditch.  In  the  last 
six  years  the  district  has  replaced  8000  feet 
of  old  wooden  flume  with  steel  and  con- 
crete structures. 

Anderson-Cottonwood  District  has  re- 
ceived approval  of  an  additional  loan  from 
the  R.  F.  C.  for  the  purpose  of  refunding 
outstanding  bonds  of  the  district.  The 
previous  offer  of  .f2S2,000  has  been  increased 
to  $339,000,  equivalent  to  30  cents  on  the 
dollar  of  bonded  debt. 


River  and  consequent  flooding  of  the  by-pass 
areas  and  low  lands  and  in  some  instances, 
by   breaks  in   the  levees,   reclaimed  land. 


SUPERVISION    OF    DAMS 


Application  for  approval  of  the  Reese 
Dam  owned  by  Winona  V.  Simmons. 
Redding,  California,  .situated  on  a  tribii- 
tary  of  Tadpole  Creek  in  Shasta  County 
was  received  on  December  .S,  1937. 

Application  for  approval  of  the  Round 
Mountain  Dam  of  the  Camarillo  State  Hos- 
pital, Camarillo.  on  Long  Canyon  Creek  in 
Ventura  County  was  received  on  December 
16,  1937. 

Application  for  approval  of  plans  for  re- 
pair of  the  Lake  Wohlfnrd  Dam  of  the 
Escondido  Mutual  Water  Company.  Bscon- 
dido,  situated  on  Escondido  Creek  in  San 
Diego  County  was  approved  on  November 
30.  1937. 


WATER    RIGHTS 


Twenty-seven  applications  to  appropriate 
water  were  received  during  November;  2 
were  denied  and  32  were  approved.  The 
lights  were  confirmed  under  4  permits  dur- 
ing the  month  and  11  were  revoked. 

Inspection  reports  are  in  the  course  of 
preparation  covering  projects  which  were  in- 
vestigated during  the  recent  field  season  and 
during  November  420  reports  were  receiveil 
from  permittees  and  licen.sees,  which  reports 
are  under  study  for  the  purpose  of  deter- 
mining   appropriate    action. 


SACRAMENTO-SAN    JOAQUIN 
WATER  SUPERVISION 


Field  data  gathered  during  the  .summer 
months  is  being  assembled  to  show  the  diver- 
sions, acreage  irrigated,  stream  and  return 
flows  in  the  Sacramento  and  San  Joaquin 
valleys. 

The  sampling  of  water  in  the  delta  for 
salinity  is  being  carried  on  at  all  regular 
stations  to  record  the  retreat  of  the  salinity. 

During  the  past  month  abnormally  heavy 
lains  caused  a  rapid  rise  in  the  Sacramento 


CALIFORNIA    COOPERATIVE 
SNOW   SURVEYS 


With  all  arrangements  completed  in  the 
field  for  the  1937-38  snow  surveys,  the  past 
month  has  been  devoted  entirely  to  work 
in   the  office. 

Monthly  precipitation  records  for  the  period 
since  last  May  are  being  checked.  All  tab- 
nlations  and  curves  necessary  to  our  forecast- 
ing procedure  are  being  brought  up  to  date. 


FLOOD    CONTROL    AND 
RECLAMATION 


Maintenance   of  Sacramento   Flood 

Control    Project 

At  the  commencement  of  this  period,  the 
stages  in  the  flood  channels  were  at  medium 
height,  due  to  the  storm  which  commenced 
on  November  19th.  Patrols  were  main- 
tained on  the  new  levee  from  Butte  Slough 
to  the  Colusa  County  line  on  the  east  side 
of  the  Sacramento  River,  and  minor  re- 
pairs were  made.  The  pumping  plants  east 
of  the  Sutter  By-pass  were  in  operation 
practically  during  the  entire  period  covered 
by    this    report. 

A  new  storm  occurred  from  December  9 
to  Decemljer  12.  inclusive.  This  resulted  in 
high  stages  in  all  flootl  channels,  which  made 
it  necessary  to  patrol  the  levees  day  and 
night  for  about  fivei  days.  During  the 
period  our  crew  was  increased  to  about  140 
men  and.  in  addition,  about  60  relief 
laborers   were   employed. 

ReJief  Labor  Work 

During  the  recent  storm,  relief  lal)or  was 
employed  under  an  emergency  project  for 
patrol  and  emergency  protective  work.  This 
project  is  sponsored  by  the  Department  of 
Public  Works  and  crews  were  used  on  the 
.\merican  River  Flood  Control  District, 
Levee  District  No.  1.  hy-pass  levees,  and  the 
('olusa  levees.  About  100  men  were  so  em- 
ployed. This  includes  a  crew  of  2.5  men 
from  the  S.  R.  A.  Transient  Camp  No.  7 
in  Sutter  By-pass,  which  was  employed  con- 
tinuously at  various  places. 

Ha  mage  to  Levees 

The  unusual  high  stage  reached  at  many 
points  during  this  flood  resulted  in  a  num- 
ber of  levee  breaTvs  on  the  Sacramento 
River  above  Colusa  and  on  tlie  Feather  and 
Bear  rivers.  A  complete  survey  of  the 
damages  caused  by  the  flotnl  has  not  yet 
been  completed. 


[Twenty-six  I 


(January  19U)  California  Highways  and  Public  Works 


Bay  Bridge  Terminal  To  Be  Ultra  Modern 


THIS  "cut  away"  drawing  of  the  San  Francisco  Terminal  of  the  San  Francisco-Oakland  Bay  Bridge  railway  facilities  shows 
how  passengers  traveling  to  and  from  the  East  Bay  points  will  reach  their  destinations  in  the  structure,  now  under  construction. 
Electric  trains  will  come  in  on  the  upper  level  over  six  tracks  entirely  enclosed  within  the  building.  To  reach  street 
cars  from  the  trains,  passengers  can  either  take  short  ramps  or  brief  flights  of  stairs  leading  directly  from  the  train  platforms 
to  the  mezzanine.  Street  cars  loop  over  a  viaduct  in  front  of  the  terminal  building  at  the  mezzanine  level.  To  reach  the  street 
level,  passengers  leave  the  mezzanine  by  means  of  a  flight  of  stairs.  Waiting  rooms  and  concessions  are  on  the  street  level. 
Information   and   ticket   offices   are   on   the   mezzanine. 

At    no    time    will    passengers    cross    the    tracks    to    reach,    or    depart    from,    their    trains;     but    will     utilize    the    stairs    or    ramps 
leading    from    the    train    platforms   to    the    concourse    below. 


Highway  Inventory 

(Continued  from  page  5) 

plus  approximately  one-third  of  the 
motor  vehicle  fees  aud  a  federal  aid 
apportionment  for  expenditure  on  our 
rural  highways.  This  Ih  cent  tax  at 
the  present  time  yields  approximately 
$22,000,000  annually. 

The  State's  share  of  the  Mot  en- 
Vehicle  F  u  n  d  is  approximately 
$3,000,000  and  federal  aid  is  approxi- 
mately $4,500,000,  making  a  total  of 
$29,500,000.  Of  this  amount,  a  mini- 
mum of  $12,500,000  is  needed  for 
maintenance,  administration,  engi- 
neering, and  rights  of  way,  leaving 
only  $17,000,000  available  for  con- 
struction and  reconstruction  projects 
with  which  to  overtake  the  procession 
of  increasing  rural  traffic  demands. 

The     above     represents     only     the 


essential  highlights  in  the  survey  of 
our  present  day  status.  There  are 
certain  other  items  not  mentioned 
wherein  California  could  improve  its 
service  to  the  modern  motoring  pub- 
lic. Notably  among  these  services  is 
the  question  of  making  our  highways 
more  pleasing  in  appearance. 

Although  roadside  beautification 
may  not  be  deemed  a  traffic  service 
necessity,  nevertheless  it  does  con- 
tribute a  vital  part  in  developing 
traffic  and  is  an  important  factor  in 
helping  to  relieve  the  high  nervous 
tension  of  our  present  day  life. 


STATE  BUYS  MORE  SNOW  PLOWS 

(Continued  from  page  t  ) 

Arrangements  have  also  been  made 
for  a  daily  broadcast  of  road, 
weather  and  snow  conditions  on  all 
State    highways    in    the    Sacramento 


territory,  which  will  be  released  at 
9.50  a.m.  over  Radio  Station  KFBK. 
This  service  began  on  November  27, 
and  is  expected  to  continue  through- 
out the  balance  of  the  snow  season. 


EFFECT  OF  SEA  WATER  ON 

CALIFORNIA  CEMENTS 

(Continued  from  page  20) 

that  all  cement  was  of  uniform  spe- 
cific gravity,  approximately  25%  more 
by  volume  of  the  low  specific  gravity 
high  specific  surface  Portland  Puzzo- 
lan  cement  was  used  in  each  specimen 
than  of  the  normal  specific  gravity 
cements. 

The  results  illustrated  in  Pig.  Ill 
indicate  that  the  durability  is  affected 
to  a  nuich  greater  extent  by  the  stor- 
age water  than  by  mixing  water  when 
both  mixing  ancl  storage  waters  are 
similar  to  San  Francisco  Baj^  water. 


California  Highways  and  Public  Works  (January  isis) 


[  T-wenty-seven] 


Assistant  Bridge 
Engineer  Murray 
Becomes  Colonel 

THE  Bridge  Department  of  the 
Division  of  Highways  now  has 
a  full-fledged  Colonel  in  its  per- 
sonnel. 

Assistant  Bridge  Engineer  Edward 
Jackson  Murray  of  the  Sacramento 
headquarters  staff  on  October  1  was 
promoted  from  lieutenant  colonel, 
California  National  Guard,  to  tiie 
rank  of  colonel,  succeeding  Col. 
Charles  R.  Blood,  who  retired  in  order 
that  his  subordinate  officers  in  the 
184:tli  Infantry  might  obtain  well 
earned  promotions  to  higher  grades. 
Col.  Murray  enlisted  in  Co.  G,  2d 
Infantry,  California  National  Guard, 
on  April  25,  1914,  in  Sacramento.  He 
served  with  that  unit  as  a  private, 
corporal,  sergeant  and  1st  sergeant 
until  June,  1916.  He  was  commis- 
sioned second  lieutenant  in  his  regi- 
ment June  19,  1916. 

SERVED  OVERSEAS 

Service  on  the  Mexican  border  at 
Nogales,  Arizona,  from  June  26  to 
November  16,  1916,  followed.  While 
on  the  border.  Colonel,  then  Lieuten- 
ant, Murray  was  attached  to  the  12th 
U.  S.  Infantry. 

On  March  25,  1917,  Murray  was 
called  into  Federal  service  again,  pro- 
moted to  1st  lieutenant  and  served 
with  the  2d  Infantry  of  the  National 
Guard  at  Richmond,  California,  and 
for  a  time  was  assistant  recruiting 
officer  in  San  Francisco.  In  Septem- 
ber, 1917,  Murray  was  assigned  to 
Co.  G,  160th  Infantry,  at  Camp 
Kearnj-  and  went  overseas  as  1st  lieu- 
tenant with  that  outfit. 

Wliile  in  France  he  attended  Air 
Corps  Observation  Schools  at  St. 
Maixent  and  Tours  and  the  Artillery 
School  of  Fire  at  Camp  Coetquidan. 
He  served  as  first  lieutenant  and  cap- 
tain, Infantry  Reserve,  until  March, 
1924,  when  he  was  commissioned  cap- 
tain of  infantry  in  the  National 
Guard  and  was  assigned  to  the  lS4th 
Infantry  as  plans  and  training  officer. 
He  was  promoted  to  major  in  May, 
1926,  and  to  lieutenant  colonel  in 
April,  1930.  He  has  commanded  the 
regiment  since  October  1. 

Col.  Murray  entered  into  state  serv- 
ice with  the  Division  of  Highways  on 
April  1,  1924. 


COL.  E.  J.  MURRAY 


Elimination  of  Newhall 

Tunnel  Bottleneck 

(Continued  from  page  21) 

Pacific  Railroad  at  Newhall  and 
Saugus,  respectively.  A  grade  sepa- 
ration structure  will  be  constructed 
at  the  crossing  of  the  Southern  Pacific 
Railroad  on  the  new  line,  near  Sola- 
mint  Junction.  Future  plans  also 
include  the  construction  of  a  rein- 
forced concrete  bridge  at  Plaeerita 
Canyon. 

Existing  Proposed 

Length    in    miles 12.67  7.25 

Minimum  radius  in  feet      366  SOO 

Number     curves     less 

than  1000'  radius—        13  2 

Total  number  curves 35  15 

Total  de^ee  curva- 
ture     1,119  452 

Total     length     curves 

feet 21,323  18,467 

Width  roadbed  feet 36  48 

Economically,  the  construction  of 
the  Mint  Canyon  Short  Cut  is  sound, 
paying  the  public,  in  the  form  of  sav- 
ings in  operation  costs,  large  returns 
each  year.  These  isavings  in  cost 
of  operation  of  present  day  average 
traffic  by  the  shorter  distance  will 
amount  to  approximately  $240,000 
per  year,  which  savings  will  be  suf- 
ficient to  pay  the  total  estimated  cost 
of  construction  of  the  new  line  in  less 
tlian  two  and  one-half  years. 


Floods  Cause 
Huge  Damage 

(Continued  from  page  16) 

by  the  Division  of  Water  Resources 
and  submitted  immediately  after  the 
first  of  January  1938. 

The  following  table  giving  a  pre- 
liminary estimate  of  the  damages 
caused  by  the  storm  and  flood  of  De- 
cember 10-13,  1937,  was  prepared  by 
the  Division  of  Water  Resources  in 
response  to   this   request. 

The  State  Division  of  Highways, 
Parks,  and  Fish  and  Game;  county 
officials,  supervisors,  clerks,  engineers, 
farm  advisors  and  agricultural 
agents;  the  Reclamation  Board;  the 
United  States  Engineering  Corps;  U. 
S.  Weather  Bureau;  the  National 
Forest  and  Park  services;  and  the 
various  public  utilities  gave  willing 
and  active  cooperation  in  furnishing 
the  data  on  which  this  report  is  based. 
It  was  only  by  this  splendid  coopera- 
tion possible  to  assemble  the  data  for 
tliis  estimate  in  the  time  allotted. 

January  1,  1938. 

Preliminary  estimate  of  damages 
resulting  from  storm  and  floods  of 
December  10-13,  1937,  based  on  a  sur- 
vey of  the  entire  State  during  the 
period  December  20-31,  1937.  Esti- 
mates are  tentative  and  subject  to 
considerable  revision  as  more  accu- 
rate data  are  received. 

Railway  systems $620,000 

Highways,  roads  and  streets___     4,510,000 
Telephone    and    telegraph     sys- 
tems'      no  report 

Gas   and    electric   systems 360,000 

Irrigation    and    domestic    water 

supplies    370,000 

Improvements,    homes,    and    in- 
dustries   in    cities 1,650,000 

Industries    in    rural    areas 170,000 

Summer     camps,      homes,     and 

resort    equipment    610,000 

National,   State,  and   city   parks 

or  forests 510,000 

Farm      buildings,      fences,      and 

equipment    1,530,000 

Livestock    500,000 

Field     crops     and      produce     in 

storage    1,350,000 

Orchards  and  vines- 90,000 

Channel   erosion   and   debris  re- 
moval       1,670,000 

Levees     and      other      protective 
works 630,000 

Total    $14,570,000 

1  Reports  of  Western  Union  and  Postal 
Telegraph  Go's,  showed  less  than  $5,000 
damage.  No  report  was  received  from  the 
Pacific   Telephone  &   Telegraph   Co. 

=  Damages  to  orchards  and  vines  from  pro-  I 
longed  flooding  of  root  systems  will  not  ' 
become  apparent  until   next  summer. 


I  Twenty-eight] 


(January  19}  s)  California  Highways  and  Public  Works 


STATE  OF  CALIFORNIA 


Department  of  Public  Works 

Headquarters:   Public  Works  Building,  Twelfth  and  N  Streets,  Sacramento 


FRANK  F.  MERRIAM Governor  EARL  LEE   KELLY Director 

HARRY  A.  HOPKINS Assistant  Director  EDWARD  J.  NERON Deputy  Director 


CALIFORNIA  HIGHWAY  COMMISSION 


H.  R.  JUDAH,  Chairman.  Santa  Cruz 

PHILIP   A.    STANTON,   Anaheim 

PAUL  G.  JASPER.  Fortuna 

WILLIAM  T.  HART,  Carlsbad 

ROBERT  S.  REDINGTON,  Los  Angeles 

JULIEN   D.   ROUSSEL,    Secretary 


DIVISION  OF  HIGHWAYS 


C.  H.  PURCELL.   State  Highway   Engineer.   Sacramento 

G.  T.   McCOY.  Assistant  State  Highway  Engineer 

J.  G.  STANDLEY,  Principal  Assistant  Engineer 

R.  H.  WILSON.  Office  Engineer 

T.  E.  STANTON,  Materials  and  Research  Engineer 

FRED  J.  GRUMM,  Engineer  of  Surveys  and  Plans 

C.   S.   POPE.   Construction  Engineer 

T.  H.  DENNIS,  Maintenance  Engineer 

F.  W.  PANHORST,  Bridge  Engineer 

V.  CAMPBELL,  Engineer  o£  City  and  Cooperative  Projects 

R.  H.  STALNAKER,  Equipment  Engineer 

E.  R.  HIGGINS,  Comptroller 

DISTRICT  ENGINEERS 

J.  W.  VICKREY,  District  I,  Eureka 

F.  W.  HASELWOOD,  District  II,  Redding 

CHARLES  H.  WHITMORE.   District  III.   Marysville 

JNO.  II.  SKEGGS,  Di-strict  IV,  San  Francisco 

L.  H.  GIBSON,  District  V.  San  Luis  Obispo 

R.  M.  GILLIS,  District  VI,  Fresno 

S.  V.  CORTELYOU,  District  VII,  Los  Angeles 

E.  Q.  SULLIVAN,  District  VIII,  San  Bernardino 

S.  W.  LOWDEN    (Acting).  District  IX,  Bishop 

R.  E.  PIERCE.  District  X,  Stockton 

E.  E.  WALLACE.  Disriet  XI,  San  Diego 

SAN    FRANCISCO-OAKLAND   BAY   BRIDGE 

C.  E.  ANDREW,  Bridge  Engineer 


DIVISION  OF  WATER  RESOURCES 


EDWARD  HYATT,  State  Engineer,  Chief  of  Division 

GEORGE  T.  GUNSTON.  Administrative  Assistant 

HAROLD  CONKLING,  Deputy  in  Charge  Water  Rights 

A.  D.  EDMONSTON,  Deputy  in  Charge  Water 
Resources  Investigation 

R.  L.  JONES.  Deputy  in  Charge  Flood  Control  and  Reclamation 

GEORGE  W.  HAWLEY,  Deputy  in  Charge  Dams 

SPENCER   BURROUGHS,   Attorney 

EVERETT  N.  BRYAN,  Hydraulic  Engineer  Water  Rights 

GORDON   ZANDER,   Adjudication,  Water  Distribution 


DIVISION  OF  ARCHITECTURE 


GEORGE  B.  McDOUGALL,  State  Architect.  Chief  of  Division 

P.  T.  POAGE.  Assistant  State  Architect 

W.  K.  DANIELS,  Assistant  State  Architect 

HEADQUARTERS 

H.  W.  DjiHAVEN.  Supervising  Architectural  Draftsman 

C.   H.   KROMER.   Principal   Structural   Engineer 

CARLETON  PIER  SON.  Supervising  Specification  Writer 

J.  W.  DUTTON,  Principal  Engineer,  General  Construction 

W.  H.  ROCKINGHAM,  Principal  Mechanical  and  Electrical 
Engineer 

C.  E.  BERG,  Supervising  Estimator  of  Building  Construction 


DIVISION  OF  CONTRACTS  AND  RIGHTS  OF  WAY 


C.  C.  CARLETON,  Chief 

CLARENCE  W.  MORRIS.  Attorney.  San  Francisco 

FRANK  B.  DURKEE.  Attorney 

C.  R.  MONTGOMERY,  Attorney 

ROBERT  E.  REED,  Attorney 


DIVISION  OF  PORTS 


Port  of  Eureka— WILLIAM  CLARK,  SR..  Surveyor 


52241      1-38      15,850 


GEORGE  H.  MOORE,  STATE  I 


PM:    If  addressee   has   moved 
notify   sender   on 

Form  3547 

Division   of    Highways 

P.  O.   Box   1499 
Sacramento,  California 


Seattle  Public   Library, 
Seattle, 


SEC.  562  P.  L.  &  R. 
U.  S.  POSTAGB 

PAID 

Sacramento,  Cal. 
Permit  No.  152 


MAP 

SHOWING 

STATE  HIGHWAY  SYSTEM 


LOSANGELES  AND  VICINITY 


NAiafflia  DiiKli/«  I  ■Ki>vs»i.< 


..a^,  f'lO-l^c^^  S^^O 


CALIFORNIA 

WrO Ff^^95\YS  AND  PUBLIC   WORKS 


irf/i  figueroa  jl/y^e/ 
on  §tateJ/ighWai/  /65  in  Los. 

iDurnal  of  the  Departme 
FEBRURRV • 


CALIFORNIA  HIGHWAYS  AND  PUBLIC  WORKS 

Official  Journal  of  ttie  Division  of   Higfiways  of  tfie  Department  of  Public  Works,  State  of  California 

EARL  LEE  KELLY,  Director     C.  H.  PURCELL,  State  Highway  Engineer     JOHN  W.  HOWE,  Editor     K.  C.  ADAMS,  Associate  Editor 

Published  for  information  of  the  members  of  the  department  and  the  citizens  of  California 

Editors  of  newspapers  and  others  are  privileged  to  use  matter  contained  herein.     Cuts  will  be  gladly  loaned  upon  request. 
Address  communications  to  California  Highways  and  Public  Works,  P.  O.  Box  1499,   Sacramento,   California. 

V0M6  FEBRUARY,  1938  No.  2 


Table  of  Contents 


Page 

Hig:hway  System  Inadequate  for  Needs  of  Today,  Illustrated 1 

By  C.  H.  Purcell,  State  Highway  Engineer 

Progress  on  Highways,  Illustrated 2-.5 

By  George  T.  McCoy,  Assistant  State  Highu-aii  Engineer 

Higlnvay  Afc-omplisliments  in  California  in  1937,  Illustrated 6-7 

By  Richard  H.  Wilson,  Office  Engineer 

Concrete  Pavement  Slab  Warp  and  Its  Prevention,  Illustrated 8-9 

By  C.   S.   Pope,   Construction  Engineer 

Realignment  at  Sunland  Completed,  Illustrated 10-11 

By  P.  A.  McDonald,  Assistant  Highivay  Engineer 

Photographs  of  Higlnvays  and  Bridges  Requiring  Improvement 12-13-14-15 

Livingston  Subway  Will  Abolish  Dangerous  Railroad  Crossing,  lllustrated_16-17 

By   C.   J.    Temby,  District    Office  Engineer 

New  Highway  in  Mojave  Breaks  Bad  Bottleneck,  Illustrated 18 

By  Merle  W.  Ellis,  Assistant  Highicay  Engineer 

Trees  Used  for  Snow  Fences  Are  Proving  W^orth,  Illustrated 19 

By  E.  S.  Whitaker,  Assistant  Landscape  Engineer 

Taft  to  Maricopa  Highway  Opened  With  Ceremonies,  Illustrated 20-21 

Scooter  Pot  Is  Something  New,  Illustrated 22 

Table  Showing  Adverse  Action  of  Soil  on  Concrete  Pavement 23 

Picture  of  New  Highway  Between  Fresno  and  Herndon 24 

Highway  Bids  and  Awards  for  the  Month  of  January,  1938 25 

Monthly  Report  of  tlie  Division  of  Water  Resources 26 

In  Memoriam — Comte   Edward   O'Connell 27 

San  Francisco-Oakland  Bay  Bridge  TrafSc  Report 28 

New  Highway  in  Mojave   (Continued) 28 


California  Must  Spend  Many 
Millions  in  Order  to  Keep 
Pace  With  Traffic  Demands 


INTO  the  midst  of  the  present  furor  over  the  proposal 
before  the  Congress  to  drastically  reduce  the  Federal  Aid 
Appropriation  for  highways,  let  us  introduce  and  con- 
sider the  present  condition  of  the  State  highway  systems  of 
the  various  states.  If  there  be  any  basis  whatever  for  a  reduc- 
tion in  highway  expenditures,  it  must  rest  upon  the  premise 
that  adequate  highway  facilities  are  now  in  existence  through- 
out the  nation. 

The  actual  facts  make  any  such  an  inference  incredible. 

For  instance,  reliable  information  proves  that  obsoles- 
cence, inadequacy  and  depreciation  render  at  least  half  of 
the  14,000  miles  in  the  highway  system  of  California  incap- 
able of  safely  and  satisfactorily  serving  the  traflBc  they  now 
bear,  and  conditions  in  California  are  neither  better  nor 
worse  than  the  other  States  of  the  Union. 

F'or  proof  let  us  examine  the  extent  of  completion  of  the 
system  in  this  State  point  by  point. 

SOME    VITAL    QUESTIONS 

Has  California  a  complete  and  adequate  network  of  major 
roads  with  no  further  need  for  reconstruction  due  to  tortuous 
and  dangerous  alignment,  excessive  grades,  or  obsolescence  ? 

Is  there  no  further  necessity  for  widening  narrow  and 
hazardous  widths  to  safely  accommodate  the  large  buses, 
trucks  and  other  commercial  vehicles  using  our  highways  in 
conjunction  with  an  ever  expanding  traffic  ? 

Are  all  of  our  antiquated  roads,  originally  located  by 
oxcart  methods,  satisfactorily  relocated  to  the  required  modern 
standards  of  safety  in  width,  grade  and  curvature  ? 

Have  all  dangerous  crossings  at  grade  with  railways  and 
important  highways  been  provided  for? 

Have  by-passes  been  provided  around  every  importanl 
metropolitan  community  to  avoid  and  mitigate  the  attend- 
ant traffic  congestion? 

Is  every  bridge  on  the  State  highway  system  of  amplr 
width  and  load  carrying  capacity  to  adequatelj^  serve  even 
the  present  traffic  to  which  it  is  subjected? 

AND    THE   ANSWER   IS    "no" 

The  answer  to  this  series  of  questions  by  any  well  informed 
citizen  of  this  State  is,  of  necessity,  an  emphatic,  "No!" 

As  a  matter  of  fact  none  of  the.se  objectives  has  been 
realized,  nor  is  there  any  reasonable  possibility  of  their 
attainment  in  the  near  future,  especially  if  there  is  any  cur- 
tailment of  highway  finances,  which  even  now  are  proving 
inadequate  for  the  task. 

It  may  help  to  convey  some  conception  of  the  magnitude 
of  the  problem  facing  the  highway  authorities  of  this  State,  if 
we  consider  the  current  estimated  cost  of  modernizing  our 
present  highway  system. 

At  the  present  vrnting,  statistics  indicate  that  approxi- 
mately 4600  miles  of  the  present  system  should  be  rebuilt 
immediately  to  adequately  and  safely  handle  the  traffic  to 
which  those  roads  are  subjected. 

It  is  estimated  an  expenditure  of  $100,000,000  will  be 
required  for  this  purpose. 

Traffic  figures  further  indicate  that  about  1200  miles  of 
the  present  system  should  be  widened  to  provide  divided 

(Continued  on  page   12) 


H Igh way  System. 
Inadequate  For 
Needs  of  Today 

By  C.  H.  PURCELL 

State  Highway  Engineer 


Intersection    of    U.    S.   99E    with    Southern    Pacific    Railroad 
Roseville.      Such    traffic    blockades    as    this    are    frequent. 


Progress  on  Highways 

By  GEORGE  T.  McCOY,  Assistant  State  Hishway  Engineer 


THE  RECENT  inspection  trip 
through  the  east  and  midwest 
undertaken  by  a  group  of  engi- 
neers from  the  Division  of  Highways 
in  connection  with  their  attendance 
at  the  1937  convention  of  the  Amer- 
ican Association  of  State  Highway 
Officials  in  Boston  was  valuable  in 
its  revelation  of  the  progress  being 
made  in  the  solution  of  highway  prob- 
lems. 

Each  of  these  engineers  made  a 
written  report  of  his  observations. 
The  consensus  of  opinion  revealed  bv 
these  reports  is  that  while  California 
can  justly  be  proud  of  her  State  high- 
way system,  nevertheless  from  the 
.standpoint  of  all  around  traffic 
service,  this  State  does  not  lead  the 
procession  in  modernization  of  high- 
way facilities  and  much  is  to  be 
learned  from  the  progressive  achieve- 
ments in  other  States. 

While  in  Massachusetts  the  group 
saw  about  200  miles  of  the  I\Iassa- 
chusetts  highway  system.  The  trip 
included  the  new  North  Shore  Di- 
vided Highway  north  of  Boston,  some 
of  the  roads  around  Lexington  and 
Concord  and  a  section  of  the  "Wor- 
cester-Boston highway. 

Of  particular  interest  is  the  new 
North  Shore  Highway,  of  which  all 
Massachusetts  engineers  are  justifi- 
ably proud.  It  will  eventually  con- 
nect with  more  adequate  facilities  the 
metropolitan  area  of  Boston  with  that 
of  New  York,  if  the  other  two  states, 
Rhode  Island  and  Connecticut,  across 
which  it  will  pass,  follow  the  same 
standards  of  construction. 

All  important  road  intersections 
are  designed  with  a  modified  clover 
leaf  type  construction  which  greatly 
reduces  traffic  congestion  at  those 
points. 

An  appreciable  mileage  of  divided 
roadway  with  frequent  grade  separa- 
tions of  intersecting  roads  has  helped 
materially  in  reducing  the  congestion 
previously  experienced  on  the  main 
turnpikes  radiating  from  Boston.  The 
use  of  a  wide  division  strip  was  par- 
ticularly noticeable.  On  most  of  these 
recent  improvements  dividing  strips 


GEORGE  T.  McCOY 

of  from  20  feet  to  30  feet  in  width 
have  been  used.  These  are  bordered 
by  flat  sloping  curbs  and  the  attract- 
iveness of  the  entire  road  is  enhanced 
bj'  the  grass-sodded  and  planted  strips 
and  side  slopes. 

MASSACHUSETTS    HIGHWAY    SYSTEM 

The  most  noticeable  features  of 
Massachusetts'  recent  construction 
are  extensive  use  of  a  patented,  bi- 
tuminous pavement  and  almost  ex- 
clusive use  of  granite  curbing.  The 
pavements  of  this  patented  type 
have  an  extremely  harsh  surface 
with  about  the  same  riding  quality 
as  the  most  severe  of  the  non-skid 
work  placed  on  our  Sacramento-San 
Francisco  road  in  the  vicinity  of 
Dixon. 

The  granite  curbing  is  used  on 
both  sides  of  the  dividing  strip,  the 
only  concrete  curbing  being  the  pre- 
cast white  cement  curbing  used  on 
the  noses  of  the  strip. 

NEW    YORK    IMPRESSIONS 

Leaving  Massachusetts  after  the 
convention,  they  spent  one  day  with 
the  New  York  Highway  Department, 
during  which  time  thev  saw  the  new 


Express  Highway  in  New  York  City 
and  about  200  miles  of  Parkway  on 
Long  Island. 

The  most  impressive  thing  about 
the  trip  over  New  York  highways  was 
the  boldness  reflected  in  the  location, 
design,  and  cost  of  the  work.  Great 
sums  of  money  have  been  spent  for 
beautification  on  the  Parkways,  all 
of  which  have  aq.  extremely  wide 
right  of  way,  usually  about  600  feet. 

From  their  observation  and  con- 
tacts, the  group  concluded  that 
the  New  York  authorities,  both  pol- 
itical, administrative,  and  engineer- 
ing, and  the  people  of  the  State  in 
general  have  been  more  thoroughly 
educated  to  the  problems  of  highway 
transportation  in  the  vicinity  of  a 
great  metropolis,  than  is  found 
either  in  the  middle  west  or  on  the 
Pacific  Coast,  even  though  the  prob- 
lems of  highway  transportation  and 
vehicular  movement  are  very  similar 
in  New  York,  Chicago,  Los  Angeles 
and  San  Francisco. 

New  York,  by  its  construction  of 
bridges,  tunnels,  elevated  roadways 
and  parkways  is  certainly  far  ahead 
of  any  other  city  or  State  visited  on 
the  trip  in  solving  highway  transpor- 
tation problems. 

COMPLICATED  JOB 

]Mr.  Robert  Moses,  Commissioner  of 
the  Department  of  Parks  of  the  City 
of  New  York,  assigned  the  engineer 
in  charge  of  the  job  to  escort  our 
group  over  the  west  side  improvement 
project  which  required  a  reclamation 
of  132  acres  of  land,  with  an  assessed 
valuation  of  $23,760,000. 

Mr.  A.  W.  Brandt,  Commissioner  of 
Highways  of  New  York  State,  accom- 
panied them  on  the  tour. 

This  project  demanded  the  prac- 
tical rebuilding  of  an  entire  railroad 
system,  the  only  all-freight  route  into 
Manhattan,  elevating  it  in  certain 
sections,  depressing  it  in  another,  and 
covering  it  in  a  third  bj'  an  express 
highway  for  motor  traffic. 

It  involved  also  the  development  of 


[Two] 


(February  i9}8)  California  Hightvays  and  Public  Works 


Part  of  the  West  Side  Improvement  project  along  the  Hudson  River  in  New  York  City,  showing  Riverside  Drive  Park  and 
shoreline  in  the  foreground  connecting  with  the  elevated  West  Side  Express  Highway  which  extends  along  the  waterfront  from 
72d   street  almost  to  the  southern   end   of  the  city. 


Riverside  Drive  into  one  of  the  finest 
parkways  in  the  nation. 

The  project  calls  for  a  "nonstop" 
highway  from  the  Battery  at  tho  tip 
of  Manhattan  to  Westchester  County. 
Only  at  strategic  points  can  this  high- 
way be  entered,  featured  by  separated 
grade  crossings.  This  route  riuis  al- 
most its  entire  length  directly  along 
the  Hudson  River. 

IMPRESSIVE  ACHIEVEMENT 

The  Riverside  Parkwaj'  alone  from 
72d  Street  to  Dyckman  Street  is  6.7 
miles  in  length  and  has  34-foot  sep- 
arated roadways,  with  six  grade  sep- 
aration structures.  It  has  a  maxi- 
mum grade  of  4  per  cent  and  a  2000- 
foot  minimum  radius  of  curvature  on 
the  main  highway.  There  is  a  mini- 
mum vertical  sight  distance  of  500 
feet. 

The  entire  West  Side  highway 
project  includes  that  section  from  the 
Battery  to  72d  Street,  which  com- 
prises an  elevated  express  highway 
only;  the  section  from  72d  to  Dyck- 


man Street,  just  below  the  Harlem 
River,  which  involves  the  Riverside 
Park  system ;  and  the  Henry  Hudson 
Parkway  from  Dyckman  Street  across 
the  double-deck  Henry  Hudson 
Bridge  over  the  Harlem  River 
through  the  Bronx  and  into  West- 
chester County. 

The  whole  project  constitutes  an 
impressive  achievement  of  planning 
and  execution. 

GREAT  BRIDGES  BUILT 

The  George  Washington  Bridge 
across  the  Hudson  River,  the  Ti-i- 
borough  Bridge  across  the  East  River 
and  connecting  roadways  are  perhaps 
the  outstanding  examples  in  this 
country  of  highway  construction  run- 
ning into  large  costs.  Enormous 
traffic  volumes  and  congestion  in  the 
confined  limits  of  Manhattan  Island 
justify  the  huge  expense  for  these  im- 
provements. They  are  featured  by 
traffic  lanes,  separated  on  and  off 
ramps,  separated  cross-traffic,  some- 
times with  two  and  three  level  road- 


way crossings,  to  take  care  of  a  huge 
volume  of  traffic  and  permit  of 
speedy,  safe  and  comfortable  flow  of 
vehicles. 

Without  such  facilities  traffic  would 
be  compelled  to  submit  to  hours  of 
delay,  moving  through  terriffic  traffic 
jams  with  their  acompanying  hazards. 

Many  bridges  have  been  built  across 
the  East  River  to  Long  Island,  some 
are  free  of  tolls  and  on  others  nominal 
charge.s  are  made.  These  bridges  con- 
nect to  modern,  high  standard, 
divided  highways  with  few  road  inter- 
sections except  those  of  the  so-called 
clover  leaf  type. 

By  this  method  of  separation  of  the 
grades  of  two  highways,  the  inter- 
secting roads  pa.ss  over  the  speedways 
on  artistically  constructed  concrete 
arches  faced  with  imported  cut  stone ; 
the  avenues  of  entrance  into  the 
speedways  consist  of  accelerating 
lanes  which  allow  incoming  traffic  to 
pick  up  speed  to  that  of  the  traffic  of 
the    main    highway    and    gradually 


California  Highways  and  Public  Works  (February  isss) 


[Three] 


Clover    leaf    design    grade    separation    typical    of    many    in    New   Jersey   by   which   vehicles   are  enabled   to 
without  interfering  with  through  traffic  and  congestion   is  eliminated. 


Take    turns    at    intersections 


pinch   in   without    causing'    aijpareiit 
congestion. 

MOST    MODERN    DEVELOPMENT 

The  parkways  on  Long  Island, 
which  are  especially  outstanding  by 
reason  of  their  roadside  development 
and  separations  from  conflicting 
cross-traffic,  permit  a  rapid  and  com- 
fortable flow  of  traffic  fi-om  the  resi- 
dential communities  of  Long  Island 
into  the  main  city,  and  to  recreational 
facilities  and  extensive  public  beaches 
in  this  area. 

Our  engineers  had  one  day  in  New 
Jersey,  leaving  New  York  through 
the  Holland  Tubes  going  south  over 
New  Jersey's  Skyway  and  over  U.  S. 
No.  1,  New  Jersey's  Route  No.  2-^. 
to  New  Brunswick,  returning  on 
State  Routes  through  Bound  Brook, 
Plainfield,  Elizabeth,  and  the 
Oranges  to  the  George  Washington 
Bridge. 

In  New  Jersey  the  most  outstand- 
ing construction  feature  is  the 
large  number  of  grade  separations 
where  important  highways  intersect, 
the  most  elaborate  being  the  intersec- 
tion of  Routes  2  and  4  just  east  of 


Areola.  This  intersection  combines 
long  "Y"  connections  with  an  inner 
clover  leaf  design. 

FINE    DIVIDED    ROADWAYS 

New  Jei-sey  also  has  some  very  fine 
examples  of  divided  roadways,  pro- 
vided with  an  unusually  large  num- 
ber of  openings  in  the  dividing  strip 
which  seem  in  a  way  to  offset  to  a 
large  degree  the  safety  sought  for. 

The  highway  department  is  now 
using  a  minimum  width  of  22  feet 
for  the  dividing  strips  and  is  think- 
ing of  adopting  .35  feet  as  a  mini- 
mum. On  all  of  the  22-foot  strips, 
curbing  is  provided  on  both  sides ; 
while  on  the  35-foot  separation  such 
as  Route  23,  the  curbing  has  been 
omitted.  The  State  is  now  experi- 
menting with  a  new  fluted  faced  re- 
flecting type  curb  and  has  just 
recently  awarded  the  first  contract 
for  a  20-mile  installation. 

In  discussing  the  divided  roadways 
with  Mr.  Giffin,  State  Engineer  of 
Surveys  and  Plans,  he  expressed  the 
conviction  that  the  width  of  the  di- 
vided strip  should  either  be  sufficient 
to  be  of  practical  benefit  as  a  safety 


zone  in  covering  the  turning  or  cross- 
ing vehicle  or  drop  to  a  minimum  of 
four  or  six  feet,  and  that  little  was  to 
be  gained  by  intermediate  widths  of, 
say.  ten  or  twenty  feet.  The  State 
engineers  have  also  concluded  that  the 
4-lane  divided  roadway  for  rural 
roads  represents  the  ultimate  in 
efficient  operation  and  that  rather 
than  add  additional  lanes,  new  paral- 
lel routes  should  be  constructed. 

PARALLEL   ROAD   TREND 

The  tendency  in  highway  construc- 
tion in  New  Jersey  leans  toward  a 
policy  different  from  that  encountered 
in  any  other  State  visited  or  from  that 
now  in  general  use  as  applied  to 
California.  Where  modern  20-foot 
pavement  has  reached  a  point  of 
saturation,  from  the  standpoint  of 
traffic,  intersections  and  constructed 
roadside  activities,  such  as  market 
centers,  etc.,  their  general  plan  seems 
to  be  to  allow  this  road  to  exist  as  it 
Ls  and  to  construct  a  parallel  high- 
way. 

A  four-lane  divided  section  is  used 
on  the  new  alignment  where  the  prob- 
lems   of    intersections    can    be    more 


[Four] 


(February  i9}s)  California  Highways  and  Public  Works 


easily  solved  and  right  of  way  costs, 
as  far  as  the  readjustment  of  existing 
facilities  is  concerned,  are  not  pro- 
hibitive. 

MICHIGAN   VISITED 

From  New  Jersey  the  group  went 
to  Michigan  and  viewed  the  famous 
WajTie  County  concrete  road  con- 
struction in  the  vicinity  of  Detroit. 
Wayne  County  lays  claim  to  being  the 
originator  of  concrete  road  construc- 
tion. The  multi])Iication  of  this  type 
of  highway  has  been  prolific.  Port- 
land cement  concrete  is  the  Michigan 
standard  type  of  pavement  construc- 
tion, but  very  few  sections  have  the 
oiled  or  surfaced  shoulders  now 
.standard  construction  in  the  West. 

Two  planes  were  brought  down 
from  Lansing  and  our  little  delega- 
tion was  flown  to  the  upper  peninsula 
across  the  Straits  of  ]\Iackinac  where 
the  Michigan  Highway  Department 
hopes  to  eventually  build  a  bridge 
connecting  the  upper  and  lower 
peninsulas  of  the  State. 

BROAD    HIGHWAYS 

Ample  width  of  right  of  way  se- 
cured year.s  ago  on  some  of  the  main 
tratific  arteries  radiating  from  Detroit, 
permitting  comprehensive  and  satis- 
factory expansion  of  the  highway  of 


both  divided  and  undivided  types, 
was  perhaps  the  outstanding  feature 
of  some  of  the  highways  visited  in 
Michigan.  This  pertains  especially 
to  roads  in  the  immediate  vicinity  of 
Detroit  and  lying  within  Wa.yne 
County. 

An  interesting  and  attractive  ex- 
ample of  fitting  a  highway  into  the 
landscape,  and  of  developing  the 
roadside  with  native  material,  is  the 
Lakeshore  Road  on  the  upper  penin- 
sula of  Michigan  running  westerly 
from  St.  Ignace  along  the  northerly 
shore  of  Lake  Michigan. 

SERVICE  TO  MOTORISTS 

In  Michigan  are  some  of  the  old- 
est divided  roadways  seen  on  the 
trip,  some  of  them  having  been  in 
service  for  ten  to  fifteen  years. 

The  Michigan  Highway  Depart- 
ment is  paying  more  and  more  atten- 
tion to  service  to  motorists  in  the  way 
of  road  information  and  roadside 
picnic  and  rest  facilities.  This  i.s 
particulai'ly  true  in  the  northern  half 
of  the  State  where  a  large  per  cent  of 
the  traffic  is  recreational.  The  high- 
way department  has  spent  a  consider- 
able amount  of  money  in  developing 
the  roadside  parks  in  this  area. 

In  Chicago  the  group  stopped  one 
day  for  a  trip  over  the  new  Chicago- 


Milwaukee  road  just  being  completed 
by  the  States  of  Illinois  and  Wiscon- 
sin. This  is  a  high  type  divided  road 
with  a  30-foot  dividing  strip  and  in 
Illinois  has  been  curbed  on  both  sides, 
while  in  Wisconsin  the  curbing  has 
been  omitted. 

Chicago's  l.akeshore  drive 
Confronted  with  a  situation  similar 
to  that  of  New  York,  Chicago  has 
developed  the  Outer  Drive  or  Lake- 
shore  Drive,  consisting  partly  of  an 
elevated  roadway  and  of  a  divided 
parkwaj'  with  side  service  roads. 

Observing  the  movement  of  traflBc 
on  this  six -lane  road,  on  which  traflBc 
lights  are  so  arranged  and  coordi- 
nated as  to  permit  unobstructed  and 
uninterrupted  flow  for  considerable 
distances,  caution  is  impressed 
against  expansion  which  runs  into 
too  many  lanes.  Observations  would 
indicate  that  efficiency  is  consider- 
ably reduced  and  hazard  increased. 
Throughout  this  eastern  trip  and 
particularly  in  the  States  of  Massa- 
chusetts, New  York,  and  New  Jersey, 
the  most  noticeable  feature  to  the  visi- 
tors from  California  was  the  excellent 
appearance  of  the  liighways,  even 
though  close  observation  indicates  less 
attention    to    maintenance.      This    is 

(Continued  on  page  27) 


Numerous  grade  separation  structures  like  the  above  provide  safe  traffic   movement  on  the   New  York   Parkway   systems 
suburban   areas.     The  overpass  bridges  are  built   of  steel  and  faced  with   imported  cut  stone  blocks. 


in   city   and 


California  Highways  and  Public  Works  (February  i9ss) 


I  Five! 


Highway  Accomplishments 
in  Califomia  in  1937 


By  RICHARD  H.  WILSON,  Office  Ensineer 


CONSTRUCTION  and  mainte- 
nance operations  of  the  Cali- 
fornia Division  of  Highways 
are  based  upon  budgetary  set-ups  for 
biennial  periods  of  two  fiscal  years. 

The  present  biennium,  including 
the  89th  and  90th  fiscal  years,  began 
July  1,  1937,  and  extends  to  June  30, 
1939.  Thus,  the  calendar  year  of  1937 
was  composed  of  the  closing  six 
months  of  the  biennium  including  the 
87th  and  88th  fiscal  years  and  the 
first  quarter  of  the  current  biennium. 

The  total  for  construction  projects 
placed  under  way  during  the  calendar 
year  does  not  represent  normal  ac- 
tivities for  any  one  fiscal  year  for 
both  the  closing  quarter  of  one  bien- 
nium and  first  quarter  of  a  new 
biennium  are  usually  under  the  aver- 
age for  the  other  quarters  as,  in  one 
instance,  the  work  consists  of  getting 
under  way  the  few  remaining  projects 
of  a  biennium  and  in  the  other  case 
unavoidable  uncertainties  tend  to  de- 
lay early  progress  in  advertising 
projects  for  bids. 

MILLIONS  FOE   HIGHW^AYS 

Even  under  these  conditions,  how- 
ever, the  construction  and  mainte- 
nance activities  of  the  California 
Division  of  Highways  during  the 
calendar  year  of  1937  amounted  to 
$29,217,600  in  contracts  awarded  and 
work  orders  approved  for  day  labor 
in  improvement  to  the  State's  high- 
ways. 

Of  this  figure,  $19,509,900  was  the 
cost  of  contracts  and  day  labor  con- 
struction put  under  way  during  the 
year  and  financed  from  State  and  fed- 
eral funds.  Financing  this  work  re- 
quired $12,921,400  in  funds  allocated 
to  the  Division  of  Highways  from  the 
State's  gasoline  tax  and  motor  vehicle 
registration  fees  and  $6,588,500  in 
funds  on  which  reimbursement  will 
be  had  from  federal  moneys  appor- 
tioned to  California. 

The  $6,588,500  in  federal  funds 
consists  of  regular  Federal  Aid, 
Works  Program  funds,  Grade  Cross- 


RICHARD  H.  WILSON 

ing  and  Feeder  Roads  funds  for  the 
fiscal  year  ending  June  30,  1938. 

SEGREGATION   TO  FUNDS 

Segregation  to  the  various  funds 
from  which  the  money  for  the  $19,- 
509,900  in  construction  has  been  al- 
lotted is  shown  in  the  following  sum- 
mation : 

Regrular  Federal  Aid  for 

fiscal  years  ending  June 

30,  1937  and  1938 $5,003,800 

Works  Program  High- 
way funds 563,700 

Federal    Grade    Crossing 

funds    for    fiscal    year 

ending  June  30,  1938__  934,800 
Federal      Feeder      Road 

funds    for    fiscal    year 

ending  June  30,  1938__  86,200 
State  highway  fund 12,921,400 


Total $19,509,900 

The   total   amount  of  construction 


and  maintenance  placed  under  way 
between  January  1,  1937,  and  Decem- 
ber 31,  1937,  and  provided  for  under 
the  total  of  $29,217,600  is  divided  to 
the  various  classes  of  the  Division's 
activities  as  follows : 

Construction  and  recon- 
struction   $19,509,900 

Maintenance 9,557,700 

Maintenance  and  Opera- 
tion of  San  Francisco- 
Oakland  Bay  Bridge. _       150,000 

Total $29,217,600 

CONSTRUCTION    PROGRESS 

Progress  of  construction  activities 
in  improvement  to  the  State  highway 
system,  which  provided  for  a  total 
of  1,212  miles  of  highway  graded, 
surfaced,  paved  or  oiled  and  50 
bridges  and  grade  separations  con- 
structed, is  shown  in  the  following 
tabulation  giving  the  type  of  im- 
provement together  with  the  mileage 
for  each  type : 

Type  of  Improvement  Miles 

Pavement 126 

Plant-mix  surfacing 174 

Road-mix  surfacing 99 

Oiled  Gravel  Surfacing  (arm- 
or coat,  etc.) 438 

Untreated  gravel  or  stone  sur- 
facing    2 

Graded   roadbed 30 

Dust  Oil  roadbed 179 

Shoulder  construction  or  oil- 
ing     164 

Bridges  and  Grade  separations  (50) 

Miscellaneous  contracts 

Total   1,212 

The  type  designation  in  the  above 
tabulation  gives  the  kind  of  surfac- 
ing on  the  completed  improvement 
and  in  each  instance  includes  the 
necessary  grading  required  for  any 
given  project.  In  certain  cases  the 
grading  and  drainage  structures  have 
been  the  major  portion  of  the  projects, 
but  the  improvement  has  been  in- 
cluded    under     the     surface     type. 


[Sixl 


(February  19}  s)  California  High-ways  and  Public  Works 


I    Type   of   highway   built    last   year.      Looki 


south   from    new   Santa    Margarita   River 
foot  asphalt  concrete   pavement. 


Bridge   in   San    Diego   County   showing   new  forty- 


Listed  slioulder  improvements  include 
contracts  which  involved  work  on 
shoulders  only. 

June  30,  1937,  marked  the  close  of 
the  budgetary  biennium  for  the  87th- 
88th  fiscal  years  and  July  1st  the  be- 
ginning of  the  current  biennium  in- 
cluding the  89th  and  90th  fiscal  years 
and  during  the  closing  six  months  of 
the  last  biennium  contract  construc- 
tion in  the  amount  of  $3,830,500  prac- 
tically closed  out  the  available  funds 
from  that  and  preceding  biennial 
periods. 

CONTRACTS  SPEEDED 

On  J\lay  4th,  the  State  Legislature 
adopted  and  the  Governor  approved 
the  budget,  and  on  May  10th,  the  first 
contract  to  be  financed  from  funds 
provided  for  the  current  biennium 
was  awarded  by  the  Director  of  Pub- 
lie  Works.  The  Division  of  Highways 
was  so  well  prepared  to  immediately 
advertise  for  bids  projects  which  were 
to  be  financed  under  the  budget  for 
the  current  biennium  that  by  July 
1st  contracts  in  the  amount  of  $2,248,- 
900  had  been  awarded. 

This  activity  in  placing  construc- 
tion contracts  under  way  has  been 
continued  during  the  past  six  months 
to  the  end  that  by  December  31st  con- 
tracts amounting  to  $10,154,100  and 
financed  from  budgeted  funds  for  the 
current  biennium,  federal  grade  cross- 
ing and  feeder  road  funds  had  been 
awarded. 

It  is  hoped  that  construction  ac- 
tivities on  State  highways  will  con- 
tinue at  this  rate  during  1938.  How- 
ever, should  Congress  comply  with 
the  I'econimendations  of  the  President 


that  Federal  Aid  ajiportioned  to  the 
States  for  highway  improvement  dur- 
ing the  fiscal  year  ending  June  30, 
1939,  be  canceled,  the  construction 
activities  of  the  Division  of  Highways 
would  be  curtailed  by  some  $8,000,000. 

ALTAMONT   PASS 

In  regard  to  the  construction  placed 
under  way  during  1937,  the  follow- 
ing brief  descriptions  are  given  of  a 
few  of  the  larger  and  more  important 
improvements. 

In  Alameda  County,  construction 
on  improved  alignment  of  the  State 
highway  connecting  Oakland  and  the 
bay  area  with  Stockton  and  the  upper 
San  Joaquin  Valley  via  the  Altamont 
Pass  was  begun  early  in  the  summer 
and  is  jjrogressing  rapidly. 

The  project  has  involved  some  of 
the  heaviest  grading  ever  undertaken 
by  the  State,  including  the  movement 
of  nearly  2,000,000  cubic  yards  of 
earth  in  the  excavation  of  the  road- 
wav  a  n  d  necessitating  about 
30,000,000  stations  yards  of  overhaul. 
The  new  routing  of  this  heavily 
traveled  arterial  lies  to  the  south  and 
east  of  the  existing  highway,  is  about 
8.4  miles  in  length,  and  will  jirovide 
four  lanes  of  bituminous  treated  rock 
surfacing  with  the  opposing  lines  of 
traffic  separated  by  a  curbed  divid- 
ing strip  four  feet  wide. 

CRADE  SEPARATIONS 

In  the  construction  of  this  new 
route  it  has  been  necessary  to  pro- 
vide four  grade  separations,  two  each 
with  the  tracks  of  the  Southern  Pacific 
and  Western  Pacific  Railroads.  Two 
of  these  separations  are  accomplished 


by  a  single  overhead  structure  near 
the  westerly  end  of  the  project  at 
Crreenville.  The  second  separation 
with  the  Southern  Pacific  Railroad  is 
an  overhead  crossing  at  Redmond  and 
the  second  with  the  Western  Pacific 
Railway  is  a  subway  at  Stone  Cut. 
The  central  dividing  strip  is  carried 
through  the  three  structures. 

The  construction  of  this  project  is 
one  of  the  most  important  improve- 
ments made  to  the  State  highwaj's  in 
Xorthern  California  in  recent  years 
and  its  completion  will  eliminate  from 
the  State  system  the  narrow,  tortuous 
route  of  the  old  road  through  the 
Altamont  Pass  on  which  traffic  con- 
gestion has  greatly  increased  in  recent 
years.  It  is  estimated  that  the  cost 
of  this  improvement,  including  the 
grade  separations  will  amount  to 
about  $1,200,000. 

CUESTA   GRADE  PRO.JECT 

Another  heavy  grading  job  in  con- 
nection with  the  revision  in  align- 
ment of  a  main  artery  is  the  project 
involving  the  reconstruction  of  the 
Coast  Route  at  the  Cuesta  Grade 
about  six  miles  north  of  San  Luis 
Obi.spo.  Here  again,  the  widening  of 
the  crooked  two  lane  highway  was 
found  to  be  impracticable  and  a  new 
routing  is  being  constructed  on  the 
southerly  side  of  the  canyon. 

The  new  road  will  provide  for  four 
lanes  of  bituminous  rock  surfacing 
with  opposing  traffic  ways  separated 
by  a  curbed  dividing  strip  and  curva- 
ture standards  designed  for  modern 
trunk  highway.s.  It  will  be  3.3  miles 
long,  extending  from  San  Luis  Obispo 

(Continued  on  pagi'  2iii 


California  Highivays  and  Public  Works  (February  i9)s) 


[Seven] 


CONCRETE  PAVEMENT  SLAB 
WARP  AND  ITS  PREVENTION 


By  C.  S.  POPE,  Construction  Engineer 


This  is  the  first  of  two  articles  dealing  with  highway  concrete  pavement  distortion  and  measures  for  its  pre- 
vention and  relief  which  have  been  prepared  by  C.  S.  Pope,  Construction  Engineer  of  the  Division  of  Highways. 
The  second  installment  will  be  published  in  the  March  issue  of  California  Highways  and  Public  Works. 


DURING  1932  a  Portland  ce- 
ment concrete  pavement  was 
constructed  between  Williams 
and  Maxwell  on  a  foundation  of  some 
twelve  inches  of  bank  run  gravel. 

On  completion  the  pavement  pre- 
sented a  smooth  and  pleasing  riding 
surface,  but  within  a  few  weeks  time 
a  noticeable  roughness  became  appar- 
ent which  became  so  pronounced  as  to 
be  the  subject  of  inquiry  by  Director 
of  Public  Works  Earl" Lee   Kelly. 

Investigations  were  undertaken  by 
the  ^laterials  and  Research  Labora- 
tory at  the  request  of  the  District 
Office  and  the  Construction  Depart- 
ment. A  rather  complete  report  by 
Assistant  Testing  Engineer  0.  J. 
Porter  indicated  the  following  con- 
ditions : 

LABOEATORY  REPORT 

1.  The  subsoil  over  which  the 
gravel  blanket  had  been  laid  showed 
high  shrinkage  and  swell  when  sub- 
jected to  loss  or  additions  of  moisture. 

2.  The  gravel  blanket  itself  was 
composed  of  material  not  entirely 
free  from  changes  in  volume  follow- 
ing changes  in  moisture  content. 

3.  Expansion  joints  which  had 
been  placed  across  the  pavement  at 
intervals  of  about  60  feet  were  im- 
perfectly sealed  against  the  infiltra- 
tion of  rain  water. 

4.  The  moisture  content  of  subsoil 
and  of  gravel  blanket  under  expan- 
sion joints  greatly  exceeded  the 
normal  moisture  content  under  the 
mid-point  of  paving  slabs. 

5.  The  ends  of  slabs  at  expansion 
joints  had  raised  from  i  inch  to  1  inch 
due  to  expansion  of  the  underlying 
soil — the  amount  of  expansion  vary- 
ing with  the  percentage  of  moisture. 

I\lr.  Porter  found  that  by  intro- 
ducing water  at  the  mid-point  of 
slabs     through     core     holes     drilled 


I  Eight] 


Compacted    imported    borrow    removed    to 
show  membrane  seal   intact. 

through  the  slab  to  equalize  moisture 
content  in  the  subsoil  at  all  points 
under  the  pavement,  and  by  reseating 
the  joints  effectively,  the  surface  of 
the  pavement  gradually  returned  to  a 
true  plane. 

During  the  investigations  by  the 
State  of  the  Williams  pavement,  the 
Portland  Cement  Association  under- 
took a  cooperative  investigation  of 
leaving  warp  on  a  much  wider  scale. 
This  investigation  included  Cali- 
fornia, together  with  the  States  of 
Kansas,  Missouri,  Minnesota,  and 
Texas,  and  the  vvTiter  became  the 
California  representative  on  the  gen- 


(February  1938 


eral  committee  reporting  to  the  Na- 
tional Research  Board.  The  reports 
submitted  by  the  various  States  in- 
cluded written  matter,  diagrams, 
drawings,  and  photographs  compris- 
ing several  hundred  pages. 

CONCLUSIONS  OF  STUDY 

The  conclusions  arrived  at  in  the 
California  stud,y  constitute  the  sub- 
ject matter  of  this  article  and  are  as 
follows : 

A.  Soil  or  Other  Conditions  Which 
Prevent  or  Cause  Warping 

1.  Warping  on  sandy  subgrades  is 
practically  negligible. 

2.  Warping  on  silty  subgrades  is 
usually  dependent  upon  the  amount 
of  clay  in  the  silt  and  on  its  ability 
to  absorb  water. 

3.  Warping  is  most  severe  on  clay 
type  or  plastic  soils  (such  as  adobe  in 
California)  which  are  known  to  be 
of  an  expansive  nature  and  which  at 
the  time  of  surfacing  with  paving 
have  a  moisture  content  so  low  that  it 
may  be  readily  increased  through 
leakage  at  the  joints.  (See  Figure  1 
on  page  23.) 

B.  Causes  of  Warping 

1.  Warping  of  concrete  pavement 
slabs  as  indicated  by  high  joints  has 
been  caused  by  swell  of  sub-soil  in  a 
zone  extending  about  5  feet  each  side 
of  expansion  or  other  through  joints. 
Tests  indicate  that  increase  in  moist- 
ure content  of  subgrade  of  as  little  as 
5  per  cent  between  that  found  under 
the  center  of  the  slab  and  that  found 
under  the  zone  adjoining  the  expan- 
sion joint  will  cause  a  warping  of  the 
pavement  of  as  much  as  i  inch. 

2.  Warping  of  slabs  is  influenced 
by  rainfall  where  joints  are  not  fully 
waterproofed  and  where  the  moisture 

I)  California  Hightvays  and  Public  Works 


^^m 


These  pictures  show  three  progressive  operations  in  laying  Portland  cement  concrete  pavement.  Upper — Membran 
ready  for  imported  borrow.  Center — Motor  grader  spreading  imported  borrow  over  membrane  seal.  Lower — Import 
place  on   membrane  seal    ready  for  grading  and    paving   operations. 


le  seal   in  place 
ported    borrow    in 


content  of  the  subgrade  under  the 
slabs  varies  in  percentage  throughout 
the  lineal  dimension  of  the  highway. 
3.  Warping  is  often  seasonal  or 
cyclic  in  pavements  where  the  admis- 
sion of  additional  moisture  to  the  sub- 


grade    through    joints    or    by    other 
means  is  not  jirevented. 

C.  Methods  of  Preventing  Warping 

Warping  has  not  occurred  on  con- 
crete pavements  constructed  in  Cali- 


fornia by  the  following  methods: 

1.  Designing  the  grade  line  so  that 
highly  expansive  soils  were  either  not 
included  in  the  subgrade  or  were  re- 
moved and  replaced  by  otlier  soil  of 
a  nonexisting  nature. 


California  Hightvays  and  Public  Works  {February  i9is) 


(Continued  on  page 


I  Nine  1 


iSnnripmS^  ji]]]]liii^ """""j 


■> 


>•  4*  >    ': 


^ 


New   concrete    bridge   over   the    south    overflow   channel    of    Big    Tujunga    Wash. 


Realignment  at  Sunland  Completed 

By  P.  A.  McDonald,  Assistant  Highway  Ensineer 


STATE  Iliglnvay  Route  No.  9,  or 
Foothill  Boulevard,  a.s  the  name 
would  implj-,  follows  along  the 
base  of  the  mountains,  starting-  at  the 
city  of  San  Bernardino,  extending 
westerly  through  the  foothill  towns 
and  uity  of  Pasadena  to  a  junction 
with  State  Routes  4  and  23  at  a  point 
just  below  the  Xewhall  Tunnel  at  the 
westerly  Los  Angeles  city  limits. 

It  not  only  serves  to  carry  through 
traffic  from  the  San  Joaquin  Valley 
and  points  nortli  to  San  Bernardino 
and  points  east,  and  vice  versa,  but 
forms  an  important  |)art  of  the  metro- 
l)olitan  Los  Angeles  highway  system, 
enabling  through  traffic  to  by-pass 
the  downtown  Los  Angeles  traffic  con- 
gestion. 

Recently  completed  in  Los  Angeles 
city  and  forming  an  imi)ortant  link 
in  that  portion  of  the  route  between 
Pasadena  and  the  junction  with 
Route  4  near  the  Newhall  Tunnel, 
is  a  section  of  Foothill  Boulevard,  be- 
Iween  Fenwick  Street  and  Terra 
Bella  Street.  It  is  2.90  miles  in 
length,  lying  adjacent  to  the  com- 
munity of  Sunland,  and  approxi- 
mately four  miles  northeasterly  of 
the  city  of  San  Fernando.  The  new 
highway  location  effects  a  saving  of 
2500  feet  over  the  previous  distance 
traveled. 

[Ten] 


DANGEROUS   CURVES   ELIMINATED 

This  work,  completed  under  two 
Department  of  Public  Works  eon- 
tracts,  consisted  of  reconstructing  the 
old  narrow,  inadequate  traveled  way 
built  in  1921  on  a  curving  and 
dangerous  alignment  as  measured 
against  present  day  traffic  require- 
ments and  higher  speed.  Two 
dangerous  right  angle  turns  were 
eliminated,  and  a  new  bridge  con- 
structed, crossing  over  the  south  or 
overflow  channel  of  the  Big  Tujunga 
Wash,  in  addition  to  extensive  recon- 
struction work  in  wi;lening  and  utiliz- 
ing the  major  ])ortions  of  the  exist- 
ing bridge  across  the  north  or  main 
channel  of  this  wash. 

Formerly  this  wash  carried  the 
runoff'  from  a  large  area  in  the 
mountains  northeast  of  Pasadena 
with  resulting  tremendous  floods  in 
time  of  heavy  storm,  but  with  com- 
pletion in  recent  years  of  a  flood  con- 
trol dam  eleven  miles  above  tlie  high- 
way, the  possibility  of  future  danger 
from  heavy  flows  has  been  largely 
eliminated. 

WASH     BRIDGE     RECONSTRUCTED 

In  addition  to  the  two  right  angle 
turns  that  existed  on  the  old  traveled 
jmrtions   of   Route   9,   the   old   align- 


ment at  the  north  end  of  the  bridge 
over  the  Big  Tujunga  Channel  fol- 
lowed along  a  dangerous  curve  of  250 
feet  radius.  Easterly  of  the  Big 
Tujunga  Wash  the  alignment  of  the 
old  roadwa.y  was  curving  with  re- 
verse curves  of  600  foot  j-adius  and 
limited  sight  distance. 

The  new  Foothill  Boulevard  sec- 
tion i>rovides  a  minimum  radius  of 
curvature  of  1100  feet,  with  onlj^  one 
curve  of  this  minimum  located  at  the 
north  end  of  the  bridge  over  the  main 
channel  of  the  Big  Tujunga  Wash. 

This  structure,  originally  construct- 
ed by  the  Department  of  Publ  it- 
Works  in  1921,  consisted  of  sixteen 
reinforced  concrete  simple  girder 
spans  on  mass  piers  and  abutments, 
with  concrete  railings,  and  a  twenty- 
one  foot  width  roadway  with  no  side- 
walk. It  has  been  extensively  recon- 
.structed,  and  four  spans  eliminated 
reducing  the  overall  lengtli  by  some 
200  feet.  The  reconstructed  width 
provides  a  clear  44  foot  roadwav  with 
an  additional  2i  foot  sidewalk  width. 
At  the  westerly  end  of  the  project, 
junction  is  made  with  the  existing 
Foothill  Boulevard  near  Terra  Bella 
Sti-eet  through  a  curve  of  IfiOO  foot 
radius.  Thus  all  sharp,  dangerous, 
curving  alignment  and  right  ande 
turns   are   eliminated   and  sight   dis- 


(Fcbruary  193S)  California  Hightvays  and  Public  Works 


Typical    view    of    completed    roadway.      Big    Tujunga    Canyon    in    background. 


taiice  improved,  which  ooiulitioiis 
heretofore  made  this  a  section  of  high- 
way where  frequent  traffic  accidents 
occurred. 

The  improvement  was  designed  and 
constructed  in  such  a  manner  as  to 
utilize  a  consideralile  portion  of  tlie 
ohl  improvements,  at  tlie  same  time 
providing-  a  new  highway  built  to 
jiresent  recognized  standards.  The 
im])rovement  throughout  was  graded 
to  a  mininuim  width  of  60  feet  in- 
creased to  a  width  of  74  feet  between 
curbs  through  subdivided  land. 

Where  improvement  follows  a  new 
locatio'i.  two  stri])s  of  standard  Port- 


land cement  concrete  pavement  were 
]ilaced,  and  where  new  construction 
follows  along  the  old  center  line,  the 
existing  15  foot  Portland  cement  con- 
crete pavement  was  improved  by 
placing  a  second  story  of  asphalt  con- 
crete. 

Roadway  shoulders  throughout 
were  further  imjiroved  for  a  distance 
of  ten  feet  on  either  side  of  pave- 
ment by  the  road-mix  method. 

The  entire  improvement  was  let 
in  two  contracts,  one  contract  for 
grading  and  paving  in  the  amount  of 
$12].:^20  awarded  to  C.  0.  Sparks  & 
.Muuilo  Engineering  Company,  ^larch 


31,  l!t.'i7  ;  and  the  second  for  the  ccni- 
struction  of  the  two  bridges  in  the 
amount  of  $124,900  awarded  to  Ev- 
erts &  Dunn,  on  the  same  date  as  the 
highway  contract.  Work  of  grading 
and  paving  was  completed  on  Janu- 
ary 14,  1!)3S,  and  the  bridge  work 
was  com})leted  January  18.  1938. 

Resident  Engineer  A.  D.  limiting 
of  the  Southei'n  Bridge  District 
supervised  cousti'uction  operations 
for  the  State  under  the  bridge  con- 
tract, and  Resident  p]ngineer  W.  J. 
Calvin  of  the  District  VII  otfice  of 
the  Division  of  Highways  represented 
the  State  on  the  highwav  contract. 


View    easterly    over    new    bridge    across    Big    Tujunga    Wash    overflow    channel.      Old    sharply    curvi 

ground   and    left   background   of   new   construction. 


alignment    shown    to    riglit    for 


California  Highways  and  Public  Works  (fcbmary  isisj 


lEle 


Highways  to  Cost 
Many  Millions  to 
Make  Them  Safe 

(Cuiitiiiued  from  page  1) 

multi-lane  roads.  These  are  the 
major  arteries  of  commerce  of  the 
State,  and  the  financial  problem  is 
complicated  by  the  expensive  right 
of  way  problems  and  high  structural 
standards  necessarily  a  part  of 
modem  highways  of  this  type. 

The  cost  of  doing  this  work  is  esti- 
mated at  $200,000,000  minimum. 

rXSAFE   HIGHWAYS   AXD   BRIDOES 

In  addition,  planning  surveys  indi- 
cate the  necessity  for  relocating  over 
1000  miles  of  existing  highway  to 
provide  adequate  standards  of  align- 
ment, grade  and  sight  distance  to 
successfully  and  safely  serve  the 
ever  increasing  traffic  needs. 

It  is  estimated  that  $50,000,000 
will  be  required  for  this  task. 

Finally,  of  the  3300  odd  bridges 
upon  the  State  highway  system,  care- 
ful condition  surveys  have  disclosed 
that  approximately  2300  are  inade- 
quate, either  structurally  or  because 
of  dangerous  approaches  or  narrow 
widths,  and  should  be  rebuilt. 

The  cost  of  this  item  is  estimated 
at  $70,000,000. 

Indeed,  there  are  400-odd  bridges 
nf  the  above  number,  so  structurally 
unsound  as  to  require  restrictive  post- 
ing for  limited  loads  and  speeds. 
These  constitute  hazardous  menaces  to 
traffic  for  there  is  always  someone 
willing  to  take  a  chance  with  an  over- 
load. Too  often  the  result  of  sucli  an 
arrogant  disregard  of  this  restrictive 
warning  is  the  collapse  of  an  entire 
structure  M'ith  all  the  attendant  block- 
age of  traffic  until  a  new  structure 
can  be  built. 

HUGE    FUND    REQUIRED 

These  bridges  are  being  replaced  as 
i-apidly  as  limited  funds  permit,  but 
to  replace  or  adequately  repair  them 
all  would  require  .$10,000,000. 

In  summary,  we  fiiul  that  appro.xi- 
mately  $420,000,000  could  econom- 
ically and  justifiablj'  be  spent,  in  tliis 
State  alone,  for  road  and  bridge  con- 
.struction.  There  is  not  included  in 
the  above  amount  any  sum  for  the 
construction   of   those   highly   expen- 


From  top  to  bottom — A  danger  spot  on  heavily  traveled  U.  S.  101  near  Santa 
Barbara.  Guard  rail  emphasizes  the  narrowness  of  this  coast  connection  in  San  Mateo 
County.  Another  impediment  to  smooth  flow  of  traffic  near  Sunol,  Alameda  County. 
Alignment  such  as  this  is  both  a  bottle-neck  and  hazard  on  Redwood  highway  near 
Petaluma,   Sonoma   County. 


[T-welve] 


(February  193S)  California  Highways  and  Public  Works 


sive  systems  of  elevated  highways  so 
frequently  proposed  for  metropolitan 
areas,  even  though  there  may  well  be 
sound  economy  and  merit  in  the  sug- 
gestions. This  amount  represents  the 
sum  which  should  be  spent  now,  to 
modernize  our  roads  for  present  con- 
ditions, and  does  not  constitute  an 
attempt  to  estimate  the  cost  of  com- 
pleting our  highway  system. 

Since  the  inception  of  State  high- 
way's in  1912,  there  have  been  numer- 
ous and  repeated  efforts  to  estimate 
the  cost  of  completing  the  system,  as 
)f  some  particular  period  or  tim.e. 
Any  such  attempt  is  foredoomed  to 
failure,  for  the  simple  reason  our 
highway  problems  are  not  fixed  and 
unclianging,  but  are  as  dynamic  and 
mipredictable  as  the  motor  vehicle 
itself. 

The  bare  statement  that  there  were 
77,000  motor  vehicles  in  California  in 
1912,  while  today  there  are  2,600,000 
odd  conveys  no  adequate  idea  of  the 
Imsic  changes  in  highway  design  made 
necessary  by  this  increase. 

If  tlie  '2,600,000  autos.  trucks, 
busses,  etc.  upon  our  highway  today, 
were  of  the  same  weight,  speed  and 
capacity  as  the  1912  models,  we  would 
not  have  so  complex  a  traffic  and  acci- 
dent problem. 

HIGHWAY    OBSOLESCENCE 

That  an  appreciable  portion  of  our 
present  problem  is  due  to  obsolescence 
rather  than  depreciation  can  not  be 
denied.  Nevertheless,  there  can  be  no 
justifiable  criticism  upon  the  basis 
that  present  conditions  should  have 
been  better  anticipated  in  the  high- 
way construction  programs  of  the 
past. 

If  a  highway  engineer  in  1912  had 
been  so  bold  as  to  attempt  the  con- 
struction of  roads  to  present  day 
standards  of  alignment,  grade  and 
width,  the  small  mileage  of  construc- 
tion possible  from  the  limited  funds 
then  available  would  have  been  inde- 
fensible, for  the  important  considera- 
tion then  was  "to  get  traffic  out  of  the 
mud";  quantity  instead  of  quality 
was  the  watchword. 

The  plain  truth  is  that  all  forms  of 
transportation  in  America  have  pro- 
gres.sed  at  such  speed  in  the  last  three 
decades,  as  to  incur  what  might  at  first 
appear  to  be  an  overwhelming  obso- 
lescence charge.  However,  it  may  be 
said  without  fear  of  successful  con- 
tradiction, that  no  highway  ever  built 
has  failed  to  pay  for  itself  many 
times   over,   especially   if   the   traffic 


Left — Old   "Speedway"    in    Venice    illustrates   expensive   problem    in    road    moder 
Right — Autos   blocked    by   train   on    Santa    Monica    Boulevard. 


using  it  has  become  so  numerous  and 
congested  as  to  merit  its  replacement 
with  a  higher  type. 

The  railroads  of  this  country  are 
another  form  of  transportational 
medium  faced  with  obsolescence  prob- 
lems but  railroad  executives  are  in  a 
position  to  prohibit  the  purchase  of 
lieavier  engines  or  cars  and  faster 
passenger  locomotives  until  the  road- 
bed and  structures  have  been 
strengthened  sufficiently  to  success- 
fully and  safely  handle  the  heavier 
loads  and  higher  speeds.  The  railroad 
designer  is  also  in  a  position  to  know 
exactly  the  speeds  and  loads  for 
which  he  must  design.  How  different 
from  this  is  the  lot  of  the  highway 
executive  and  designer,  who  not  only 
have  little  control  over  either  the 
amount,  the  weight,  or  the  speed  of 
the  traffic  whii-h  uses  the  facilities 
they  build,  but  who  must,  in  addition, 
strive  to  anticipate  the  future  designs 
of  the  motor  vehicle  manufacturer, 
who  himself  is  unable  to  furnish  a 
satisfactory  and  trustworthy  predic- 
tion. Add  the  further  complication 
of  population  shifts  and  concentra- 
tions, and  the  wonder  is  we  have  so 
small  a  highway  obsolescence  factor. 
Last  year,  in  California,  it  is  esti- 


mated that  motor  vehicles  traveled 
approximately  17  billion  vehicle  miles, 
on  the  State  highways  alone. 

If  each  operator  had  paid  only  3 
cents  per  mile  for  this  privilege,  the 
income  in  that  year  would  have 
amounted  to  $510,000,000,  which  is  a 
larger  sum  than  is  estimated  as  re- 
quired to  modernize  our  present  sys- 
tem. 

It  is  estimated  that  the  average 
motorist  in  California  pays  less  than 
two  mills  per  mile  for  the  privilege 
of  using  the  highway  system. 

Considering  that  experiments  indi- 
cate a  Sy  per  mile  savings  between 
driving  upon  an  earth  road  and  a  sur- 
faced pavement,  it  would  appear  that 
highways  are  a  pretty  sound  invest- 
ment, and  that  there  is  ample  justi- 
fication for  accelerating,  rather  than 
decelerating,  our  highway  expendi- 
tures. 


•W.iiter,  there's  a  splinter  in  my  cottage 
c-lieese." 

"What  do  you  expect  for  a  dime,  the  whole 
cottage?" 


Cnstomer — Didn't  I  get  my  last  haircut 
in    this   shop? 

Barber — I  think  not,  sir.  We've  only  been 
in   business  two  years. 


California  Highways  and  Public  Works  (February  i9}s) 


[Thirteen] 


These  Highways  and  Bridges  Are  Far  Fror 


■^*'  -» 


(3)    Tortuous   alignment 

emphasizes    inadequacy    c 

this    road    in    Ventura, 

near   Santa   Paula. 

Little   space    left  for 
m    flow    by   this    prop 
supporting  old  truss  over 
Jack    Peters    Creek. 

(5)    and    (11)    Route   20, 
Trinity  County,  large  expendi- 
tures  required   to   rebuild 
roads   of   this    typ?    to    modern 
standards. 


C^**X<' 


\'  ^    ^''^'>'><.i  t- 


J 


iafc  for  Traffic  They  Arc  Forced  to  Carry 


CAUTION 

NEXT  as  MILES^ 


-^fc 


(6)    Dangerous    alignment 

and    inadequate    bridge    on 

Route    198,   San    Diego 

County. 

(7)    Visual    warning    of    traffic 

limitations  on   N  iland  -  Mecca 

Road,    Imperial    County. 

(8)  Section     in     Madera 
County    badly    in    need    of 

reconstruction    on    south 
entrance    to    Yosemite    Park. 

(9)  Route    17,    entering 
Nevada    City,    showing    con- 
stricted   alignment. 

(10)    Emergency    repairs   to 

antiquated    wooden    structures 

of   this   type   can    not 

long    endure. 


Livingston  Subway  Will  Abolish 
Dangerous  Railroad  Crossing 


By  C.  J.  TEMBY,  District  Office  Ensineer 


CONSTRUCTION  of  1.9  miles  of 
State  highway  on  Route  4,  U. 
S.  Highway  99,  at  Livingston, 
iEerced  County,  including  an  under- 
grade crossing  of  the  Southern  Pacific 
Railroad  tracks  is  now  under  way. 

This  improvement  will  eliminate 
the  existing  dangerous  highway  cross- 
ing of  the  Southern  Pacific  Railroad 
tracks  at  grade.  The  existing  cross- 
ing presents  a  dangerous  traffic  con- 
dition because  of  poor  alignment, 
narrow  right  of  way  and  restricted 
visibility. 

The  present  highway  is  in  general 
parallel  to  the  railroad  right  of  way 
on  either  side  of  the  crossing,  making 
the  crossing  of  the  tracks  at  a  skew 


specfively,  to  a  connection  with  the 
existing  highwa.y  1.0  mile  north  of 
Livingston. 

The  undergrade  crossing  is  on  a 
skew  of  35  degrees  with  the  railroad 
tracks.  The  structure  is  61  feet  wide, 
having  four  traffic  lanes  12  feet  wide, 
two  lanes  each  for  traffic  in  opposite 
directions  separated  by  Portland 
cement  concrete  curbs  7  feet  wide. 
Sidewalks  3  feet  wide  are  to  be  pro- 
vided on  each  side  of  the  subway. 
The  curb  and  island  separations  be- 
tween traffic  lanes  are  to  be  extended 
out  of  the  subway  about  1500  feet 
each  side  of  the  railroad  tracks. 

The  Portland  cement  concrete 
pavement  slab  in  the  bottom  of  the 


SAVING    IN    DRIVING    TIME 

The  construction  program  requires 
that  the  Southern  Pacific  Railroad 
route  trains  over  shoo-fly  track  con- 
struction to  tlie  west  of  existing 
tracks.  The  highway  traffic  will  be 
routed  over  detour  to  be  provided 
parallel  to  and  west  of  the  northerly 
end  of  the  proposed  work.  Upon  com- 
pletion of  the  new  highway,  the  road 
used  as  a  detour  during  construction 
will  be  used  as  permanent  connection 
to  existing  streets  southerlj^  to  serve 
traffic  desiring  to  move  to  or  from 
the  main  section  (business  and  resi- 
dential) located  west  of  the  railroad 
tracks. 


W  y^i^       y^^  \\         \       >J^                    TBS.               fl.  II  £  MO  B  4  M 

\\      >^^<^^^\V'>V\     Xy^\  Permanenf   Connection---    , ^_ 

/^  <^%<X\\  >C             \  ^°"°"'  '"""'  '°""""1^^^~~~^<^    r  '^'^'^  H'jAway  under  Consfruch'on 

■Vj.  "--..Underpass   under   Construcf/'on  __        

■    >  i     — '  ^7      '-P'"l"f  '""ll    Crossing 

'\\                                                             \\        \\ i'-2-,'r — -\\                                                --                                 "'"  ■%               END   OF    PROJECT  .              ,    . 

\\ BEGINNING  OF  PROJECT           I'^rir- nf^\        \V                                                 \  \          STATION     208+4*22             f^i 

•VJTATION           IO8+0O.0O             \r^\        \\        1' ^\                                                 .^                                         —           "  ^                                                              t      f\ 

This   sketch    map   shows    location    of    present    Livingston    grade    crossing  and   location  of  new  underpass  and  realigned   highway. 

of  about  45  degrees  through  revers-        subway  is  designed  36|  inch    (maxi-  Although  no  saving  in  distance  is 

ing  curves,  having  300-foot  radii.    To        mum)   tliick  to  counteract  uplift   re-  to  be  effected  by  this  construction,  an 

the  south  of  the  existing  grade  cross-        suiting   from    hydi-aulic    pressure    of  appreciable    saving    in    driving   time 

ing,   the   present   highway   is   routed        ground   water.     Adequate   pipes   are  will  be  made. 

over  a  city  street  of  the  commercial        provided  to  drain  water  from  the  suh-  Grades  of  the  subway  are  4  per  cent 

section  of  Living.ston,  with  restricted        way  depression  to  a  sump  equipped  with  a  vertical  curve  500  feet  long 

width,  which  creates  a  traffic  hazard.        witli  puni])  to  boost  the  water  to  sur-  in  depression. 

face  drains. 

HAZARDOUS    CONDITION                                      a            •                  i       ^    iU      T\r            t    t       •  OHANfiES  IN  AI.IOWIFNT 

A  main  canal  oi  the  Merced   Irri-  L.nA«t.jis  ii\  ai.i(,,.\  jib„N  i 

This    hazardous    condition    will    be        gation   District  is  crossed   about  350  A  comparison  of  the  existing  and 

eliminated    by    construction    on    new        feet   south   of   the   railroad   crossing.  proposed  alignment  is  as  follows: 

alignment,  starting  at  a  point  about        The    water    in    this    canal     will     be  p  .    . 

0.5  mile  south  of  Livingston  on  Route        carried  across  the  highwav  in   Port-  ^         ,        ^                   Existing  Proposed 

4  ea.sterly   from   the   railroad   tracks,        land  cement  concrete^ siphon.  ^l\^^  lllTLVe ?98°42'       I4r27' 

along     unim])roved     street     free     of             The    roadway    approaches    to    the  Minimum  radius  curve.  300'               1500' 

buildings  or  other  obstructions,  cross-        subway  will  consist  of  a  graded  road-  Maximum  radius  curve_8669'               6000' 

ing    the   railroad    right    of    way    on         bed    39    feet   wide,    and    Class    "B"  Total  length  on  tangent_4058'               4081' 

tangent    with    reversing    curves    of        Portland  cement  concrete  pavement  23  Total  length  on  curve__5720'               5965' 

2800   feet    and    1500    feet    radius    at        feet  wide,  the  first  two  traffic  lanes  of  crossing                           45°                 35° 

south      and      north      approach,      re-        proposed  separated  four  traffic  lanes.  '               (Continued  on  page  27) 


I  Sixteen] 


(February  19}  s)  California  Highways  and  Public  Works 


This  "S"-turn  grade  crossing  hazard  in  Livingston,  Merced  County,  is  being  eliminated.  Upper  view  shows  railroad  crossing 
looking  southerly  toward  Livingston  and  center  one  shows  traffic  blockade  caused  by  train.  Lower — Excavation  for  Livingston  under- 
pass.    Permanent  detour  on   right. 


California  Highways  and  Public  Works  (February  19}  s) 


[Seventeen} 


New  Highway  In 
Mojave  Breaks 
Bad  Bottleneck 

By  MERLE  W.  ELLIS 

Assistant  Highway  Engineer 


JJte.  ^--^^^^mm 


WITH  the  completion  of  con- 
st niutioii  through  the  town  of 
ilojave  on  December  1,  1937. 
under  a  contract  awarded  to  S.  A. 
('umminn-s  pf  San  Diego  on  August 
17,  1937.  a  previously  existing  bottle- 
neck to  commercial  and  pleasure 
bound  tratific  has  been  eliminated 
from  the  Los  Augeles-Reno  road. 

^lo.jave  is  located  one  hundred  and 
tive  miles  north  of  metropolitan  Los 
Angeles  on  the  western  edge  of  the 
Mojave  Desert  at  the  junction  of 
Routes  23  and  58. 

The  beginning  of  Jlojave  dates 
liack  to  1876  when  its  present  loca- 
tion was  chosen  for  the  site  of  a  con- 
struction camji  to  accommodate 
workers  engaged  in  the  comjiletioii  of 
the  Southern  Pacific  Railroad  between 
Los  Angeles  and  Bakerstield. 

OLD  BOOM  DAYS 

The  site  of  Jlojave  was  chosen  as 
the  location  for  the  camp  by  rea.son 
of  its  location  at  the  eastern  foot  of 
the  Tehacliapi  grade  over  the  Sierra 
Xevadas.  During  the  railroad  con- 
struction days,  Mojave  tlourished  as 
a  rii)-i-oarinu-  constmiction  camii ;  but 
upon  coniiilctidii  cif  the  raili'oad,  the 
popnialidii  of  tiie  desei't  town 
(hvin<lle(l  until  only  few  [lersons  t'C- 
maine.l. 

It  was  not  until  1907  that  the  boom 
days  of  ]\Iojave  were  again  revived, 
and  at  that  time  the  town  was  host 
to  the  scores  nf  workers  who  were  en- 
gaged in  tJie  consti-uction  of  the  Los 
Angeles  Aqueduct.  Upon  completion 
of  the  a(piediict.  it  again  dwindled  t  i 
its  foi-mer  comatose  state,  existing  as 
a  (lixisidu  point  for  railroad  em- 
plnyccs.  l)ut  tiradually  becoming  bet- 
tei'  known  to  early  motorists  as  a 
desert  town  cm  the  road  to  Reno  or 
Lakersfield. 

In  19:!.").  ]\Iojave  again  made  the 
front  lines  due  to  the  discovery  of 
gold  at  its  front  door.  The  influx  of 
eager  miner^^  added  to  the  densit\-  of 


jjj^jStiaiU^^'-'**" 


Upper— Main  Street  of  Mojave  in  1909.  Harvey  House  on  left.  Center— Mcjave, 
July  25,  1912,  showing  the  only  street  light,  a  lantern  placed  in  the  square  tow/er.  Lower 
—  Mojave  December  1,  19''7.  after  new  construction.  Picture  taken  at  approximate'y 
came    place    r.s    photo    in    1909    was   taken. 


tin'ough  traHlc.  and  .Main  Street  of 
Mojave  hecanie  a  metropolitan  boule- 
vard as  far  as  its  li-aflic  was  con- 
cerned. 

Eai-iy    i-ciads    Pi    this    area    were    <if 
the    usual    dii't    typi'.    selddin    graded. 


narrow,  deep  I'litted.  a  lioii  during  the 
wet  seasons  and  a  sea  of  flour-tine  dust 
during  hot  weather.  It  was  not  until 
19'_'2.  after  actiuisition  by  t!ie  Cali- 
fornia   Ilighwav    Conunission    of    the 


I  Eighteen] 


fcbriiary  1938)  California  Highicays  and  Public  Works 


Trees  Used  For        j^ 

Snow  Fences  Are    p5t*^ 

Proving  Worth  /^^/.^v 


By  E.  S.  WHITAKER 

Assistant  Landscape  Engineer 


DISTRICT  II  this  year  has 
jilaeed  over  57,000  feet  of 
new  snow  fencing',  after  a  de- 
tailed study  of  prevailing  wind  direc- 
tions and  cro.ss  drafts  as  show'n  by 
snow  drifting  onto  tlie  traveled  way. 
This  new  fencing,  made  of  lath  and 
wire,  augments  fences  which  have 
been  in  jilace,  in  some  instances  for 
many  years,  and  has  been  installed  at 
a  considerable  cost  in  the  belief  that 
man-created  drifts  off  the  traveled 
way  are  much  easier  to  cause  than 
naturally  formed  drifts  on  the  roal- 
way  are  to  dispose  of. 

Maintenance  costs  on  snow  fencing 
are  high,  due  to  damage  by  wind  and 
snow  weight,  by  stock,  fire,  and  de- 
terioration. An  ideal  condition  would 
be  had  if  fences  could  be  placed  and 
forgotten,  or  could  upon  being  dam- 
aged rejilace  themselves.  As  this  is 
a  quality  not  present  in  inanimate 
material,  and  because  plant  life  is  to 
a  certain  extent  endowed  with  this 
quality,  the  Maintenance  Department 
has  this  year  begun  the  establishment 
of  rows  of  trees  which  will  form 
.shelter  l)elts  to  act  as  snow  fences. 

TREE  PLANTING  PROBLEMS 

Naturally,  the  planting  of  trees  for 
this  purpose  can  not  be  accomplished 
at  every  point  along  the  roadsides 
where  drafts  cause  snowdrifts  on  the 
roadway.  There  are  many  factors  to 
be  considered  before  work  can  be 
done,  among  them :  soil  conditions,  or 
lack  of  soil ;  physical  featui-es,  es- 
pecially man-made,  .such  as  intersect- 
ing roads  which  afford  long,  uninter- 
rupted sweeps  of  wind ;  cut  banks 
which  in  themselves  cause  a  back-swirl 
of  wind  force  so  that  the  burden  of 
snow  is  deposited ;  or  logged-off  areas 
which  terminate  in  a  forest  wall 
which  deflects  wind  and  builds  up  a 
drift;  inability  to  secure  permis.sion 
to  plant  trees  in  the  jiroper  locations 
because  of  agricultural  use  of  the  land 
and     the     verv     i)ermanencv     of     the 


mn 


Jl^ 


W-^ 


Upper — Trees  planted  parallel  to  snow  fence  will  form  drift  shelter  when  winds 
whine  down  from  Mt.  Shasta.  Center — Trees  planted  across  the  front  of  snow  fences 
on  this  sidehill.  Lower — Wind  carried  snow  up  and  over  this  hillside,  causing  one  of 
heaviest   drifts   on   the   road.      Six   rows   of  trees   are   planted    up   the   side   of  this   hill. 


planting  itself.  There  are  places, 
liowever,  where  all  conditions  are  as 
favorable  as  ma.y  be  had,  and  at  these 
locations  trees  will  be  planted. 

The  idea  is  not  new ;  there  are  many 
well-established      slielter      belts      and 


windbreaks  throughout  the  country 
and  these  have  been  in  use  for  snow 
protection  in  the  Eastern  States  for 
years.  But  in  California  the  areas 
with  snowfall  in  such  quantity  as  to 

( Clint iniKHl  on   page   22) 


California  Hightvays  and  Public  Works  (Fcb,-,u,ry  19} s) 


[Nineteen! 


Another   highway    project   completed    last  year.      El    Cajon    Boulevard    in   San    Diego. 

Highway  Accomplishments  in  1937 


(Continued  from  page  7) 


Creek  at  the  bottom  of  tlie  grade  to 
Cuesta  Siding.  The  cost,  together 
with  an  overhead  crossing  over  the 
Southern  Pacific  tracks  near  the 
northerly  end  of  the  project  is  esti- 
mated at  about  $861,000. 

WORK  IN  SAN  DIEGO  COUNTY 

Extensive  improvement  to  the 
main  higlnvay  between  San  Diego 
and  Los  Angeles  was  undertaken  dur- 
ing the  year  between  the  Las  Flores 
Underpass  and  the  Orange  County 
Line  in  northern  San  Diego  County. 

This  improvement  has  involved 
four  contracts  and  has  consisted  of 
the  i-eeonstruction  of  the  route,  with 
the  widening  of  the  bridge  across  San 
Onofre  Creek  and  construction  of  an 
overhead  crossing  over  the  tracks  of 
The  Atchison,  Topeka  and  Santa  Fe 
Railway  near  San  Onofre.  The  larger 
of  the  two  road  jobs  consisted  of  con- 
structing pavement  on  new  alignment 
for  eight  miles  between  the  Las  Flores 
Under])ass  and  San  Onofre  and  the 
second  paving  contract  provided  for 
recon.struction    on    the   2.6   miles    be- 


tween San  Onofre  and  the  northerly 
boundary  of  San  Diego  County.  The 
total  cost  of  these  improvements  will 
be  approximately  $680,000. 

NEW  MONTECITO  IIIGHW.VY 

Another  important  improvement  to 
the  main  coast  highway  includes  the 
construction  of  a  four  lane  divided 
,  thoroughfare  through  Monteeito  just 
south  of  Santa  Barbara.  The  new 
section  of  highway  through  this 
beautifully  developed  community  pro- 
vided the  construction  of  a  planted 
parting  strip  dividing  the  two  main 
traffic  lanes  and  on  each  side,  but 
separated  from  the  main  highway  by 
landscaped  parking,  service  roads  for 
local  traffic. 

In  Monterey  County  the  State  is 
constructing  a  modern  bridge  across 
the  Salinas  River  at  Soledad  to  more 
adequately  care  for  the  ever  increas- 
ing traffic  on  the  Coast  Route  between 
Los  Angeles  and  San  Fraucisen.  'I'liis 
new  structure  will  cost  some  $.')2(). ()()(). 

Two    improvements   of   interest   to 

(C'ontinuert    on    page    24) 


Taft  to  Maricopa 
Highway  Opens 
With  Ceremonies 

OFFICIAL  dedication  and  ojien- 
ing  of  the  new  link  on  State 
Route  138  between  Marioii|>a 
aiul  Taft  was  celebrated  on  the  after- 
noon of  January  9. 

If  a  straight  line  is  drawn  on  the 
map  of  California  from  Oakland  to 
Los  Angeles  it  will  very  nearly  co- 
incide with  Route  138  for  a  distance 
of  approximately  100  miles  from 
Maricopa  to  Coalinga  in  Kern 
County.  For  this  reason,  all  the 
communities  on  the  west  side  of  the 
San  Joaquin  Valley  are  greatly  inter- 
ested in  any  improvement  of  this 
route,  believing  it  ultimately  will  be 
aecejjted  as  the  shortest,  fastest  and 
safest  highway  between  the  large 
metropolitan  areas  of  the  State. 

OLD  ROAD  DANGEROUS 

The  old  road  between  jNIaricopa 
and  Taft  was  an  18-foot  Portland 
cement  concrete  road  originally  con- 
structed by  Kern  County,  on  an  align- 
ment which  had  many  dangerous  and 
horizontal  curves.  The  average  traf- 
fic of  over  2000  machines  daily,  com- 
bined with  the  heavy  hauling  for  oil 
field  development  work,  made  this  re- 
construction necessary. 

When  surveys  for  this  impmvr- 
ment  were  started,  the  engineers  of 
the  Division  of  Highways  were  faced 
with  the  problem  of  getting  the  most 
direct  line  between  the  two  towns 
that  would  miss  all  of  the  oil  wells, 
with  which  this  area  is  thii-kjy 
studded. 

For  a  preliminary  study,  an 
aerial  survey  was  made,  which  fur- 
nished a  map  on  a  scale  of  1000  feet 
to  the  inch.  Using  this  map,  the  most 
direct  possible  line  was  secured  eoo- 
nomically  without  loss  of  time  for 
preliminary  topography.  The  final 
location  has  one  four  mile  tangent 
and  a  minimum  horizontal  curve  re- 
duction of  2000  feet.  There  is  one 
300-foot  piece  of  5  per  cent  grade. 
All  the  other  grades  are  3.6  per  cent 
or  under,  with  long  sight  distances 
on  the  vertical  curves.  The  final  line 
makes  a  saving  in  distance  of  ap- 
l>roximately  three-quarters  of  a  mile. 

Specifications  for  grading  on 
this  road  followed  the  California 
Highway    standard,    requiring    earth 


I  Twenty] 


(February  i9>si  Calif omici  Htghtvays  and  Public  Works 


Official  group  at  dedication  of  Taft- Maricopa  Highway.  Left  to  right — Judge  J.  R.  Anderson,  Maricopa;  Fred  Grumm,  Engineer 
Surveys  and  Plans,  Sacramento;  R.  H.  Wilson,  Office  Engineer;  Frank  Balfour,  Right  of  Way  Agent,  Los  Angeles;  Highway  Com- 
missioner W.  T.  Hart,  Carlsbad;  Fred  W.  Panhorst,  Bridge  Engineer,  Sacramento;  Highway  Commissioner  Robert  S.  Redington, 
Los  Angeles;  Senator  Jack  McBride,  Ventura;  Harry  A.  Hopkins,  Assistant  Director  Public  Works;  Chairman  H.  R.  Judah,  Highway 
Commission,  Santa  Cruz;  Highway  Commissioner  Paul  G.  Jasper,  Fortuna;  Mayor  Ed  Lehman,  Maricopa;  J.  G.  Standley,  Principal 
Assistant  Engineer,  Sacramento;  O.  G.  Miller  and  M.  H.  Lytle,  Maricopa;  L.  D.  Batchelder,  Taft  Chamber  of  Commerce;  Super- 
visor Stanley   Abel,  Taft;    Miss   Maryalyn   Anderson,   left,  and    Miss   Mary   Lou   Miller  of   Maricopa  were  ribbon  holders. 


Work  to  be  spread  and  rolled  in  8-inch 
layers,  but  since  this  is  in  a  dry  area, 
water  was  not  needed  in  construction 
of  fills  below  the  top  two  feet. 

In  addition,  a  special  provision  was 
written  which  eliminated  the  require- 
ment of  a  roller  in  case  the  contractor 
elected  to  move  his  earth  with  tractors 
and  pneumatic  tired  carry-all  equip- 
ment, and  also  provided  that  such 
equipment  should  spi-ead  tlie  material 
in  layers  not  to  exceed  4  inches  in 
tliickness  before  compaction,  and 
route  the  equipment  uniformly  over 
the  full  width  of  the  embankment. 

Approximately  200,000  yards  of 
embankment  were  placed  by  the  eon- 
tractor  in  this  way.  The  value  of  this 
method  was  demonstrated  by  the  fact 
that  compaction  tests  on  completed 
embankments  in  every  case  gave  re- 
sults of  over  100  per  cent  as  against 
the  80  per  cent  minimum  required  in 
the  specifications. 

The  contract  was  carried  out  by  the 
Griffith  Company  of  Los  Angeles, 
which  completed  this  work  one  month 
in  advance  of  the  schedule. 

Supervisor  Stanley  Abel  of  Kern 
County  was  master  of  ceremonies  at 
the  dedicatory  celebration  held  at  a 
point  on  the  highway  midway  be- 
tween Taft  and  Maricopa.  Assistant 
Director  of  Public  Works  Harry  A. 
Hopkins  formally  opened  the  high- 
way by  severing  a  ribbon  held  by  the 
Misses  Marvalvn  Audei'son  and  Marv 


Lou  Miller  of  Maricopa.  On  the  eve- 
ning before  the  dedication,  a  banquet 
was  served  by  the  Taft  Chamber  of 
Commerce  and  the  Maricopa  Ex- 
change Club  in  Taft,  complimentary 
to  the  California  Highway  Commis- 
sion and  the  engineers  of  the  Division 
of  Highways. 

Present  at  the  ceremonies  of  dedi- 
cation were  some  two  thousand  citi- 
zens of  Kern  County,  Highway  Com- 
missioners  Robert   S.   Reddington  of 


Los  Angeles,  W.  T.  Hart  of  Carlsbad 
and  Paul  Jasper  of  Fortuna,  and  the 
following  officials  of  the  Division  of 
Highways  :  George  T.  McCoy,  Assist- 
ant State  Highway  Engineer ;  J.  G. 
Standley,  Principal  Assistant  Engi- 
neer; R.  H.  Wilson,  Office  Engineer: 
Fred  J.  Grum,  Engineer  of  Surveys 
and  Plans:  F.  W.  Panhorst,  Bridge 
Engineer;  L.  V.  Campbell,  City  and 
Cooperative  Engineer ;  and  R.  IL  Gil- 
lis.  District  Engineer. 


of    recently    dedicated    Taft- Maricopa    Highway    looking    southerly 
Maricopa. 


direction    of 


California  Hightvays  and  Public  Works  (February  i9}8) 


[  Twenty-one  1 


Trees  for  Snow 
Fences  Will  Save 
Money  in  Future 


entail  coiisiderable  expense  for  re- 
moval, to  maintain  traffic  How.  are 
generally  located  in  a  forest  or,  at 
least,  a  wooded  area.  Forests  and 
trees  in  natural  habitats  are  an  evolu- 
tion and  have  become  of  size  through 
a  relatively  slow  process,  and  planted 
trees  under  these  conditions  will  also 
be  slow  of  growth.  When  drifts  form 
across  the  traveled  way,  immediate 
control  is  desired,  and  such  control 
does  not  permit  of  waiting  for  trees 
to  grow.  Hence  the  snow  fences — ex- 
pensive, but  quickly  etfective. 

Again,  however,  down  and  cross 
drafts  are  caused  mainly  by  the 
earth's  contours  and  as  long  as  the 
surrounding  tojiography  remains  the 
same,  drifts  at  certain  points  are  in- 
evitable. 

ECONOMICAL   PLAN 

Snowdrifts,  while  they  may  be  ex- 
pected to  recur  at  the  same  locations 
year  after  year,  are  inconstant  ob- 
jects, varying  in  depth  with  the  sea- 
son, and  can  not  be  treated  as  were 
the  drifting  sand  dunes  of  the  Colo- 
rado Desert,  by  building  roads  on  tO]i 
of  them.  Roads  must  be  maintained 
through  them,  with  an  ever-continu- 
ing annual  exjiense  to  keep  them  open 
to  traffic.  Therefore,  a  wait  of  a  de- 
cade for  tree  growth  which  will  con- 
trol snow  drifting,  with  a  cost  con- 
siderably less  both  for  establishment 
and  maintenance  than  that  now  re- 
quired, is  considered  a  wise  and 
economically  advisable  plan. 

At  the  locations  in  District  11 
where  planted,  on  Route  3  north  and 
south  of  Weed,  several  species  of  pine 
and  two  of  cedar  were  used.  The 
pines  are  Jeffrey,  Coulter,  Austrian, 
Scotch,  and  Stone.  The  cedars  are 
Incense  and  Chaniaecyparis  lawsoni- 
nna,  both  being  native  to  the  region. 
The  use  of  these  species  of  jiines  is 
experimental,  to  learn  which  of  those 
that  are  cold  or  drought  resistant  and 
rapid  gi'owers  will  do  best  where 
short,  hard  winters  and  long,  dry 
summers  are  the  year's  usual  weather 
offering. 


Scooter  Pot  Is 

Something  New 


G.   E.   Hudson  and   E.  N.  Tenocher 
operating    Scooter   Pots. 

A  device,  which  he  calls  a  "Scooter 
Pot,"  to  expedite  the  pouring 
of  cracks  and  expansion  jointi- 
in  highway  pavement  has  been  de- 
signed by  Ernest  Wasson,  highway 
maintenance  foreman  at  Los  Alamos, 
in  District  IX. 

Mr.  Wasson  uses  a  wheel  from  a 
vaecuum  cleaner,  a  skate  or  a  child's 
scooter,  which  he  attaches  to  a  stand- 
ard pouring  pot  by  means  of  a  piece 
of  strapiron  running  from  the  handle 
down  the  side  of  the  pot  and  extended 
slightly  to  the  front  and  one  side. 
The  wheel  is  offset  about  li  inches  so 
as  to  run  free  of  the  jiavement.  The 
wheel  supports  the  entire  weight  of 
the  pot  and  contents,  relieving  the 
operator  of  back  strain,  allowing  him 
to  pour  from  an  upright  position  and 
making  pouring  more  accurate. 

According  to  Mr.  Wasson,  pouring 
is  speeded  up  at  lea.st  30  per  cent  by 
the  use  of  his  device. 


Healtor — Now     lipre'.s     a 
iivcrlookinK    the    lake. 

Hu.ver — Where's  the  hike 
Uealtor — That's    wliat    w 


Pavement  Slab 
Warp  and  How  It 
Can  be  Prevented 


Placing  a  bituminous  seal  on  tlir 
expansive  soils  sufficiently  impervious 
to  prevent  passage  of  moisture  frmn 
above  to  the  subgrade.  and  construct- 
ing thereon  a  blanket  course  of  non- 
expansive  material  sufficiently  thick 
to  avoid  jierforation  by  form  stakes, 
etc.,  of  tlie  bituminous  membrane 
placed  on  the  original  soil,  and  also 
of  sufficient  thickness  to  distribute  the 
load  of  traffic  over  a  greater  area 
where  decreased  bearing  power  of 
subfoundation  due  to  natural  moist- 
ure content  is  to  be  expected.  (See 
Figures  2-4.) 

California  has  not  up  to  the  jiresent 
time  undertaken  to  insure  that  the 
moisture  content  of  expansive  soils  be 
brought  to  such  condition  at  the  time 
of  construction  that  there  will  be  no 
tendency  for  the  subgrade  to  take  up 
further  moisture.  Our  reasons  for 
avoiding  this  type  of  construction  are 
that  the  traffic  borne  by  California 
roads,  especially  the  truck  traffic,  is 
extremely  heavy,  and  we  feel  it  essen- 
tial that  the  bearing  power  of  the 
subgrade  in  contact  with  the  concrete 
pavement  should  be  maintained  as 
high  as  possible. 

D.  Restoration  of  Warped 
Pavements 

While  the  mud  jack  has  been  used 
with  a  certain  amount  of  success  for 
the  restoration  of  warped  iiavements 
to  original  true  grade,  the  method  is 
expensive  and  ex])erience  in  ]Minne- 
sota.  Kansas,  Texas,  and  California 
indicates  that  increasing  the  moisture 
content  of  the  subgrade  to  a  uniform 
amount  or  to  the  proper  amount  for 
the  location  will  remove  the  causes 
of  unequal  expansion  of  subgrade.  To 
maintain  such  a  satisfactorv  condi- 
tion, it  is  necessary  to  insure  tight 
joints  in  the  pavement  where  mem- 
brane seal  is  not  used,  and  it  is 
thought  that  by  use  of  the  asphalt- 
latex  joint  seal  recently  perfected  by 
the  ^laterials  and  Research  Labora- 
tory that  this  mav  be  accomplished. 
(See  Figure  3.) 

Observations  in   California.   Texas, 

(Ciintiiuu'd  (111  pase  27) 


|Twenty-two] 


(February  i9}8)  California  Hightvays  and  Public  Works 


Action  of  Adverse  Soil  on  Concrete  Pavement 


Shrinkage  of  adverse  soil  aivay  from  paying 
Leaky  expansion  Joint 


^n^'!^i^^/^tCf/  ^r,f"M?,L    High  moisture  content  and 
and  norma/ swell  ofnatura/    ^^^^  ^^g„  of^oil.  concrefe 

'^°''  slab  tv^rped  at  Joint 

ACTION  or  ADVERSE  SOIL  ON  CONCRELTE  PAVEMENT  WHERE  NO  SUB-GRADE 
TREATMENT  IS  USED 


■  Shoulders  sealed  with  fioad  Oil 


Cqncrefe  Pav/ngS/ab  -, 


^^      Non  smelling  Imported  Borrow 

Impervious  Bituminous  Membrane 

-  high  6 well  Adyerse  Soil 


-Lealoge  of  Expansion  Joint  unimportant 


LONGITUDINAL  SECTION 
ACTION  OF  ADVERSE  SOIL  ON  CONCRETE  PAVEMENT  WHERE  ADEQUATE  PROTECTIVE 
MEASURES  ARE  USED- BITUMINOUS  MEMBRANE  METHOD 


FI0.3 


-  Shoulders  Sealed  with  i)oad  Oil 


-  Non  Swelling  imported  Borrow^ 

-  Adverse  High  Swell  Soil  Maintained 
Expansion  Joint  Sealed  fvitA          ^^  t/mform  Moisture  Contents. 

Aspha/t  Latex  Fil/er    


LONGITUDINAL  SECTION 

ACTION  or  ADVERSE  SOIL  ON  CONCRETE  PAVEMENT  WHERE  ADEQUATE  PROTECTIVE 
MEASURES  ARE  USED  ~  SEALED  JOINT  METHOD 


FIG.4 


Shoulders  and  Slopes  Sealed  w/th  Road  Oil 
Impen/lous  Borders  BHuminous  Mix  — 


:^/,mm.m/isp^ 


te 


mmm^mp"^ 


t_ 


-Adyerse  So/i 


-  Sand  Cushion    I  \ 

-High  ^we/i Soil  /Moisiened  to  Maximum 
-Imperuious  Bituminous  A^embrsne 


.  yjembrane  Seal 
-High  Swell  Soil 

PROTECTIVE  MEASURES  OVER  ADVERSE  SOIL  VilHERE  IMPORTED  BORROW  NOT  AVAILABLE 


California  Highways  and  Public  Works  (February  19}  s) 


[Twenty-three] 


Typical   section  of   new   highway    between    Fresno   and    Herndon. 


Highway  Accomplishments  in  1937 


(Continued  from  page  20) 

Southeru  California  motorists  are 
now  in  progress  in  iSan  Bernardino 
County,  the  one  providing  for  the 
widening  of  the  pavement  on  twenty- 
one  miles  of  the  Foothill  Boulevard 
between  the  Los  Angeles  County  line 
and  San  Bernardino  and  a  similar  im- 
provement to  the  Los  Angeles-El 
Centro  Route  on  19.3  miles  between 
the  Los  Angeles  County  line  and 
Colton.  These  two  widening  projects 
are  estimated  to  cost  about  $740,000. 

In  the  construction  of  divided  road- 
ways the  Division  of  Highways  placed 
under  contract  this  last  fall  an  im- 
portant project  south  of  Bakersfield 
on  the  Los  Angeles-Sacramento 
arterial. 

This  construction  provides  for  two 
lanes  of  pavement  between  Grapevine 
Station  and  ten  miles  south  of  Bakers- 
field  to  be  placed  parallel  to  and  west 
of  the  existing  highway.  The  two 
roads  will  be  separated  by  a  twenty- 
foot  landscaped  parking  and  upon 
completion  all  south-bound  traffic  will 
use  the  new  pavement  and  north 
bound  traffic  will  travel  on  the  present 
liighway.  The  improvement  is  19.1 
miles  in  length  and  about  $oOO,000 
will  be  expended  on  its  construction. 

On  the  highway  over  the  Santa 
Cruz  Mountains  between  Los  Gatos 
and  Santa  Cruz  an  improvement 
similar  to  the  modern  highway  built 
two  years  ago  between  Insjiiration 
Point  and  Scott  Valley  on  the  western 
slopes  of  the  mountains  is  now  under 
way  on  the  easterly  side  between  Ijos 
Gatos  and  Inspiration  I'oint. 


The  engineer's  estimate  for  the 
grading  portion  of  this  project  in- 
cluded the  largest  quantity  of  road- 
way excavation  ever  included  in  a 
State  highway  contract— 2,183,000 
cubic  yards.  Drainage  structures  to 
be  constructed  under  this  contract 
will  require  12,500  cubic  yards  of 
structure  excavation;  2,600  cubic 
yards  of  Portland  cement  concrete ; 
310,000  pounds  of  bar  reinforcing 
steel ;  and  a  total  of  26,500  lineal  feet 
of  various  size  of  corrugated  metal 
pipe  for  culverts  and  underdrains. 
The  surface  will  be  bituminous 
treated  rock  constructed  46  feet  wide 
by  the  road-mix  method.  The  cost 
of  this  contract  will  be  slightly  over 
$1,000,000. 

Two  needed  improvements  were 
placed  underway  on  sections  of  the 
Redwood  Highway.  One,  between 
Sapp  Creek  and  Pepperwood  School 
in  Mendocino  County,  providing  3.1 
miles  of  new  surfacing  has  been  eom- 
ph'ted  and  on  the  other,  in  Humboldt 
County,  the  highway  is  being  recon- 
structed and  surfaced  for  three  miles 
between  Stegemeyer  Bluffs  and 
Mvers.  These  two  contracts  will  total 
$431,000. 

On  the  Ukiah-Tahoe  lateral  the 
highway  between  Tarke  and  one  mile 
south  of  Sutter  City  is  being  con- 
structed on  an  entirely  new  alignment 
with  a  new  eonci-ete  bridge  across  the 
Sutter  By-Pass.  Cost  of  this  work, 
including  the  5.5  miles  of  highway 
and  the  4,143-foot  trestle,  will  amount 
to  $383,500. 

( )ne  of  tlie  largest  bridge  contracts 
to  1)(!  iiwai'ded  during  1937  was  for 


the  new  plate  girder  bridge  across  the 
Sacramento  River  at  Red  Bluff.  This 
structure,  consisting  of  two  143-foot, 
one  126-foot,  two  108-foot  and  two 
96-foot  spans  on  concrete  piers  and 
abutments  with  steel  pile  foundations, 
will  cost  approximately  $270,000. 

Two  contracts  were  let  for  new 
pavement  on  the  West  Side  Pacific 
Highway,  one  for  5.8  miles  between 
Delevan  and  Logandale  in  Colus;i 
and  Glenn  counties  and  the  other  on 
7.0  miles  between  Willows  and  Orland 
in  Glenn  County.  This  new  pave- 
ment will  cost  nearly  $426,000. 

Nearly  $833,000  is  being  expended 
for  the  construction  of  four  much 
needed  grade  separations  in  addition 
to  those  mentioned  in  connection  with 
other  work.  One  is  being  placed 
under  the  tracks  of  the  Union  Pacific 
on  Rosemead  Boulevard,  near  Pico  in 
Los  Angeles  County ;  one  under  The 
Atchison.  Topeka  and  Santa  Fe  Rail- 
way on  Wilson  Way  in  Stockton ;  a 
tliird  under  the  Southern  Pacific  at 
Redding ;  and  the  fourth  under  the 
same  railroad  at  Livingston  in  Merced 
County. 

Other  important  work  has  included 
continuation  of  the  construction  pro- 
gram on  the  Rosemead  Boulevard- 
Cerritos  Avenue  thoroughfare  be- 
tween Pasadena  and  Long  Beach ; 
furtlier  widening  of  the  coastal  high- 
way in  Los  Angeles  north  of  Santa 
Monica;  improvement  of  the  Santa 
Paula  lateral  in  Ventura  County;  and 
realignment  of  the  Valley  Route  from 
•Tahant  Corner  to  one  mile  north  of 
Gait  in  San  .Ioa(|uin  and  Sacramento 
counties. 


[Twenty-four] 


(February  19} 8)  California  High-ways  and  Public  Works 


Hishway  Bids  and  Awards  for  January,  1938 


Of> 


ALAMEDA  COUNTY— Between  Moun- 
tain House  and  Contra  Costa  County  line, 
about  4.1  miles  to  be  graded  and  surfaced 
with  plant-mixed  surfacing  on  crusher  run 
base.  District  IV,  Feeder  Road.  Boden- 
hamer  Construction  Co..  Piedmont.  $55.957 ; 
J.  A.  Casson,  Hayward.  .flil.TTS:  Pacific 
States  Construction  Co..  San  Francisco, 
$59.34.'?;  Claude  C.  Wood,  Stockton,  $62,- 
117 ;  Piazza  and  Huntle.v.  San  Jose,  $59.- 
888 ;  Fredericksen  &  Westbrook,  Ixjwer 
Lake,  .$62,127;  A.  J.  Raisch,  Los  Gatos, 
.$66,691;  Jones  and  King.  Hayward.  $61.- 
174;  E.  A.  Forde,  San  Anselmo,  $59,.563 ; 
Granfield.  Farrar  and  Carlin,  San  Fran- 
cisco, $.59,133;  Oilfields  Trucking  Company, 
Bakersfield,  $58,911 ;  Union  Paving  Co.,  San 
Francisco,  $63,683 ;  I.ee  J.  Immel,  Berkeley, 
$68,489 ;  A.  Soda  and  Son.  Oakland,  $67,255. 
Contract  awarded  to  George  French,  Jr., 
Stockton,  $.53,245. 

DEL  NORTE  COUNTY— Between  Wil- 
son Creek  and  Last  Chance  slide,  about  20 
miles  to  be  graded  and  seal  coat  applied 
and  reinforced  concrete  slab  bridge  to  be 
constructed.  District  I.  Route  1,  Section  B. 
Poulos  and  McEwen,  Sacramento,  $142.297 ; 
N.  M.  Ball  Sons,  Berkeley.  $167,772;  Fred- 
ericksen &  Westbrook,  Ixiwer  Lake,  $164.- 
335 ;  United  Concrete  Pipe  Corp.,  Ixis  An- 
geles, $163,772;  Williams  &  Douglas, 
Kalispell,  Montana,  $146,912 ;  Mercer 
Eraser  Co.,  Eureka,  $160,6.53;  McNutI 
Bros..  Eugene.  Oregon.  $167,721.  Contract 
awarded  to  Hemstreet  &  Bell,  Marysville, 
$132,154.00. 

FRESNO  COUNTY— About  3  miles  south 
of  Sanger,  a  steel  girder  bridge  consisting 
of  five  74-t'oot  spans  and  two  65-foot  spans 
and  approaches  to  be  constructed.  District 
VI,  Feeder  Road.  A.  Soda  and  Son,  Oak- 
land, $60,.539;  Bodenhamer  Construction 
Co.  and  W.  E.  Van  Bokkelen  Construction 
Co.,  Oakland,  $72,452.  Contract  awarded 
to  Earl  W.  Heple,  San  Jose,  $57,S45. 

LOS  ANGELES  COUNTY— An  under- 
grade crossing  to  be  constructed,  consisting 
of  steel  girder  track  span  on  concrete  abut- 
ments and  approximately  0.49  mile  of  road- 
way to  be  graded  and  paved  with  Port- 
land cement  concrete  and  shoulders  and 
service  road  to  be  surfaced  with  plant-mixed 
surfacing.  District  VII,  Route  168,  Section 
B.  Byerts  and  Dunn,  Los  Angeles,  $140,- 
733;  Griffith  Company,  Ix)s  Angeles,  .$137,- 
111 ;  Carlo  Bongiovanni,  Los  Angeles, 
$139,990 ;  Oswald  Bros.,  Ix)S  Angeles,  $124,- 
706;  John  Strona,  Pomona,  $136,388; 
Oscar  Oberg,  Los  Angeles.  $131,934 ;  Metro- 
politan Construction  Co.,  Ixis  Angeles,  $139,- 
220;  Gibbon  &  Reed  Co.  Burbank.  $146,710; 
Claude  Fisher  Co.,  Ltd.,  Los  Angeles,  $130,- 
841;  J.  F.  Knapp.  Oakland,  .$14.3,240; 
Vido  Kovacevich,  South  Gate,  $124,313; 
Dimmitt  &  Taylor.  Los  Angeles,  $128,674; 
United  Concrete  Pipe  Corp.,  Los  Angeles, 
$132,6.30;  J.  E.  Haddock,  Ltd.,  Pasadena. 
$134,469;  Fred  E.  Potts  Co.,  Los  Angeles. 
$145,026;  V.  R.  Dennis  Construction  Co.. 
San  Diego.  $138,731.  Contract  awarded 
to  C.  O.  .Sparks  and  Mnndo  Engineering  Co., 
Los  Angeles.  $122,652.20. 

LOS  ANGELES  COUNTY— In  North 
Hollywood  at  the  Division  of  Highways 
Shop  Yards,  shop  building  to  be  painted. 
District  VII.  John  H.  Axton.  Lvnwood 
$1,202;  J.  P.  Carroll  Co.,  Inc..  Los  Angeles. 
$1,275;  Hoelzel  Ehmig  Co.,  Los  Angeles, 
$1,305;  H.  J.  McKinley,  Beverly  Hills, 
$1,.390;  David  Wein,  Los  Angeles.  $1,680; 
Wm.  Gelfan,  Los  Angeles,  $1,820;  D.  Zelin- 
sky  &  Sons,  Inc.,  Los  Angeles,  $1,826;  Klaas 
Brothers,  Los  Angeles.  $1,940.  Contract 
awarded  to  Stanley  F.  McGrath,  West  Los 
Angeles,  $976.00. 


LOS    ANGELES    COUNTY— B  r  i  d  g  e  s 

across  Corral  Creek,  Salstice  Creek,  and  Es- 
condido  Creek  at  points  about  16  miles  north 
of  Santa  Monica  to  be  widened.  District 
VII.  Route  00.  Section  A.  Oscar  Oberg. 
Los  Angeles.  .$54. .582 ;  John  Strona.  Pomona, 
,$49.970 ;  Byerts  &  Dunn.  Los  Angeles,  $5S.- 
486;  J.  E.  Haddock.  Ltd.,  Pasadena.  .$,51.- 
382.  Contract  awarded  to  J.  S.  Metzger  & 
Son,  Los  Angeles.  .$-l(;.T7'.l..50. 

LOS  ANGELES  Cdl'NTY— An  under- 
grade crossing  under  the  tracks  of  the  South- 
ern Pacific  Railroad  near  Rudell  Station 
and  approaches  to  be  constructed.  District 
VII,  Route  168,  Section  C.  Oscar  (Jberg, 
Ixis  Angeles,  $111,540;  Metropolitan  Con- 
struction Co.,  I^s  Angeles,  $131,710;  Geo. 
J.  Bock  Co.,  Los  Angeles,  $119,915;  Claude 
Fisher,  Ltd.,  Los  Angeles,  $121,553;  John 
Strona,  Pomona,  .$113,112;  Fred  K.  Potts 
Co.,  Los  Angeles,  $120,4.54 ;  Dimmitt  & 
Ta.vlor,  Los  Angeles,  ,$113,.336;  C.  O.  Sparks 
and  Mundo  Engineering  Co..  Los  Angeles. 
$120,837;  Griffith  Co.,  Los  Angeles.  $118.- 
.313;  Vido  Kovacevich,  South  Gate,  $110,- 
922;  J.  E.  Haddock  Co..  Ltd.,  Pasadena, 
$112,308.  Contract  awarded^  to  United 
Concrete  Pipe  Corp.,  Los  Angeles,  $109,- 
S.53..50. 

MERCED  COUNT  Y— Seven  timber 
bridges  on  timber  pile  bents  and  a  corrugated 
metal  pipe  culvert  at  points  about  ten  miles 
to  sixteen  miles  southeast  of  Jlerccd.  Dis- 
trict X.  Feeder  Road.  Earl  W.  Heple.  San 
Jose,  $28,.346;  Rexroth  &  Rcxn.th.  Bakers- 
field,  $28,449:  P.ilo  Alto  Unn<l  .Materials 
Co.,  Ltd.,  Palo  Alto,  .$2S.7()S ;  ('.  1'..  Cam- 
eron &  Son.  Merced,  $28,S4S ;  F.  Kaus, 
Stockton,  $29..5t)4;  J.  S.  Metzger  c&  Son, 
Los  Angeles,  $29,941 ;  A.  Soda  and  Son, 
Oakland,  .$.32,607;  N.  M.  Ball  Sons,  Berk- 
eley, $32,975;  B.  A.  Howkins  &  Co.,  San 
Francisco,  $33,565 ;  M.  A.  Jenkins,  Sacra- 
mento, $27,836;  John  Rocca,  San  Rafael. 
$35,272;  Bundesen  &  Lauritzen  and  Delta 
Dredging  Co.,  Pittsburg,  $35,946.  Contract 
awarded  to  E.  G.  Perham,  Los  Angeles, 
$25,628.20. 

ORANGE  COUNTY— At  Oso  Creek, 
about  0.9  mile  to  be  graded  and  surfaced 
with  plant-mixed  surfacing  and  a  reinforced 
concrete  bridge  to  be  constructed.  District 
VII,  Route  2,  Section  A.  Griffith  Company, 
Ix)s  Angeles,  $47,6.59;  J.  E.  Haddock  Co.. 
Ltd.,  Pasadena,  $46,141 ;  C.  R.  Butter- 
field-Kennedy  Co.,  San  Pedro,  $53,483; 
Sully  Miller  Contracting  Co.,  Long  Beach, 
$44,077;  N.  Perscallo,  Los  Angeles,  $6:j.- 
096;  Claude  Fisher  Co.,  Ltd.,  Los  Angeles, 
$.53,578;  V.  R.  Dennis  Construction  Co., 
San  Diego,  .$43,651;  Mojave  Corp.,  Los 
Nietos,  $42,807.  Contract  awarded  to  C.  O. 
Sparks  and  Mundo  Engineering  Co.,  Los 
Angeles.  $42,.581..50. 

SAN  DIEGO  COUNTY— A  reinforced 
coiici-ete  slab  bridge  across  Sweetwater  River 
lid  ween  National  City  and  Chula  Vista 
on  Highland  Avenue,  consisting  of  eight- 
een 22-foot  spans  and  two  7-foot  6-inch 
spans  on  cast  in  place  concrete  pile  bents. 
District  XI,  Feeder  Road.  Contracting  En- 
gineers Co.,  Los  Angeles.  .$4.5.696;  Grifiith 
Co..  Los  Angeles.  $46.5.56;  Gibbons  and 
Reed  Co.,  Burbank.  .$47,232  ;  Byerts  &  Dunn. 
Los  Angeles.  $46,861  ;  S.  A.  Cumniings.  San 
Diego.  .$44,242;  Werner  &  Webb,  Los  An- 
geles, $.50.7.55:  John  Strona.  Pomona.  $50.- 
•326;  E.  O.  Larson,  San  Diego.  .$43,826; 
V.  R.  Dennis  Construction  Co.,  San  Diego. 
$39,729;  B.  G.  Carrol.  San  Diego.  $42.2.55. 
Contract  awarded  to  M.  H.  Golden,  San 
Diego,  ,$38,5,5.3.11. 

SAN  JOAQUIN  COUNTY— Between 
Bacon  Island   Ferry  and  Mandeville  Island 


Ferry,  about  5.5  miles  to  be ' 'g4'"-l.fl^O'\P<^ 
surfaced  with  untreated  crushed  '^t^ik\"<X 
stone.  District  X.  K.-.-di-r  Road.  Oi^nde  }> 
C.  Wood,  Stoiktcii.  .•<-J'.l..ssi):  Louis  BiasAttii^ 
&  Son,  Stockton  .^:;(l.li:t(; ;  E.  A.  Forde,  Saii* 
Anselmo,  $31,391 ;  George  French,  Jr., 
Stockton,  $31,443;  A.  G.  Raisch,  San  Fran- 
cisco, $31,494 ;  Clausen  and  Corfield,  Berk- 
eley, $.32,.391;  Piazza  &  Huntley,  San  Jose, 
.$.33,095;  Beerman  &  Jones,  Stockton,  $33,- 
350 ;  Bodenhamer  Construction  Co.,  Oak- 
land, $33,764;  A.  Soda  &  Son,  Oakland, 
.$34,537;  Lee  J.  Immel,  Berkeley,  $34,850; 
J.  R.  Reeves,  Sacramento,  $39,219.  Con- 
tract awarded  to  Fredericksen  &  Westbrook, 
I,ower  Lake,  $28,789.50. 

SANTA  CLARA  COUNTY— Between 
north  line  of  Las  Uvas  Rancho  and  Croy 
Road,  about  3.9  miles  to  be  graded,  sur- 
faced with  gravel  base,  and  armor  coat  ap- 
jilied.  District  IV.  Feeder  Road.  Granfield. 
Farrar  &  Carlin,  San  Francisco,  $73,244; 
Fredericksen  &  Westbrook,  Lower  Lake, 
$78,987;  Piombo  Bros.  &  Co.,  San  Fran- 
cisco, $79,305:  Poulos  &  McEwen.  Sacra- 
mento. .$81,409;  A.  Teichert  &  Son,  Inc., 
Sacramento.  .$87,273  ;  Pacific  Truck  Service, 
Inc..  &  L.  C.  Karstedt.  San  Jo.se,  $.89,460; 
Chas.  L.  Harney.  San  Francisco,  ,$95,476; 
Guv  F.  Atkinson  Co..  San  Francisco,  $104.- 
879;  Young  &  Son  Co..  Ltd..  Berkeley,  $83,- 
152;  Hanrahan  Company.  San  Francisco, 
$sl. (!(;:;;  .T.  r,.  Conner  and  Sons.  Monterey, 
.$74.Mi5;  Cvow  Bros.  Construction  Co..  Los 
Angeles.  •'<78.774.  Contract  awarded  to 
Bodenhamer  Construction  Co..  Oakland. 
$71,873.77. 

SANTA  CRUZ  COUNTY— A  reinforced 
concrete  girder  bridge  across  Salsipuedes 
Creek,  about  |'  mile  northeast  of  Watson- 
ville,  consisting  of  one  40-foot  span  and 
two  30-foot  spans,  and  about  0.23  mile  of 
roadway  to  be  graded  and  surfaced  with 
crusher  run  base  topped  with  aranor  coat. 
District  IV,  Route  67,  Section  A.  A.  Soda 
and  Son.  Oakland,  $27,751;  B.  A.  Howkins 
&  Co.,  San  Francisco,  $26,819;  John  Car- 
cano,  San  Rafael,  .$26,957;  Clausen  &  Cor- 
field, Berkeley,  $27,793;  Valley  Construc- 
tion Co.,  San  Jose,  .$28,531  ;  Granite  Con- 
struction Co.,  Ltd.,  Watsonville.  $28,749. 
Contract  awarded  to  Earl  W.  Heple,  San 
Jose,  $24,851.90. 

VENTURA  COUNTY— Construction  of  a 
truck  shelter  at  the  El  Rio  Maintenance 
Station  between  Ventura  and  Oxnard.  Dis- 
trict VII,  Route  2,  Section  C.  Alfred  A. 
Jacobson,  Pasadena.  $5,888;  Contracting 
Engineers  Co.,  Los  Angeles.  .$6,2.S5 ;  George 
Macleod,  Ventura,  $6,458;  Hansen  &  Izer, 
Ventura,  $6,594;  Victor  L.  and  Wm.  B. 
Jacobson.  Los  Angeles.  $9,380.  Contract 
awarded  to  Standard  Construction  Co.,  Los 
Angeles,  $5,652. 


Q.  &  A.  DEPARTMENT 

Q.  We  want  you  to  settle  an  aa'gn- 
ment.  When  does  a  pedestrian  have  the 
right    of    way? 

— Constant    Reader. 

A.  When  he's  being  rushed  to  the 
emergency    hospital    in    an    ambulance. 


"Did  anybody  drop  a  roll  of  bills  with  a 
rubber  band  around  them?"  asked  an  old 
gentleman   in  the  train. 

"Yes,  I  did."  said  several  voices. 

"Well,  I  just  picked  up  the  rubber  band," 
said  the  old  gentleman  calmly. 


California  Highways  and  Public  Works  (February  193s) 


[Twenty-five] 


n-.,/ 


DIVISION  OF 


WATER  RESOURCES 


JTt'J.'^^  ^^t^V?8JiUiismr 


OFFICIAL  REPORT 

FOR  THE  MONTH  OF 

January,  1938 

EDWARD  HYAn,  Stale  Engineer 


t; 


I  HE  Bureau  of  Reclamation  an- 
nounced during  the  month  that 
the  Southern  Pacific  railroad 
through  the  Shasta  Dam  site  would  be 
relocated  so  that  work  can  progress 
on  dam  construction.  The  relocation 
will  involve  about  a  half  mile  of  new 
line,  more  than  half  of  which  will  be 
a  tunnel  under  the  right  abutment  of 
the  dam  site.  Bids  for  the  construc- 
tion of  this  tunnel  will  be  opened 
near  the  end  of  Femruary.  The 
Bureau  also  announced  that  bids  will 
be  received  soon  for  sixteen  pumps 
for  the  Contra  Costa  Canal  and  for 
materials  for  the  lining  of  eight  miles 
of  this  canal.  Work  has  continued 
and  good  progress  is  being  made  on 
the  construction  of  the  Contra  Costa 
Canal  and  the  government  camp  for 
Shasta  Dam.  Surveys  and  the  pre- 
paration of  plans  for  the  Shasta  Dam 
and  the  relocation  of  the  Southern 
Pacific  Railroad  for  Shasta  reservoir 
have  continued  and  considerable 
progress  was  made  on  surveys  for  the 
San  Joaquin  pumping  system  and 
canals  for  the  project. 


IRRIGATION    DISTRICTS 


New  construction,  repairs  and  replace- 
ment of  structures  are  being  carried  out  in 
many  of  the  districts  during  the  winter 
months  while  plants  are  shut  down,  and  dis- 
trict forces  are  available  for  the  work.  A 
number  of  cooperative  projects  are  also 
being  undertaken  with  WPA  or  other  Fed- 
eral assistance,  thus  providing  needed  em- 
plo.vment  and  at  the  same  time  accom- 
plishing necessary  betterments  to  the  district 
systems   at   minimum   cost. 

Woodbridge  Irrigation  District  has  signed 
an  agreement  with  the  East  Bay  Municipal 
Utility  District  by  which  the  prior  rights 
of  the  irrigation  district  to  flow  of  the 
Mokelumne  River  are  recognized  and  fixed 
in  amounts  ranging  from  30,000  to  45,000 
acre-feet  per  year.  A  suit  brought  to  de- 
termine the  relative  water  rights  has  been 
dismissed. 

The  construction  of  the  Lake  Gregory  Dam 
in  San  Bernardino  County,  owned  by  the 
Crest  Forest  County  Water  District,  is  ap- 
proaching completion  with  the  exception  of 
the  riprapping  on  the  upstream  face  of  the 


structure  and  the  concreting  of  llir  spiUHny 
lining.  The  completion  of  this  part  of  the 
work  will  probably  be  dependent  on  weather 
rnnditions. 


WATER    RIGHTS 


Superrittion  of  Apiiroprintion  of  'Water. 

Twenty-five  applications  to  appropriate 
were  received  during  December.  25  were  ap- 
proved, and  7  were  denied.  The  rights  were 
confirmed  under  10  permits  and  17  permits 
were  revoked. 

Inspection  reports  are  in  the  cour.se  of 
preparation  covering  projects  which  were 
investigated  during  the  pa.st  field  season, 
and  during  November  22.3  reports  were  re- 
ceived from  permittees  and  licensees,  which 
reports  are  under  study  for  the  purpose  of 
determining  appropriate  action. 


SUPERVISION   OF   DAMS 


Application  for  the  approval  of  plans  and 
specifications  for  construction  of  the  Laguna 
Dam  of  The  Irvine  Company,  Tiistin,  Cali- 
fornia, was  filed  on  January  5,  193S.  This 
dam  is  to  be  an  earth  fill  structure  34  feet 
in  height  with  a  storage  capacity  of  300 
acre-feet,  situated  on  an  unnamed  creek 
tributary  to  San  Diego  Creek  which  flows 
into  Newport  Bay  in  Orange  County.  The 
estimate<l   cost  is  .$23,000. 

Application  for  approval  of  plans  for  the 
alteration  of  the  Kunkle  Dam  of  the  Pacific 
Gas  and  Electric  Company,  situated  on 
Kunkle  Creek  tributary  to  West  Branch  of 
North  Fork  of  Feather  River  in  Butte 
County,  was  received  on  December  22,  1937. 
This  application  was  approved  by  the  State 
Engineer  on   Januar.v  3,   1938. 


SACRAMENTO-SAN    JOAQUIN 
WATER  SUPERVISION 


During  the  past  month  activities  have 
been  wholly  in  the  office  assembling  the  field 
data  gathered  during  the  summer  months 
in  order  to  compile  a  mimeographed  report 
showing  the  diversions,  acreage  irrigated, 
stream  and  return  flows  in  the  Sacramento 
and  San  .Toaquin  valleys. 


CALIFORNIA    COOPERATIVE 
SNOW   SURVEYS 


With  several  feet  of  snow  in  the  mountains 
as  a  result  of  the  storm  period  January 
15th   to  20th,   Rangers  of   the   Plumas  Na- 


tional Forest  were  instructed  in  the  details 
of  making  snow  measurements  at  the  new 
snow  courses  established  this  year  in  that 
area. 

In  the  office,  work  has  continued  on 
compilation  of  precipitation  and  runoff  data 
and  tlie  working  up  of  the  natural  flows 
that  occurred  during  the  past  season.  The 
actual  historical  figures  compare  well  with 
those  estimated  in  last  April's  snow  survey 
bulletin. 


CONN    VALLEY    PROJECT 


Work  was  initiated  during  the  month  on 
investigations  of  the  Conn  Valley  reservoir 
and  dam  sites  in  Napa  County  to  determine 
the  availability  of  the  reservoir  as  a  pos- 
sible source  of  additional  water  supply  for 
State  institutions  in  Napa  Valley.  Investi- 
gations are  being  made  of  reservoir  capacity, 
water  supply,  geology  of  the  dam  sites  and 
possible  cost  of  the  project. 


FLOOD    CONTROL    AND 
RECLAMATION 


Relief   Labor   Work. 

At  the  present  time  approximately  70  re- 
lief laborers  are  emplo.ved,  cleaning  out 
debris  in  Butte  Slough,  cleaning  drains  of 
the  Pump  No.  3  .system,  and  removing  debris 
from  the  Feather  River  near  Nicolaus. 

Saa-amento  Flood  Control  Project. 

W^ork  has  been  resumed  on  the  construc- 
tion of  five  timber  bridges  in  the  Dry  Creek 
project  near  Wheatland. 

The  Reclamation  Board  has  requested  this 
office  to  remove  certain  levees  in  the  Feather 
River  overflow  channel,  which  have  been  re- 
placed by  new  set-back  levees.  This  work 
is  considered  an  emergency  for  immediate 
construction,  and  .$20,000  has  been  allocated. 
Actual  construction  is  under  way  witli  five 
heavy    bulldozers. 

Emergency    Levee    Repairs. 

On  .lanuary  14th  Governor  Frank  F. 
Merriam  made  available  the  sum  of 
?150,000  by  Executive  Order  No.  E  177,  for 
use  in  making  emergenc.v  repairs  to  levees 
in  the  Sacramento  Valle.v  outside  of  the 
Sacramento  Flood  Control  Project.  The 
work  is  being  done  under  the  general  ad- 
ministrative direction  of  Colonel  A.  M. 
Barton.  Chief  Engineer  and  General  Man- 
ager of  the  Reclamation  Board,  cooperat- 
ing with  the  State  Engineer.  R.  L.  .Tones, 
Deputy  State  Engineer,  is  in  direct  charge 
of  construction. 


[Twenty-six] 


(February  19}  s)  California  Hightvays  and  Public  Works 


State  Highway 
Engineers  View 
Eastern  Roads 

(Continued  from  page  5) 

due  to  the  abundant  roadside  vege- 
tation growing  right  up  to  the  pave- 
ment edge. 

The  absence  of  improved  shoulders 
throughout  the  middle  west  and  east- 
ern States  is  very  noticeable  and 
gives  the  impression,  which  as  a  mat- 
ter of  fact  it  does,  of  narrowing  up 
the  effective  driving  width  of  the 
pavement. 

On  the  entire  trip  the  group  re- 
ports they  did  not  see  anything  that 
would  approach  the  asphaltic  con- 
struction of  the  West  or  any  concrete 
roads  which  were  built  to  better 
standards  than  those  now  being  laid 
in  California. 

However,  it  would  seem  that  the 
people  of  California  can  take  a  leaf 
from  the  book  of  experience  of  New 
York,  New  Jersey,  and  Massachusetts 
and  give  more  consideration  to  the 
congested  areas  of  the  State,  solving 
the  problems  by  the  construction  of 
through  boulevards  with  service 
roads  on  each  side  or  agreements  pre- 
venting abutting  property  from  any 
contact  with  such  speedways  except 
at  stipulated  interseetional  points 
where  the  clover  leaf  type  of  con- 
struction and  accelerating  entrance 
lanes  would  be  placed. 


3n  ilFmnrtam 

(finmtr  Ebwarb  ©'(Honudl 

Death,  striking  suddenly  and  un- 
expectedly, summoned  Comte 
Edward  O'Connell,  Chief  Clerk  of 
the  headquarters  staff  of  District 
VIII,  Division  of  Highways,  San 
Bernardino,  on    January  24. 

Prominent  in  civic  affairs  in  San 
Bernardino,  president  of  the  Cali- 
fornia State  Employees'  Associa- 
tion, past  vice  commander  of  the 
United  Veterans  of  the  Republic 
and  a  leader  in  the  American 
Legion,  Mr.  O'Connell  was  widely 
known  throughout  the  State.  His 
active  career  ended  in  his  forty- 
first  year.  Death  was  due  to  a 
heart    attack. 

The  following  tribute  to  Mr. 
O'Connell  comes  from  Mr.  E.  Q. 
Sullivan,  District  Highway  Engi- 
neer   in    San    Bernardino: 

"The  untimely  death  of  Mr. 
O'Connell  has  been  a  severe  shock 
to  myself  and  the  entire  State 
Division  of  Highways.  His  pass- 
ing is  mourned  by  everyone.  He 
was  of  a  buoyant,  cheerful  disposi- 
tion. It  is  difficult  to  realize  that 
he  is  no  longer  with  us  because  of 
his  apparent  good   health. 

"Mr.  O'Connell  was  head  of  the 
District  VIII  accounting  depart- 
ment. The  keeping  of  the  accounts 
for  the  division  of  highways  is  a 
complex  and  difficult  work.  Mr. 
O'Connell  handled  his  work  in  a 
manner  to  warrant  complete  confi- 
dence in  his  competence  and  in- 
tegrity. He  was  truly  a  trusted 
assistant  in  the  administration  of 
District  VIII  accounting  depart- 
ment throughout  all  the  years. 

Mr.  O'Connell  is  survived  by  his 
widow,  Floy;  a  son,  Comte  Jr.,  13; 
two  stepchildren,  Dorothy  Irwin 
and  George  Irwin,  all  of  San  Ber- 
nardino; his  mother,  Mrs.  George 
O'Connell   and   three  brothers. 


Livingston 
Subway  Will 
Abolish  Crossing 

(Continued  from  page  16) 

New  right  of  way  was  acquired  for 
the  entire  length  of  the  construction. 
The  area  traversed,  for  the  most  part, 
consisted  of  vineyard  and  orchard 
land.  The  right  of  way  for  this  con- 
struction will  cost  approximately 
$22,500. 

The  construction  based  on  the  con- 
tractor's bid  plus  estimated  supple- 
mental Avork,  contingencies  and  engi- 
neering will  cost  approximately 
$264,500. 

The  principal  items  of  construction 
quantities  and  unit  bid  prices  are : 

Item  Quantities     Unit  price 

Roadway    excav !57.0(K)  c.  y.  $0.30 

Overhaul    TOCOOO  st.  yd.       0.005 

CI.    "B"    P.    C.    C. 

(pvmt)    .">..SSOe.y.  S.OO 

CI.    "B"    P.    C.    C. 

(thick    pvmt)    1..52.5  c.y.  7.00 

CI.    "A"    P.    C.    C. 

(str.)     1.210  c.  y.  14.25 

CI.    "A"    P.    C.    C. 

(curbs,  gut.)    1,115  c.  y.  11.00 

Bar  reinf.  steel 225,000  lbs.  0.053 

Str.    steel 216,000  lbs.  0.09 

Douglas  fir  piles 10.400  ft.  0.25 

Louis  Biasotti  &  Son,  of  Stockton, 
California,  are  the  contractors.  "W. 
J.  Deady  is  Eesident  Engineer  in 
charge  for  the  State.  Inspection  is 
being  handled  jointly  by  the  Bridge 
Department  and  District  X. 


Pavement  Slab  Warp  in  California  and  Prevention  Methods 


and  other  States  indicate  that  the 
moisture  content  in  .subgrades  not 
originally  moisture  treated  gradually 
approaches  the  same  moisture  content 
as  that  in  the  subgrades  which  were 
originally  moisture  treated.  We  are 
not,  however,   prepared  to  say  that 


(Continued  from  page  22) 

under  California  conditions  where 
rainfall  may  not  occur  for  several 
months  a  subgrade  which  was  moist- 
ure treated  would  not  vary  in  moist- 
ure content  throughout  the  year.  In 
fact,  from  our  experience  on  the 
pavement  near  Williams  which  origi- 


nally gave  us  trouble,  we  believe  that 
the  moisture  content  does  vary  from 
time  to  time.  It  appears  that  the 
experience  in  Missouri  and  Kansas 
confirms  these  conclusions. 

(To  be  continued) 


EXPLANATORY    NOTES: 

Adobe   is  the  California   designation   of  black   clayey  top  soil    showing    high    shrinkage   or   swell    with    moisture  changes. 

Shrinkage  as  used  herein  refers  to  lineal  shrinkage  in  per  cent    of    the    specimen    prepared    under    standard    methods. 

Swell   as   used    herein    refers  to    lineal    swell    in    per  cent   of  the    specimen    prepared    under    standard    methods. 

Bearing   power   is   reduced   to   pounds   per  square   inch   for  0.2   inch   penetration   of  testing   disc. 

Bearing  power  "w/et"  refers  to  a  specimen  which  after  standard    preparation    has   been    immersed    in   water  for  four  days. 

Bearing  power  "dry"  refers  to  a  specimen  which  has  been  properly  moistened  and  compacted  at  2,000  lbs.  per  square  inch. 

Roughness  index  is  the  roughness  in   inches  per  mile  of  paving   as  taken   with   "roughometer"   attached   to    an    automobile. 

Thickness   of   imported    borrow    refers   to   compacted   thickness. 

Membrane    is   reported    in    gallons    per   square   yard. 

Warp   is  reported   as  the  variation   in   decimal   fractions  of  an    inch  of  high  joints  above  the  true  plane  of  the  pavement. 


California  Highways  and  Public  Works  (February  isa) 


[  Twenty-seven  ] 


New  Highway  Through  Town  of 
Mojave  Eliminates  Bottleneck 


(Continued  from  page  IS) 


county  road  from  Lancaster  to  Mo- 
jave, that  a  high  type  road  to  this 
locality  was  available.  A  fifteen  foot 
concrete  pavement  was  constructed  in 
1922  from  the  Los  Angeles-Kern 
County  line,  south  of  Mojave.  to  the 
northerly  city  limits  of  Mojave.  This 
was  widened  in  1935  by  the  addition 
of  two  eight-foot  shoulders  to  afford 
a  twenty-foot  road  width,  and  a  por- 
tion of  the  street  area  was  oiled  to 
alleviate  the  dust  nuisance. 

HIGHWAY  WORK  BEGUN 

To  accommodate  the  increase  in 
traffic  within  the  town,  the  new  con- 
struction, started  on  September  10, 
1937,  representing  an  expenditure  of 
approximately  $28,000,  affords  a  57.5 
foot  width  of  plant-mixed  surfacing 
bordered  by  1.5  foot  concrete  gutters 
and  0.5  foot  concrete  curbs  on  both 
sides  of  the  main  street  within  the 
city  limits.  The  previously  con- 
structed concrete  pavement  served  as 
a  partial  base  for  the  central  twenty- 
two  foot  portion  of  the  new  surfacing. 

In  order  that  the  bearing  value  of 
the  additional  base  required  would  be 
commensurate  with  that  of  the  exist- 
ing concrete  pavement,  a  trench  seven 
feet  in  width  and  one  foot  in  depth 
was  constructed  adjoining  the  con- 
crete pavement  and  filled  by  thor- 
oughly compacting  therein  the  sal- 
vaged oiled  shoulders.  This  was  done 
by  blading  the  existing  oiled  shoulders 
onto  the  concrete,  remixing  it  to  re- 
move excess  moisture  and  compacting 
it  in  the  trench  in  very  light  layers 
so  that  maximum  compaction  would 
be  obtained. 

CONSTRUCTION   PROBLEMS 

The  use  of  a  flexible  material  in 
conjunction  with  rigid  concrete  to 
form  the  base  of  the  wearing  course 
introduced  many  problems  as  to  the 
ultimate  behavior  of  the  pavement. 
The  original  subsoil  was  a  clay  with 
its  attendant  high  capillarity.  Under 
the  concrete,  no  serious  settlement  was 
observed;  hence,  it  was  assumed  that 
tlie  subsoil  was  stable  and  that  a  foot 
of  well-compacted  asphaltic  treated 
aggregate  would  be  sufficient  to  pro- 


vide rigidity  if  the  subsoil  remained 
in  a  state  equal  to  that  under  the  con- 
crete. 

The  area  adjoining  the  central 
twenty-two  feet  is  dedicated  to  park- 
ing area  and  receives  much  lighter  im- 
pact than  the  central  portion. 
Throughout  this  area,  the  subsoil  was 
removed  to  the  depth  of  a  foot  below 
siibgrade  and  backfilled  with  imported 
borrow  of  high  stability,  the  whole 
slush-rolled  to  obtain  maximum  com- 
paction. 

TRAFFIC    UNIMPEDED 

Before  placing  the  three  inches  of 
plant-mixed  surfacing  between  the 
gutter  lines,  the  concrete  pavement 
and  the  seven  feet  of  compacted 
shoulder  material  were  given  an  ap- 
plication of  one-tenth  of  a  gallon  per 
square  yard  of  asphaltic  emulsion. 
The  remaining  areas  between  the  gut- 
ter lines  were  given  a  prime  coat  of 
approximately  one-quarter  of  a  gallon 
per  square  yard  of  liquid  asphalt 
SC-2. 

Curbs  and  gutters  were  of  integral 
construction  and  at  street  intersec- 
tions were  constructed  at  entrances  to 
garages,  service  stations  and  drive- 
ways to  allow  access  for  traffic. 

By  prior  arrangement  with  the 
business  men  of  Mojave,  all  through 
trafSc  was  routed  over  adjoining 
streets  and  the  entire  project  com- 
pleted with  but  little  inconvenience  to 
the  traveling  public.  The  cooperation 
shown  in  allowing  the  main  business 
street  to  be  closed  during  construc- 
tion was  wholehearted  and  was  re- 
fleeted  in  returning  to  use  at  an  early 
date  the  completed  street  at  a  lowered 
cost  to  the  State. 

Early  pictures  of  Mojave  were 
made  available  by  the  courtesy  of 
John  Nestor,  postmaster  of  Mojave. 


A  struggling  young  author  had  called 
on  a  publisher  to  inquire  about  a  manu- 
script  he   had    submitted. 

"This  is  quite  well  written."  admitted 
the  publisher,  "but  my  firm  publishes  only 
work   by   writers   with   well-known   names." 

"Splendid,"  cried  the  writer.  "My 
name's  Smith." 


Traffic  on  Bay 
Bridge  Declines 
During  January 

ALTHOUGH  traffic  over  the  San 
Francisco-Oakland  Bay  Bridge 
^showed  a  decline  in  the  month 
of  January  as  compared  to  December, 
it  nevertheless  exceeded  its  .seasonal 
quota,  according  to  Earl  Lee  Kelly, 
Director  of  Public  Works. 

A  total  of  672,433  vehicles  crossed 
the  span  during  January  as  against 
723,281  for  December.  This  is  a  de- 
crease of  approximately^  50,000  ve- 
hicles from  the  preceding  month,  but 
an  increase  by  the  same  amount  over 
the  estimated  quota  for  January. 

VEHICLES  TOTAL  ELEVEN  MILLION 

Total  number  of  vehicles  to  cross 
the  span  since  is  was  opened  four- 
teen and  one-half  months  ago  was  11,- 
117,042.  There  was  a  daily  average 
of  21,691  vehicles  crossing  the  bridge 
during  -January,  bringing  in  total  rev- 
enues of  $353,859.95 

Best  day  of  the  month  was  New 
Year's  Day,  Januar.y  1,  when  31,172 
vehicles  crossed  the  structure.  Low- 
est day  was  January  3,  a  stormy  day, 
with  18,831  vehicles. 

January  of  last  year,  when  a  65- 
eeut  toll  was  in  efi'ect,  showed  a  de- 
crease in  traffic  but  an  increa.se  in  rev- 
enue over  figures  for  the  same  period 
in  1937.  In  Januaiy  of  1937  there 
were  575,083  vehicles  crossing  the 
bridge,  bringing  in  revenues  of  $384,- 
092.27. 

A  general  decrease  in  all  classifica- 
tions of  traffic  was  revealed  in  a  com- 
]iarison  of  January,  1938,  figures  with 
those  of  the  preceding  month.  I 

COMPARATIVE  FIGURES 

Comparative  figures  follow : 

Total  Since 

Total  Dec.  Total  Jan.  Openinii 

Passenoer     Autos 681,506  633,115  10.562.142 

Auto    Trailers    S56  649  18,165 

Motorcycles    2.077  2.117  38.434 

Tri-Cars     977  798  9,900 

Trucks      26,236  24,239  351.344 

Truck    Trailers 954  883  23.340 

Buses    10.675  10.632  113,717 

Total   Vehicles--  723,281        672,433     11,117,042 

Extra  Passenjers 189,480        170,440       2,396,518 

Freioht,    Lbs 59,671,837  55.840,498  804.036,518 


Visitor:  "And  what's  your  name,  my  goi.d 
man?" 

Prisoner :  "9742," 

Visitor:  "Is   that   your   real   name?" 

Prisoner:  "Naw,  dat's  just  me  pen  name." 


[Twenty-eight] 


(February  19}  s)  California  Highways  and  Public  Works 


STATE  OF  CALIFORNIA 


Department  of  Public  Works 

Headquarters:   Public  Works  Building,  Twelfth  and  N  Streets,  Sacramento 


FRANK  F.  MERRIAM Governor 

HARRY  A.  HOPKINS Assistant  Director 


EARL  LEE   KELLY Director 

EDWARD  J.  NERON Deputy  Director 


CALIFORNIA  HIGHWAY  COMMISSION 


H.  R.  JUDAH,  Chairman,  Santa  Cruz 

PHILIP   A.   STANTON,   Anaheim 

PAUL  G.  JASPER,  Fortuna 

WILLIAM  T.  HART,  Carlsbad 

ROBERT  S.  REDINGTON,  Los  Angeles 

JULIBN   D.   ROUSSEL,    Secretary 


DIVISION  OF  HIGHWAYS 


C.  H.   PURCELL,  State  Highway  Engineer 

G.  T.  McOOY,  Assistant  State  Highway  Engineer 

J.  G.  STANDLEY,  Principal  Assistant  Engineer 

R.  H.  WILSON,  Office  Engineer 

T.  E.  STANTON,  Materials  and  Research  Engineer 

FRED  J.  GRUMM.  Engineer  of  Surveys  and  Plans 

C.   S.  POPE,  Construction  Engineer 

T.  H.  DENNIS,  Maintenance  Engineer 

F.  W.  PANHORST,  Bridge  Engineer 

L.  V.  CAMPBELIj,   Engineer  of  City  and  Cooperative  Projects 

R.  H.  STALNAKER,  Equipment  Engineer 

E.  R.  HIGGINS,  Comptroller 

DISTRICT  ENGINEERS 

J.  W.  VIOKREY,  District  I,  Eureka 

F.  W.  IIASELWOOD,  District  II,  Redding 

CHARLES   H.   WHITMORE,   District  III,   Marysville 

JNO.  H.  SKEGGS,  District  IV,  San  Francisco 

L.  H.  GIBSON,  District  V,  San  Luis  Obispo 

R.  M.  GILXiIS,  District  VI,  Fresno 

S.  V.  CORTELYOU,  District  VII,  Los  Angeles 

E.  Q.  SULLIVAN,  District  VIII,  San  Bemanlino 

S.  W.  LOWDEN    (Acting),  District  IX,  Bishop 

R.  E.  PIERCE,  District  X,  Stockton 

E.  E.  WALLACE,  Disrict  XI,  San  Diego 

SAN   FRANCISCO-OAKLAND   BAY  BRIDGE 
O.  E.  ANDREW,  Bridge  Engineer 


DIVISION  OF  WATER  RESOURCES 


EDWARD  HYATT,  State  Engineer,  Chief  of  Division 

GEORGE  T.  GUNSTON,  Administrative  Assistant 

HAROLD  CONKLING,  Deputy  in  Charge  Water  Rights 

A.  D.  EDMONSTON,  Deputy  in  Charge  Water 
Resources  Investigation 

R.  L.  JONES,  Deputy  in  Charge  Flood  Control  and  Reclamation 

GEORGE  W.  HAWLEY,  Deputy  in  Charge  Dams 

SPENCER  BURROUGHS,  Attorney 

EVERETT  N.  BRYAN,  Hydraulic  Engineer  Water  Rights 

GORDON  ZANDER,  Adjudication,  Water  Distribution 


DIVISION  OF  ARCHITECTURE 


GEORGE  B.  McDOUGALL,  State  Architect,  Chief  of  Division 

P.  T.  POAGE,  Assistant  State  Architect 

W.  K.  DANIELS,  Assistant  State  Architect 

HEADQUARTERS 

H.  W.  DeHAVEN,  Supei-vising  Architectural  Draftsman 

C.   H.   KROMER,   Principal   Structural   Engineer 

CARLETON  PIER  SON,  Supervising  Specification  Writer 

J.  W.  DUTTON,  Principal  Engineer,  General  Construction 

W.  H.  ROCKINGHAM,  Principal  Mechanical  and  Electrical 
Engineer 

C.  E.  BERG,  Supervising  Estimator  of  Building  Construction 


DIVISION  OF  CONTRACTS  AND  RIGHTS  OF  WAY 


C.  C.  CARLETON,  Chief 

CLARENCE  W.  MORRIS,  Attorney,  San  Francisco 

FRANK  B.  DURKEE,  Attorney 

C.  R.  MONTGOMERY,  Attorney 

ROBERT  E.  REED,  Attorney 


DIVISION  OF  PORTS 


Port  of  Eureka— WILLIAM  CLARK,  SR.,  Surveyor 


GEORGE  H.  MOORE.  Stat 


PM:    If  addressee  has  moved 
notify   sender  on 

Form  3547 

Division    of    Highways 

P.  O.   Box   1499 
Sacramento,  California 


Seattle   Public   Library, 
Seattle, 


SEC.  562  P.  L.  &  R. 
U.  S.  POSTAGE 

PAID 

Sacramento,  Cal. 
Permit  No.  152 


MAP 

SHOWING 

STATE  HIGHWAY  SYSTEM 


LOS  ANGELES  AND  VICINITY 


CALIFORNIA 


HIGH 


PUBLIC  WORKS 


Clearing  ffate  Highway  37 
over  Donner  Summit  during  Jebruarij  Jiorm 

Dfficial  Journal  of  the  Department  of  Public  Works 

MAR.CH     193  8 


MAR  18  '938 


CALIFORNIA  HIGHWAYS  AND  PUBLIC  WORKS 

Official  Journal  of  the  Division  of   Highways  of  the  Department  of   Public  Works,  State  of  California 

EARL  LEE  KELLY,  Director     C.  H.  PURCELL,  Slate  Hishway  Engineer     JOHN  W.  HOWE,  Editor     K.  C  ADAMS,  Associate  Editor 

Published  for  information  of  the  members  of  the  department  and  the  citizens  of  California 

Editors  of  newspapers  and  others  are  privileged  to  use  matter  contained  herein.     Cuts  will  be  gladly  loaned  upon  request. 
Address  communications  to  California  Higliways  and  Public  Works,  P.  O.  Bos  1499,  Sacramento,  California. 

Vol.  16  MARCH,  1938  No.  3 


Table  of  Contents 


Page 

Safety  Engineer  Appointed  for  the  Division  of  lliplnvays 1 

Flood  Fighters  Save  Major  Levees 2 

By  S.  H.  Searancke,  Associate  Hydraulic  Engineer,  Dirisiun  of  Water  Resources 

Photos  of  Levee  Breaks  and  Crews  Repairint;  Fills 3 

Old  Bridges  Are  a  Menace.     Many  Crashed  by  Trucks,  Illustrated 4-5 

By  F.   W.  Panhorst,  Bridge  Engineer 

Major  Construction  Project  on  Malibu  Section  of  Coast  Highway 6 

By  A.  D.  Griffin,  Distriet  Office  Engineer 

Illustrations  of  Coast  Highway  Project 7 

Realigning  State  Highway  North  of  Beaumont,  Illustrated 8-9 

iJi;  A.  Everett  Smith,  Associate  Highway  Engineer 

New  Altamont  Pass  to  be  Ready  for  State  Fair  Opening 10 

Illustrations  of  Altamont  Pass  Grade  Separation  Structures 11 

Three  Major  Improvements  on  Pacific  Highway  Completed,  Illustrated 12-1.3 

By  E.  J.  Bassett,  District  Office  Engineer 

New  Device  for  Measuring  Concrete  Pavement  Volumes,  Illustrated 1-1— 1-5 

By  Earl  Withyconibe,  Assistant  Construction  Engineer  and  IT.  /■'.  Fmisl iniin.  Assistant  Engineer 

Wilson  Way  Underpa.ss  in  Stockton  Completed  and  Opened,     llhistrated 16-17 

Problem  of  Slipciuts  Studied  by  State  Highway  Engineers 18 

By  A.   ir.  Root,  District  Materials  Engineer 

Concrete    Pavement    Slab    Warp    and    i)reventi()ii    (Second    Installment), 

Illustrated 20 

By  C.  N.  Pope,  Construction  Engineer 

New  Geyser  Appears  Near  Inyo  Highway,  Illustrated 23 

Truck  Checking  Station  Opened  on  Ridge  Route,   Illustrated 24 

Highway  Bids  and  Awards  for  February,  1938 2,5 

Division  of  Water  Resources  Report  for  February,  1938 26 


Safety  Engineer  Appointed 
To  Head  New  Department  in 
State  Division  of  Highways 


IE  mil 


THE  Division  of  Highways  has 
added  a  Department  of  Safety 
to  the  headquarters'  staff.  Engi- 
f  neering  investigation  of  the  rising 
accident  toll,  together  with  public 
interest  energized  with  anxiety  and 
concern,  has  pointed  to  the  need  of 
a  separate  bureau  or  department  to 
more  closely  observe  and  study  the 
development  of  traffic  problems. 

Recognizing  this  need,  Director  of 
Public  Works  Earl  Lee  Kelly  and 
State  Highway  Engineer  C.  H.  Pur- 
ceU  began  a  study  of  a  budget  and 
the  scope  of  operation  for  such  a 
department  late  in  1937,  culminating 
in  the  announcement  of  the  organiza- 
tion of  the  department  early  in  Feb- 
ruary this  year. 

PRIME  PURPOSE 

Increasing  traffic  with  consequent 
increasing  accident  frequency,  and 
the  experience  gained  through  the 
years  of  literally  lifting  traffic  out  of 
mud  and  dust,  has  gradually  devel- 
oped the  conviction  that  a  highway 
department  has  as  a  prime  purpose 
the  providing  of  a  sy.stem  of  high- 
ways which  will  obtain  a  safe  and 
rapid  movement  of  hundreds  of 
thousands  of  motor  vehicles  of  many 
types  in  a  constant  and  more  accel- 
erated movement  as  time  progresses. 

The  department  will  in  no  way 
siTpersede  nor  conflict  with  such  safety 
activities  as  are  already  under  way, 
but  will  strengthen  and  augment  those 
activities,  combining  its  efforts  with 
others  in  an  endeavor  through  analy- 
sis and  study  of  traffic  statistics  to 
advance  the  movement  toward  a  goal 
of  safe  highway  driving. 

VICKREY  APPOINTED 

Effective  March  1,  Mr.  J.  W.  Vick- 
rey  was  appointed  as  Safety  Engi- 
neer in  charge  of  the  new  depart- 
ment. With  the  exception  of  a  few 
months  in  1920.  Mr.  Vickrey  has  been 
with  the  Division  of  Highways  since 
April,  1917,  and  for  approximately 
the  past  six  years  he  has  been  District 
Engineer  of  District  I  at  Eureka.  He 
has    a    thorough    knowledge    of    all 


J.  W.  VICKREY 

phases  of  highway  work  and  is  par- 
ticularly well  fitted  by  experience  to 
handle  the  new  department.  As 
Safety  Engineer,  Mr.  Vickrey  will 
report  directly  to  State  Highway 
Engineer  C.  H.  Purcell. 

In  a  statement  announcing  the 
addition  of  the  new  department  and 
tlie  appointment  of  i\Ir.  Vickrey,  Mr. 
Purcell  said : 

"While  the  Division  of  Highways 
has  been  keeping  pace  with  safety 
developments  through  its  several  de- 
partments, and  as  a  matter  of  fact 
has  collected  more  data  on  the  sub- 
ject than  any  other  agency,  the  new 
department  within  the  Division  will 
coordinate  and  direct  along  this  par- 
ticular line. 

ENTAILS  MUCH  STUDY 

"In  spite  of  the  continued  improve- 
ment of  our  highways,  accidents  seem 
to  vary  directly  with  the  volume  of 
traffic.  Furthermore,  traffic  accident 
records  indicate  that  something  must 


be  done  about  the  driver  and  the 
pedestrian.  Just  what  we  may  do  is 
something  that  must  be  continually 
studied  as  a  specific  function  of  a 
safety  engineer. 

"Highway  designs  must  be  watched 
to  see  that  no  possible  safety  features 
are  overlooked.  The  relation  of  traffic 
problems  to  other  economic  and  social 
problems  must  be  kept  in  mind. 
There  are  no  all  inclusive  methods  of 
traffic  safety.  They  are  still  in  the 
process  of  development. 

DEMANDS   COOPERATION 

"It  will  be  Mr.  Vickrey 's  duty  to 
assist  the  various  departments  of  de- 
sign, construction,  and  maintenance 
in  furnishing  and  obtaining  all  possi- 
ble information  necessary  for  their 
work  in  order  to  promote  safety  on 
California's  highways.  This  will 
mean  cooperation  with  the  various 
national,  state,  and  local  agencies  now 
interested  or  engaged  in  this  phase 
of  the  work.  The  work  being  done  by 
other  state  highway  departments  and 
other  safety  engineers  will  be  con- 
sidered. 

"Likewise  the  benefit  of  the  Cali- 
fornia Division  of  Highways'  experi- 
ence along  safety  lines  may  be  coordi- 
nated and  made  readily  available  to 
the  various  agencies  which  are  now 
vigorously  working  on  the  problem 
of  safety,  particularly  in  connection 
with  the  awakening  and  educating  of 
the  driver  to  his  responsibility. 

"The  results  of  technical  studies, 
the  Division's  aims,  endeavors,  and 
accomplishments  in  building  safer 
highways  and  reducing  accidents 
must  also  be  presented  to  the  public 
for  their  enlightenment  and  approval. 

HUMAN  ELEMENT  INVOLVED 

"The  problem  may  appear  to  be 
more  sociological  than  engineering; 
however,  the  fact  that  37,000  people 
a  year  are  killed  on  the  streets  and 
highways  of  the  United  States  has 
forcibly  brought  to  the  attention  of 
the  Highway  Department  that  no 
stone   should   be   left   unturned   that 

(Continued  on  page  17) 


Flood  Fighters  Save  Levees 

By  S.  H.  SEARANCKE 

Associate  Hydraulic  Engineer,  Division  of  Water  Resources 


N0R:\IALLY.  ill  the  Sacramento 
Valley.  December  is  not  re- 
tjarded  as  a  month  of  storms 
and  high  water.  However  the  Decem- 
ber just  pa.st  proved  itself  an  excep- 
tion to  the  rule. 

From  the  ninth  to  the  thirteenth 
of  that  month  storm  clouils  rolled 
o^■er  the  watersheds  tributary  to  the 
Sacramento  River  and  expended 
themselves  in  a  downpour  of  unusual 
intensity.  Heaviest  among  the  rain- 
falls recorded  for  twenty-four-hour 
periods  were  7.75  inches  at  Keniiett ; 
7.25  inches  at  Mineral;  11.61  inches 
at  Brush  Creek  (Feather  River 
watershed)  ;  11.48  inches  at  Scales 
(Yuba  River  watershed)  and  8.43 
inches  at  Spaulding. 


ing  action  of  the  current.  Human 
effort,  however,  was  not  a  match  for 
the  waters  at  every  point  of  attack. 
Here  and  there  trickles  broke 
through,  which  under  pressure  in- 
creased in  size  until  they  became  like 
mill  races  tearing  material  from  the 
levees  and  inundating  farm  lands. 

Many  such  breaks  occurred  on  both 
sides  of  the  Sacramento  River  above 
Colusa,  the  escaping  waters  quickly 
filling  up  the  Colusa  basin,  flooding 
thousands  of  acres  of  farm  land,  cut- 
ting off  means  of  communication, 
drowning  stock,  entering  homes,  and 
bringing  inconvenience  and  misery  to 
hundreds  of  residents. 

The  Feather  River  also  broke 
through  at  several  points.  From 
TIaiiiiltdii  Px'iid   Ileal'  Tiiggs  a  raging 


made  their  way  harmlesslj-  to  the  baj- 
bj'  way  of  the  Yolo  Bypass. 

The  situation  was  further  relieved 
for  Sacramento  by  the  opening  of 
the  gates  of  Sacramento  Weix\  thus 
making  provision  for  the  excess  of 
the  waters  of  the  American  River. 
The  flood  crest  which  reached  record 
stages  at  stations  on  the  upper  river 
produced  only  moderate  gage  heights 
at  the  city  of  Sacramento. 

FARMERS    HARD    HIT 

111  due  time  the  water  in  the  river 
channels  receded,  the  inundated  lands 
drained,  and  normal  farming  opera- 
tions again  became  possible.  But  it 
was  obvious  there  could  be  no  secur- 
ity so  long  as  the  levee  breaks  re- 
mained open  to  ])ermit  furtlier  inun- 


Flood  waters  of   Little   Chico   Creek    rage   through   orchard    on  Cornell   Ranch  near   Lone  Pine  Avenue  in   Butte  County. 


Even  at  the  higher  altitudes  pre- 
cipitation was  in  the  form  of  rain, 
and  since  there  was  no  blanket  of 
snow  to  absorb  and  retard  it,  the  run- 
oft'  wa.s  torrential  and  the  streams  af- 
fected quickly  rose  to  flood  stages. 
At  Red  Bluft',  Knights  Landing,  and 
Marysville  record  high  water  marks 
were  established. 

TORRENTS  ATTACK  LEVEES 

The  straining  waters  searched  out 
whatever  weaknesses  there  were  in  the 
river  levees  and  kept  men  busy  day 
and  night  plugging  holes  made  by 
rodents,  building  up  low  stretches 
and  protecting  banks  against  the  erod- 


torrent  swept  westerly  across  country 
towards  Butte  basin,  tearing  off  top 
soil,  cutting  deep  washes  and  gullies, 
uprooting  fruit  trees,  carrying  away 
farming  facilities  and  leaving  piles  of 
drift  and  debris  in  its  wake. 

WEIRS    ARE    OPENED 

In  contrast  to  the  damage  and  dis- 
tress prevalent  further  up  the  val- 
ley, residents  of  Sacramento  and 
vicinity  enjoyed  the  utmost  security 
and  freedom  from  alarm.  By  far  the 
greater  part  of  tlie  flood  waters  of  the 
Sacramento  and  Feather  rivers  es- 
caped through  Fremont  Weir  about 
1weiit\-  miles  above   Sacramento  and 


dation  by  eacli  succeeding  freshet. 

The  breaks  must  be  closed,  but  that 
was  an  expensive  undertaking  and 
who  was  going  to  foot  the  bill? 

The  farmers  most  concerned  were 
the  least  able  to  pay.  Two  of  the 
breaks  occurred  in  levees  which  are 
maintained  by  the  Division  of  Water 
Resources  and  these  were  repaired  as 
a  matter  of  routine.  Others  had  oc- 
curred in  levees  for  which  the  Cali- 
fornia Debris  Commission  and  the 
Reclamation  Board  jointly  were  re- 
sponsible, and  these  were  repaired. 
But  there  were  still  many  breaks  in 
localities  where  neither  the  War  De- 

(Continued  on  i)ag:e  27) 


ITwol 


(March  193  8)  Caltfomia  Highways  and  "Public  Works 


.ssiat^ii^^i^^ 


When  the  Sacramento  River  went  on  a  rampage  last  December.  Upper  picture  was  taken  on  Plielan  Ranch  near  Chico  in  Butte 
County  and  shows  huge  break  in  the  Sacramento  River  levee  and  portion  of  hundreds  of  inundated  acres.  The  lower  photograph 
was  taken  at  approximately  the  same  spot  after  the  levee  closing  operations  had  begun.  The  sacking  job  prevented  overtopping 
of  the  newly  built  fill   during   later  storms. 


California  Hightvays  and  Public  Works  (March  19}  s) 


IThr 


OLD  BRIDGES  ARE  MENACE 


By  F.  W.  PANHORST,  Bridse  Ensineer 


DURING  the  past  few  years 
there  have  been  many  eases 
where  heavy  vehicles  have 
crashed  into  bridges  on  the  State 
Highway  System  resulting  in  the 
complete  collapse  of  the  spans  or 
otherwise  causing  their  failure. 

Wliat  would  happen  if  a  huge 
ti'uck,  weighing  60,000  lbs.  going 
at  the  rate  of  30  miles  per  hour, 
crashed  into  a  supporting  member  of 
an  elevated  water  tank? 

The  result  can  easily  be  imagined. 
Obviously  the  water  tank  is  designed 
only  to  sustain  a  vertical  load  and  the 
comparatively  small  horizontal  force 
exerted  by  wind  pressures.  The 
same  is  true  of  a  bridge.  In  other 
words,  no  matter  how  sturdily  a 
bridge  is  constructed,  regardless  of 
the  fact  that  it  can  carry  safely  the 
heavy  loads  which  represent  a  ver- 


At   top,   gasoline   tank    truck   crashes    Pit    River    Bridge    near    Dunsmuir    and    burns. 


structures,  one  of  the  side  members 
may  be  struck,  causing  the  complete 
collapse  of  the  span.  The  serious- 
ness of  such  an  occurrence  can  readily 


Center,  overloaded  truck  causes  collapse  of  San  Joaquin   River  Bridge  in  Merced  County. 

tical  force  placed  upon  the  structure, 
it  does  not  follow  that  the  same 
bridge  can  withstand  an  equal  or 
greater  force  in  a  horizontal  direc- 
tion. 

TRUCK    DEMOLISHES    BRIDGE 

Many  of  the  bridges  on  the  State 
Highway  System  are  of  the  through 
truss  type,  in  which  the  supporting 
members  extend  above  the  deck  of  the 
structure.  The  more  serious  acci- 
dents have  occurred  in  connection 
with  through  truss  bridges  of  narrow 
roadway  width. 

Unless  proper  precautions  are 
taken  by  vehicles  when  crossing  such  Lower,  truss  spar 


be  seen  for  it  may  not  only  cause  loss 
of  life  and  property  damage,  but  in 
all  probability  may  block  all  traffic 
until  the  span  can  be  reconstructed. 

On  October  20,  1937,  a  truss  span 
over  Woods  Creek  on  the  Oak  Flat 
Road  was  demolished  by  a  truck 
carrying  two  large  pontoons  to  be 
used  in  the  construction  of  a  gold 
dredger.  The  truss  was  in  good  con- 
dition and  strong  enough  to  carry 
safely  legal  loads  under  normal  cir- 
cumstances. The  evidence  estab- 
lishes the  fact  that  an  end  post  mem- 
ber of  the  truss  was  struck  by  an 
overhanging  pontoon  and  knocked 
from  its  supports.  The  result  was 
that  the  complete  span  fell  into  the 
creek  M'ith  the  truck  on  it  as  shown 
in  the  accompanying  photograph. 

A  short  time  before,  on  September 
23,    1937,    the   westerly    arm    of   the 


Woods  Creek  on  the  Oak  Flat  Road  demolished  by  truck. 


I Four 1 


(March  193  s)  California  Highways  and  Public  Works 


swing  span  of  the  San  Joaquin  River 
Bridge  on  the  Pacheco  Pass  Road  col- 
lapsed under  a  combination  of  excess 
loads,  excessive  speed  and  the  strik- 
ing of  some  of  its  truss  members. 
This  bridge  had  been  posted  for  re- 
duced load  and  speed  limit.  The  col- 
lapsed span  with  the  trucks  on  it  is 
shown  in  the  accompanying  photo- 
graph. 

On  December  2,  1937,  a  heavy  load 
requiring  extra  high  clearance  tore 
out  the  portal  framing  and  damaged 
the  end  post  of  a  timber  truss  bridge 
over  Yager  Creek  on  the  Trinity  Road 
between  Red  Bluff  and  Portuna. 
This  span  had  been  strengthened 
temporarily  by  placing  supports 
under  the  center  of  each  beam.  It 
was  only  for  this  reason  that  the 
trusses  did  not  collapse.  It  was  pos- 
sible in  this  case  to  place  supple- 
mentary bents  under  the  floor  beams 
and  maintain  traffic  over  the  bridge, 
subject,  however,  to  the  probability 
of  these  temporary  supports  being 
washed  out  during  any  flood  that 
might  occur  during  the  winter. 

RED    BLUFF    SPAN     COLLAPSES 

The  collapse  of  the  Sacramento 
River  Bridge  at  Red  Bluff  in  October, 
1936,  was  described  in  the  newspapers 
and  technical  journals  at  the  time  it 
occurred,  as  was  also  the  failure  of 
the  timber  arch  span  over  Rock 
Creek  in  Mendocino  County,  which 
occurred  April  21,  1937. 

While  the  failure  of  the  Rock 
Creek  Bridge  was  discovered  before 
any  damage  was  done  to  vehicles,  it 
was  necessary  to  stop  all  heavy  traffic 
for  several  weeks  while  a  temporary 


Left — Sacramento  River  Bridge  at  Red  Bluff  collapses.  Trucks  and  steel  framework 
are  shown  in  river.  Right — Tower  on  San  Benito  River  Bridge  near  Hollister  damaged 
by  truck. 


structure  was  being  built  across  the 
canyon.  This  materially  affected  the 
hauling  of  supplies  into  the  com- 
munities along  the  Redwood  High- 
way. 

Twice    within    six    weeks,    heavy 
trucks  got  out  of  control  on  the  Pit 


Yager  Creek   Bridge  in   Humboldt  County.     Note  broken  end  post. 


River  Bridge,  14  miles  north  of 
Redding  on  the  Pacific  Highway.  In 
both  cases  large  gasoline  trucks  were 
wrecked  and  caught  fire  on  the  bridge 
causing  death  or  serious  injury  to  the 
drivers. 

The  bridge,  being  of  concrete,  was 
not  seriously  damaged  although  it  is 
quite  likely  that  its  service  life  may 
be  impaired.  If  it  had  been  one  of 
the  many  light  steel  structures  still 
in  use  on  the  State  Highway  System 
it  would  undoubtedly  have  been  de- 
molished. One  of  the  photographs 
shows  tlie  truck  after  it  had  burned 
on  the  bridge  and  also  shows  a  con- 
siderable length  of  concrete  Jiand- 
rail  which  was  knocked  out.  The 
holes  in  the  end  of  the  tank  were 
made  by  the  bullets  of  traffic  officers 
in  an  effort  to  allow  the  gasoline  to 
escape  and  prevent  a  serious  ex- 
plosion. 

MANY  WEAK  BRIDGES 

Many  near  failures  have  occurred. 
The  accompanying  photograph  shows 
a    vertical   member    of    one    of   the 

(Continued  on  page  9) 


California  Highways  and  Public  Works  (March  19}  s) 


[Five] 


Major  Construction  Under  Way  on 
Coast  Highway  Through  Malibu  Ranch 


By  A.  D.  GRIFFIN,  District  Office  Ensineer 


FROM  the  standpoint  of  eombined 
recreational,  scenic  and  com- 
mercial values,  the  "Coast  Hig'h- 
way,"  State  Highway  lioute  60, 
between  El  Rio  in  Ventura  Comity 
and  Doheney  Park  in  Orange  County, 
is  undoubtedly  one  of  the  most  im- 
portant traffic  arteries  in  California. 
This  highway,  frequently  called  the 
"Roosevelt  Highway,"  and  sometimes 
referred  to  by  the  Federal  route 
number  designation  of  "U.  S.  101 
Alternate,"  for  its  entire  length  of 
120  miles  follows  along  the  ocean 
front  or  in  proximity  thereto. 

During  the  past  fifteen  years,  as 
fast  as  funds  could  be  made  available. 
State  highway  construction  contracts 
have  been  carried  out  opening  up  sec- 
tions on  new  location,  or  impi'oving 
existing  road  facilities  so  that,  with 
the  exception  of  about  twelve  miles 
within  the  boundaries  of  the  Malibu 
Ranch,  we  now  have  a  highway  with 
three  or  more  traffic  lanes  along  the 
coast  on  modern  high  standards  of 
alignment  and  grade. 

FOUE    LANES 

From  Las  Flores  Canyon,  the  east- 
erly boundary  of  the  Malibu  Ranch, 
through  Santa  Monica  Bay  cities,  city 
of  Los  Angeles  and  city  of  Long 
Beach  to  Laguna  Beach  in  Orange 
County,  the  pavement  has  a  mini- 
mum width  of  four  lanes  with  ample 
shoulder  width  on  both  sides  for  the 
parking  of  vehicles.  For  a  consider- 
able portion  of  this  distance  the  pave- 
ment is  full  width  between  curbs  pro- 
viding for  six  lanes  of  moving  traffic 
with  lanes  ad.iacent  to  the  curb  for 
the  parking  of  vehicles. 

The  12-mile  section  of  the  Coast 
Highway  within  the  Malil)ii  Ranch 
from  Encinal  Canyon  to  Winter  Can- 
yon, with  its  narrow  twenty-foot 
pavement  or  oiled  surfacing,  with 
dangerously  sharp  and  curving  align- 
ment and  restricted  sight  distance 
over  vertical  curve  summits,  is  the  last 
section  of  the  Coast  Highway  to  come 
up  for  improvement.  The  land 
through      which      it     passes,     while 


splendid  potential  subdivision  prop- 
erty, is  at  the  present  time  used  for 
the  most  part  as  grazing  or  agricul- 
tural lancl  and  there  exists  little  or 
no  local  traffic  to  be  served.  There- 
fore, there  has  not  been  the  resultant 
pressing  need  for  highway  improve- 
ment, as  has  been  the  case  in  metro- 
politan areas  where  heavy  local  traffic 
caused  intolerable  congestion  before 
capacity  was  increased. 

However,  during  recent  years, 
through  traffic  has  been  steadil.y  in- 
creasing. Particularly  is  this  true  of 
commercial  traffic  because  trucking 
concerns  operating  between  Ventura 
and  Los  Angeles  have  found  the 
Coast  Route  cheaper  and  quicker  to 
operate  over  than  the  inland  i-outes 
with  their  longer  and  steeper  grades. 

ORIGINAL  LOCATION  IN  1921 

The  original  location  through  the 
Malibu  Ranch  was  made  in  1921  M'hen 
standards  of  alignment  and  grade 
were  much  lower  than  at  present.  Be- 
tween Encinal  Canyon  and  Walnut 
Canyon  there  are  several  sections  of 
road  on  curving  alignment  dangerous 
for  modern  high  speed  traffic.  Some 
of  the  curves  have  radii  as  short  as 
four  hundred  feet.  As  traffic  speeds 
and  traffic  volume  have  increased, 
serious  accidents  have  become  more 
and  more  frequent,  and  the  need  for 
improvement  of  the  old  road  to  mod- 
ern standards  has  become  a  vital 
necessity. 

The  Division  of  Highways  now  has 
two  road  construction  contracts  and 
two  bridge  construction  contracts  in 
jirogress  on  the  Coast  Highway 
through  the  Malibu  Ranch,  which  in 
value  total  approximately  $500,000. 
The  Macco  Construction  Company  of 
Los  Angeles  is  the  contractor  for  the 
road  work  on  both  contracts  between 
Walnut  Canyon  and  Encinal  Canyon, 
which  totiil  4.78  miles  in  length,  and 
for  which  the  allotment  is  $392,000. 
The  contractors  for  this  highway  im- 
provement work  have  concentrated  a 
large  amount  of  heavy  grading  equip- 
ment on  the  job  in  order  to  move  as 


quickly  and  economically  as  possible 
the  473.000  cubic  yards  of  roadway 
excavation  to  be  handled  in  making 
this  improvement. 

CONSTRUCTION     EQUIPMENT 

Included  in  the  construction  equip- 
ment are  ten  95  h.p.  Caterpillar 
tractors,  seven  14  cubic  yard  capacity 
carry-all  scrapers,  together  with  sev- 
eral rooters  and  sheepsfoot  rollers. 
The  Macco  Construction  Company  is 
well  equipped  to  carry  out  grading 
operations  in  accordance  with  the 
State  Division  of  Highways  standard 
specifications  for  placing  roadwaj' 
embankments  in  thoroughly  com- 
pacted layers. 

Other  construction  operations 
started  during  the  short  time  that 
work  has  been  in  progress  consist  in 
the  installation  of  drainage  stlruc- 
tures,  the  moving  and  resetting  of 
property  fences  and  the  construction 
of  detour  connections  and  temporary  ' 
surfacing  over  new  work  for  the  ae-  1 
eommodation  of  public  traffic.  The 
specifications  require  that  all  con- 
struction operations  are  to  be  so  car- 
ried out  that  the  traveling  public 
can  move  with  complete  safety 
through  construction  with  a  mini- 
mum of  inconvenience  and  delay.  To 
this  end  all  possible  use  is  made  of  the 
existing  highway.  The  ilacco  Con- 
struction Company  organization  is  to 
be  commended  for  its  splendid 
cooperation  with  the  State  in  the  most 
difficult  problem  of  handling  public 
traffic. 

COMPLETION  THIS  SUMMER 

The  State  Division  of  Highways  is 
represented  on  the  contract  by  C.  N. 
Ainley  and  Earl  A.  Parker,  Resident 
Engineers,  with  a  staff  of  experienced 
assistants.  Their  estimates  indicate 
that  on  both  contracts  all  work  will 
be  entirely  completed  early  this  com- 
ing summer. 

Concurrently  with  the  two  highway 
contracts,  there  are  also  in  progress 

(Continued  on  page  22) 


[Six] 


(March  19}  8)  California  Highways  and  Public  Works 


Construction  scenes  on  Coast  Highway  through  Malibu  Ranch.  Upper — Reconstruction  at  Encinal  Canyon  to  eliminate  re 
curves  on  old  alignment.  Center — Grading  operations  with  modern  heavy  equipment  to  provide  eighty-foot  width  of  roadbed. 
— Looking  westerly  from  Walnut  Canyon  toward   Zuma  Creek,  showing  grading  on  new  alignment. 


California  Hightvays  and  Public  Works  (March  19} s) 


I  Seven  1 


State  Highway  Route  26  North 
of  Beaumont  Being  Realigned 

By  A.  EVERETT  SMITH,  Assistant  Hishway  Ensineer 


APKOJECT  is  now  under  way 
on  State  Highway  Route  26 
lietween  Beaumont  and  the 
Northerly  Boundary  of  R  i  v  e  r  s  i  d  e 
County  to  correct  conditionf?  that  slow 
up  traffic  movement  and  tend  to 
create  traffic  hazards. 

At  the  location  of  the  project,  the 
terrain  is  composed  of  high  table  land 
cut  in  numerous  places  with  deep  ar- 
royos  or  washes.  Over  this  a  concrete 
pavement  was  placed  in  1925,  con- 
sti'ucted  to  a  rolling  grade  line  with 
winding  alignment  where  necessary  to 
minimize  construction  costs.  How- 
ever, it  was  built  to  engineering 
standards  for  that  time  and  was  ade- 
quate for  the  light  traffic  and  the  35- 
mile  speed  limit. 

Recent  contract  construction  under 
which  improvement  has  been  made  to 
other  ma.ior  portions  of  this  route  in 
northern  Riverside  County  has  in- 
cluded work  on  four  sections. 

WORK    STARTED    IN    1934 

Between  January  and  June  in  1934 
the  Division  of  Highways  had  under 
waj'  a  contract  for  grading  and  sur- 
facing two  miles  between  Cabazon 
and  Whitewater.  This  project  pro- 
vided for  the  elimination  of  -1:5  dips 
which  had  been  placed  in  the  roadbed 
to  carry  storm  water  across  the  higli- 
way.  At  42  of  these  dips  the  grade  of 
the  highway  was  raised  and  drainage 
taken  care  of  by  means  of  bridges  and 
culverts  and  the  others  were  elimi- 
nated by  changes  in  alignment.  The 
old  16-foot  concrete  pavement,  on  a 
25-foot  roadbed,  was  replaced  by 
plant-mi.xed  oil  treated  crushed  rock 
surfacing,  36  feet  wide,  laid  on  the 
new  raised  subgrade. 

A  year  later  nearly  17  miles  of  the 
existing  16-fnot  concrete  pavement  be- 
tween one  mile  east  of  Beaumont  and 
"Whitewater  was  widened  to  20  feet 
and  the  shoulders  widened  to  eight 
feet  on  each  side  of  the  pavement. 

Between  June  of  1936  and  January, 
1937.  two  short  portions  were  im- 
proved  between    the   San   Bernardino 


Upper — Eliminating    dangerous    curves   on    State    Highway    Route    26.      Lower — A    seven 
hundred  foot  radius  curve  that  will  be  abolished   by  new  alignment. 


County  line  and  Beaumont  covering  a 
distance  of  about  2.4  miles.  These 
two  sections  dovetail  with  the  im- 
jirovement  now  under  way  and  the 
project  consisted  of  changing  the 
grade  line  to  eliminate  the  short  steep 
pitches  at  many  points  so  as  to  pro- 
vide better  sight  distance  over  verti- 
cal curves. 

A  new  plant-mixed  surfacing  20 
feet  wide,  was  placed  on  the  recon- 
structed roadbed.  At  locations  where 
the  cost  of,  a  change  in  grade  was  pro- 
hibitive, the  pavement  was  construct- 


ed 40  feet  wide  to  provide  four  lanes 
for  traffic,  so  that  passing  of  tlie  slow 
moving  vehicles  was  made  possible. 

The  jn-esent  construction  operations 
are  at  two  separate  locations,  and  are 
for  the  purpose  of  correcting  iinde- 
sirable  conditions  that  still  exist. 

IMPROVEMENT  BENEFITS 

The  improvement  will  provide  two- 
foUl  benefits. 

1.  Alignment  improvement:  The 
existing-  alignment  has  a  700-foot 
minimum  radius  curvature,  whereas 


lEightl 


(March  i9}8)  California  Highways  and  Public  Works 


the  new  location  will  have  a  mini- 
mum radius  curvature  of  3,000  feet. 
2.  Gradient  improvement :  The 
existing  road  has  numerous  short 
and  sharp  vertical  curves  with  a 
maximum  grade  of  5.94  per  cent. 
The  new  grade  provides  for  longer 
and  less  abrupt  vertical  curves  and  a 
maximum  grade  of  4.25  per  cent. 

In  addition  to  the  alignment  and 
gradient  improvements,  the  project 
includes  the  following  features : 

A  dip  will  be  eliminated  over  which 
passes  storm  water  from  a  brancli  in 
the  San  Timoteo  Creek  with  its  re- 
sultant deposits  of  debris  entailing 
hazard  to  traffic.  These  storm  waters 
will  be  carried  under  the  road  on  new 
location  in  a  double  10-  by  7-foot  re- 
enforced  concrete  box  culvert. 

The  snbgrade  will  be  made  of  sand 
blended  with  native  material  and 
mixed  with  oil  by  the  road-mix 
method.  A  38-foot  roadbed  paved 
with  a  22-foot  width  of  plant-mixed 
surfacing,  bordered  by  an  8-foot 
shoulder  of  road-mix  surfacing  ad- 
jacent to  each  side  will  be  provided. 

Oswald  Brothers  of  Los  Angeles  are 
the  contractors  performing  the  work 
included  imder  this  contract  and  con- 
struction operations  are  proceeding 
satisfactorily  witli  the  equipment  and 
crew  wliich  they  liave  placed  on  the 
job. 

LARGE  TRAFFIC  VOLUME 

This  route  carries  a  large  volume  of 
traffic  traveling  between  the  Los  An- 
geles metropolitan  area  and  the 
Coachella  and  Imperial  Valleys.  Dur- 
ing seasonal  periods,  heavy  traffic 
travels  between  the  Los  Angeles  area 
and  Palm  Springs.  This  also  being 
the  main  truck  route  between  Los  An- 
geles and  the  Imperial  Valley,  numer- 
ous trucks  and  trucks  and  trailers, 
many  loaded  to  maximum  legal  limits, 
use  this  route,  with  a  recorded  maxi- 
mum of  over  700  in  one  day.  To  this 
is  added  the  constantly  increasing 
niimber  of  out  of  state  automobiles, 
converging  on  this  road  from  the  two 
transcontinental  liighways  entering 
California  at  Blythe  and  Yuma. 

On  many  liighways  the  improve- 
ments as  noted  above  would  mean  -a 
little  more  speed,  a  little  more  safet.y, 
or  a  little  more  motoring  comfort, 
but  on  this  route  these  improvements 
are  particularly  significant.  Tlirougli 
traffic  is  very  heavy.  Trucks,  heavily 
laden,  going  up  the  steep  grades,  shift 
to  lower  gears,  and  consequently 
progress  at  very  slow  speeds. 


Upper 


-Construction  on  stretch  of  highway  between   Redlands  and   Beaumont.     Lower 
Highway  north  of  Beaumont  looking  toward   Redlands. 


LIMITED  SIGHT  DISTANCE 

Limited  sight  distances,  due  to  poor 
alignment  and  abrupt,  vertical  curves, 
make  it  extremely  dangerous  for  auto- 
mobiles to  pass.  The  result  is  that 
long  lines  of  traffic  form  behind  the 
slow  moving  trucks  and  await  a 
favorable  opportunity  to  pass.  Fur- 
ther, the  danger  element  is  ever 
present  by  the  nervous  driver  who 
can  not  wait  for  proper  sight  clear- 
ance before  passing. 

With  the  completion  of  this  con- 
struction, the  Jieavy  commercial  vehi- 
cles will  move  at  a  more  uniform  rate 
of  speed  by  reason  of  easier  grades. 
Automobiles  will  have  normal  oppor- 
tunities to  pass  the  slower  vehicles, 
due  to  increased  sight  distance,  and 
traffic  movement  in  general  will  be 
greatlv  facilitated. 


"But.  my  (Ip.nr.  I  haven't  spo'vcii  fur  Ini 
minutes." 

"No,  Henry,  but  you've  been  listeuins  iu 
n  most  aRgrnv.itinR  manner,  and  I'm  nut 
^'oinff  to  stand  for  it." 


Old  Bridges 

Are  Menace 

(Continued  from  page  5) 

trusses  on  the  bridge  over  the  San 
Benito  River  near  Ilollister.  This 
member  was  struck  by  a  truck  with 
such  force  that  it  was  practically 
demolished  and,  in  the  process,  ad- 
ditional and  unusual  stresses  were 
caused  to  the  other  members  of  the 
tru.ss. 

There  are  over  2000  bridges  on  the 
State  Highway  System  which  are 
either  weak,  narrow,  or  have  dan- 
gerous approaches.  It  will  be  a  period 
of  several  years  before  all  such  bridges 
can  be  replaced.  In  the  meantime  it 
is  necessary  that  the  traveling  public, 
and  particularly  drivers  of  heavy 
trucks,  use  extreme  caution  in  ap- 
lu-oaching  narrow  bridges  or  passing 
other  vehicles  on  them. 


Coxswain — Take   this   Oar! 
Stroke— Oar  What? 


California  Hightvays  and  Public  Works  (March  19} s) 


[Ninel 


New  Altamont  Pass  Will  Be  Ready 
for  Opening  of  1938  State  Fair 


AT  THE  present  rate  of  progress 
all  indications  are  that  the  new 
^  route  through  the  Altamont 
Hills  between  Livermore  and  Tracy 
will  be  open  to  trafiSc  by  Labor  Day, 
September  5. 

The  grading  work  is  about  70  per 
cent  complete  and  the  three  grade 
separation  structures  are  50  per  cent 
complete.  Very  little  of  the  large 
scale  operations  which  are  under  way 
can  be  seen  from  the  existing  road  as 
the  new  route  follows  an  entirely  dif- 
ferent alignment  from  Mountain 
House  to  Greenville,  as  can  be  seen  by 
the  accompanying  route  map. 


by  means  of  one  overhead  structure 
which  will  span  the  tracks  of  both 
railroads. 

At  Redmond,  or  Stone  Cut,  ap- 
proximately three  miles  east  of  Green- 
ville, the  highway  again  crosses  both 
railroads  by  passing  under  the  West- 
ern Pacific  tracks  and  over  the 
Southern  Pacific  tracks  at  a  point 
where  the  railroad  tracks  are  only  a 
few  hundred  feet  apart  but  are  at  a 
different  elevation. 

The  overhead  structure  at  Green- 
ville provides  for  two  twenty-three 
foot  lanes  of  highway  traffic  and  two 
three-foot  wide  pedestrian  walkways. 


At  Redmond  the  new  highway 
passes  under  the  Western  Pacific 
tracks  approximately  40  feet  below 
the  grade  of  the  railroad.  This  neces- 
sitated the  construction  of  a  rein- 
forced concrete  arch  to  support  the 
railroad  tracks  and  span  tlae  double 
two-lane  highway.  Each  highway 
lane  is  24  feet  in  width  and  is  sepa- 
rated by  a  4-foot  center  curb  which 
will  effectively  divide  the  traffic. 
Pedestrian  walkways  are  also  pro- 
vided on  both  sides.  The  length  of 
the  arch  barrel  is  approximately  35 
feet,  flanked  by  retaining  walls  at 
each    end    parallel    to    the    highway 


, -EXISTING  STATE  HIGHWAY 


GREENVILLE  J 


ICOUNTY   ROADL' 
I    OVERHEAD      I 


^-[GREENVILLE   OVERHEADI  \ 


I  STONE  CUT  L      It  ^'''^  _  ^■— — ^  » 

\  I  UNDERPASS  I    •y  L-— TREDMOND  OVERHEADI  ^V«,^ 

^^  _^^'  '■■^'"■'''"*~-«__  ' 

:rheadI        \  "'    -^II~"""^-^ — — ^-  ""•—•-—' 


--NEW  STATE  HIGHWAY 
UNDER  CONSTRUCTION 


ALTAMONT   PASS  RELOCATION 

IN   ALAMEDA   COUNTY 


The  existing  road,  which  was  ade- 
quate at  the  time  it  was  constructed, 
has  for  the  past  few  years  been  unable 
to  satisfy  the  demands  of  modern  high 
speed  traffic.  Because  of  the  limited 
sight  distance  and  tortuous  curves, 
fast  traffic  is  forced  by  slow  moving 
vehicles  to  slow  up  on  the  two-way 
road.  Many  accidents  have  occurred 
on  this  stretch  of  road  because  of  at- 
tempts by  motorists  to  pass  the  slow 
moving  traffic.  The  new  road  will 
provide  for  two  lanes  of  traffic  in  each 
direction  separated  by  a  four-foot 
dividing  strij). 

At  Greenville,  approximately  three 
miles  east  of  Livermore,  the  new  high- 
way jumps  over  the  tracks  of  both 
the  Western  Pacific  and  Southern 
Pacific  Railroads  at  a  point  where  the 
railroads  are  close  together.  The 
separation  of  grades  is  being  effected 


scale  in  miles 

The  highway  lanes,  each  of  which  will 
accommodate  two  lines  of  traffic,  will 
be  separated  by  a  center  curb  four 
feet  in  width  which  will  separate 
traffic  in  opposite  directions. 

GREENVILLE  OVERHEAD 

The  Greenville  Overhead  is  being 
built  entirely  of  reinforced  concrete 
with  a  total  length  of  458  feet  con- 
sisting of  eight  spans  49  feet  in 
length,  one  approach  span  at  the  west 
end  50  feet  in  length  and  a  cantilever 
approach  span  at  the  east  end  16  feet 
in  length.  The  reinforced  concrete 
girders  are  designed  continuous  over 
the  supporting  columns  which  are  60 
feet  in  height.  Provision  is  made  in 
the  design  to  provide  for  the  existing 
track  and  one  future  track  for  both 
the  Western  Pacific  and  Southern 
Pacific  Railroads. 


center  line  to  retain  the  high  railroad 
embankment. 

Several  hundred  feet  from  the 
Western  Pacific  Underpass  the  high- 
way crosses  over  the  tracks  of  the 
Southern  Pacific  Railroad  by  means 
of  a  reinforced  concrete  bridge.  The 
structure  is  designed  continuous  over 
supporting  columns  and  provides  two 
23-foot  highway  lanes  with  a  4-foot 
dividing  strip.  The  Redmond  Over- 
head will  have  an  overall  length  of 
120  feet  consisting  of  three  32-foot 
spans  with  two  12-foot  centilever  ap- 
proach spans. 

COUNTY  ROAD  OVERPASS 

In  addition  to  the  separation  of 
grades  between  the  new  highway  and 
the  railroad  tracks,  a  separation  struc- 
ture is  also  provided  to  carry  State 
Highway     traffic     over     an     existing 


I  Ten] 


(March  19}!)  California  Highways  and  Public  Works 


county  road  at  Greenville.     Thui 
traffic  will  thus  enjoy  complete  pro 
tection  from  intersecting  traffic. 

This  structure  is  of  reinforced  con- 
crete and  provides  for  two  24-foot 
roadways  separated  by  a  4-foot  divid- 
ing strip.  Two  3-foot  sidewalks  pro- 
vide a  safe  crossing  for  pedestrians. 

The  completed  project  will  cost  ap- 
proximately $1,160,000  of  which  the 
railroad  separation  structures  repre- 
sent an  expenditure  of  $260,000. 

Contractors  on  the  three  projects 
are :  Mountain  House  to  Greenville, 
grading  and  surfacing,  Granfield, 
Parrar  and  Carlin,  San  Francisco. 
Overhead  over  Southern  Pacific  and 
Western  Pacific  at  Greenville,  A.  J. 
Raisch,  San  Francisco.  Overhead 
over  Southern  Pacific  at  Redmond 
and  undergrade  under  Western  Pa- 
cific at  Stone  Cut,  Heafey-Moore  Co., 
Frederickson  &  Watson  Construction 
Co.,  and  Frederickson  Bros.,  Oakland. 

California  Hightvays  and  Public  Works  (March  ms) 


Construction  scenes  on  Altamont  Pass  project.  Upper — Redmond  overhead  nearing 
completion.  Center — View  of  Redmond  overhead  in  foreground  and  Stone  Cut  railroad 
trestle  in  background.     Lower  at  work  on  Greenville  overhead. 


lEleven| 


Three  Major  Improvements  on 
Pacific  Highway  Completed 


By  E.  J.  BASSETT,  District  Office  Ensineer 


COMPLETION  of  a  series  of 
three  major  projects  on  the 
Paeifie  Highway  entering 
Redding  from  tlie  north  marked  the 
conclusion  of  an  improvement  which 
has  long  been  under  consideration. 
It  accomplislied  the  elimination  of  an 
indirect  routing  and  the  discarding 
of  a  dangerous  section  of  alignment 
on  which  numerous  casualties  of  vary- 
ing degree  have  been  a  source  of  in- 
creasing concern  during  the  past  17 
years. 

The  first  project  of  the  recent  im- 
provement involved  the  construction 
of  a  795-foot  plate  girder  bridge  with 
a  34-foot  concrete  deck,  and  3-foot 
sidewalks  on  each  side.  Due  to  the 
design  of  the  structure,  requiring 
concrete  supports  set  on  the  approach 
fills,  the  end  spans  were  of  the  canti- 
lever type  and  were  counterbalanced 
each  with  two  37,000  pound  weights 
pending  the  completion  of  the  struc- 
ture under  a  subsequent  contract. 
The  bridge  is  supported  by  seven  con- 
crete piers,  108  feet  on  centers, 
founded  on  bedrock,  the  footings  be- 
ing set  into  the  rock  to  a  depth  of 
from  3  to  6  feet. 

SECOND    PRO.JECT 

The  second  project  consisting  of  the 
grading  and  paving  of  0.91  mile  of 
the  new  route,  from  Trinity  Street 
in  Redding  to  Sulphur  Creek,  was 
begun  in  the  spring  of  1935  and  was 
dedicated  and  opened  to  the  public 
on   December  18th. 

The  initial  phase  of  this  contract 
covered  the  alteration  of  the  south- 
erly channel  of  the  river  which  was 
used  as  a  diversion  canal  by  tlie 
Anderson-Cottonwood  Irrigation  Dis- 
trict between  their  dam  and  tunnel 
intakes.  Plans  called  for  the  filling 
of  this  channel  in  building  up  the 
soutlierly  approach  fill  65  feet  in 
d('|)tli,  and  for  the  construction  of  a 
concrete-lined  channel  around  the  toe 
of  slope  on  tlu>  island  undei-  tlie 
})ri(lge. 

Irrigation    rciiuirciiicnfs    made   tlic 


construction  of  the  new  channel 
mandatory  before  construction  of  the 
embankment,  which,  necessarily,  was 
delayed  until  completion  of  the  north 
approach.  Excavation  was  ac- 
complished with  a  power  shovel  which 
dug  its  own  road  down  the  65-foot 
river  blufi'. 

WATER  CONTROL 

The  lining  of  the  channel  change 
with  Portland  cement  concrete  6 
inches  in  thickness  was  accomplished 
under  trying  conditions  occasioned  by 
the  gravelly  soil  on  the  island  and 
high  spring  water  levels  of  the  river. 

Water  from  the  river  channel  was 
excluded  by  means  of  earth  dykes  and 
the  channel  change  dewatered  with 
two  4-inch  and  one  6-inch  pumps. 
Weep  holes  were  built  into  the  paved 
slopes  to  relieve  the  hydrostatic  pres- 
sure during  construction.  The  chan- 
nel change  is  417  feet  in  length  with 
a  14-foot  bottom  and  minimum  13- 
foot  depth  with  1:1  side  slopes. 

The  second  phase  involved  the 
grading  of  the  roadway  north  of  the 
river  and  tJie  constmction  of  the  ap- 
proach fills  to  the  bridge.  Material 
for  embankment  was  obtained  prin- 
cipally from  gravel  bars  in  the  river 
and  from  dredger  tailings  adjacent 
to  the  bridge. 

APPROACH  PROBLEMS 

It  was  necessary  that  the  northerly 
approach  be  constructed  first  as  ma- 
terial for  the  south  approach  was 
available  only  on  the  north  side  of 
the  river  and  must  be  hauled  across 
the  bridge.  Access  to  the  structure 
at  the  north  end  was  accomplished  by 
means  of  n  temporary  wooden  span 
pending  construction  of  the  abut- 
ment and  remaining  section  of  the 
cantilever  span.  Material  for  the 
south  approach  was  hauled  across  the 
bridge  and  dumped  from  the  end  of 
the  suspended  span  into  a  stockpile 
and  was  moved  into  place  with  bull- 
dozers and  compacted  witii  a  sheep's 
foot  roller  and  a  lO-ton  3-wl)ce]  roller. 


The  maximum  subsidence  of  this  em- 
bankment after  two  wet  winters  is 
0.5  of  a  foot. 

The  widening  and  paving  of  that 
portion  of  the  pi'oject  on  Market 
Street  in  the  city  of  Redding  con- 
stituted the  third  phase.  The  exist- 
ing 50-foot  street,  which  had  long 
been  a  serious  bottleneck  on  this  im- 
portant highway,  was  widened  to  80 
feet  with  a  56-foot  concrete  pavement 
of  standard  thickness.  A  paved 
wye  connection  was  made  with  River- 
side Drive  and  the  intersection  at 
Trinity  Street  revised  and  replaced. 
The  removal  of  dwellings  and  the  re- 
placement of  private  improvements 
were  done  under  a  cooperative  agree- 
ment with  the  city  of  Redding. 

4S-FOOT    Ht)AlJBKn 

The  la.st  phase  consisted  of  paving 
and  finishing  north  of  the  river. 
Gravelly  material  was  used  as  a  sub- 
base  across  the  low-lying  fiat,  followed 
with  a  crusher-run  base  0.45  foot  in 
thickness  and  a  road-mixed  surface 
course  0.25  of  a  foot  in  thickness.  Tlie 
resulting  roadbed  is  48  feet  in  width 
throughout,  with  a  paved  width  of  32 
feet  at  the  northerly  bridge  head, 
tapering  in  330  feet  to  a  22-foot  pave- 
ment for  the  remaining  3400  feet. 

The  third  project  from  Sulphur 
Creek  to  Boulder  Creek  Hill,  with  a 
revised  connection  to  the  Redding- 
Alturas  lateral,  was  started  in  Sep- 
tember, 1936,  and  completed  in  July, 
1937.  Some  delay  was  experienced 
during  the  Minter  months,  but,  de- 
spite a  four  months'  shutdown,  the 
work  was  completed  within  two  weeks 
after  the  allotted  time  had  expired. 

Construction  was  on  entirel.v  new 
alignment  of  high  standard  and  rele- 
gated to  oblivion  tlie  crooked  and  nar- 
row Sulphur  Creek  grade  wliere  many 
serious  accidents  had  occurred.  It 
also  eliminated  two  short,  narrow  con- 
crete bridges  which  were  replaced  by 
culverts.  The  roadbed  section  pro- 
vided for  a  38.4  foot  roadbed  with  a 
road-mixed  surface  0.21  of  a  foot  in 


J  Twelve! 


(March  19 is)  California  Highways  and  Public  Works 


Scenes  on  newly  completed  project  on  Pacific  Highway.  1.  Ne 
completed  highway  in  Modoc  County.  3.  Section  of  new  highway 
Alturas  on   new   highway.     Center,   map  of   project. 


bridge  with  chain  guard  in  Shasta  County.    2.  Stretch  of  recently 
1   Sulphur  Creek   Hill   in  Shasta  County.     4.  Street  scene  entering 


thickness  placed  on  a  crusher-run  base 
0.5  of  a  foot  in  thickness.  Au  im- 
ported selected  material  sub-base  0.88 
of  a  foot  in  depth  was  placed  prior 
to  paving  operations  over  the  native 
red  and  yellow  clay  characteristic  of 
the  localit}-. 

EXCELLENT  ALIGNMENT 

The  outstanding  features  of  these 
projects  are  tlie  high  standard  of 
alignment  realized;  the  improvement 
in  roadbed  width ;  the  dispatch  with 
which  tlie  work  was  accomplished  in 


slightl.y  over  two  years ;  and  the  sav- 
ing in  distance.  By  referring  to  the 
tabulation,  it  will  be  seen  that  in  the 
first  grading  project  the  saving  in 
distance  wa.s  greater  than  the  length 
of  the  new  work.  For  the  combined 
projects  the  .saving  is  approximately 
30  per  cent. 

Following  the  contract  program  a 
beautification  project  was  set  up  from 
Federal  funds  witli  an  anticipated  ex- 
penditure of  .'i>10,000.  The  work  con- 
sisted in  |)art  in  the  construction  of  a 
cluiiii  guard  along  both  approaches  to 


the  bridge  and  along  the  wye  connect- 
ing with  Kiverside  Drive.  This  im- 
provement not  only  serves  as  a  safe- 
guard for  motorists  and  pedestrians, 
but  adds  a  definite  artistic  touch  to 
the  bridge  setting. 

In  addition  to  the  cha.in  puard,  ex- 
tensive plantings  of  shrubbery  on 
the  slopes  of  the  approach,  the  in- 
stallation of  a  watering  system  and 
the  planting  of  shade  trees  along  a 
stretch  of  3400  feet  north  of  the 
bridge  give  promise  of  future  shade 


California  Highivays  and  Public  Works  (March  i9}8) 


I  Thirteen] 


Device  Accurately  Measures 
Concrete  Pavement  Volumes 

By  EARL  WITHYCOMBE,  Assistant  Construction  Engineer,  and 
WILLIAM  F.  FAUSTMAN,  Assistant  Engineer 


DURING  the  past  several  .years 
there  has  been  an  apparent 
need  for  some  means  of 
rapidly  and  accurately  measuring  the 
volumes  involved  in  the  placement  of 
Portland  cement  concrete  pavement. 
Any  dependable  method  that  would 
help  to  definitely  determine  the  scope 
of  responsibility  for  yield,  or  reduce 
to  a  minimum  the  unknown  variables, 
would  iinquestionably  be  desirable. 
When  such  a  device  also  incorporates 
the  qualities  of  speed  and  accuracy 
with  less  tedious  book  checking,  it 
would  have  a  decided  advantage. 


The  levers  in  turn  actuate  an  indica- 
tor on  a  dial  quite  similar  to  that  used 
on  a  milk  scale.  The  dial  is  graduated 
to  read  directly  the  volume  of  con- 
crete per  25-foot  length  of  pavement, 
corresponding  to  the  depths  at  the 
point  of  measurement. 

In  order  to  construct  this  device, 
it  was  necessary  to  select  a  straight- 
grained  piece  of  timber,  2  by  3  inches 
and  11  feet  long.  Holes  were  bored 
in  it  edgewise,  one  near  each  end  and 
four  spaced  about  2  feet  apart  in  be- 
tween. Through  tliese  holes,  auto- 
mobih'   v;i]ve  .stems  were  inserted  to 


normal  for  any  desired  section,  after 
the  feet  have  been  set  in  correct 
relative  position. 

HOW  IT  WORKS 

A  7-inch  dial  is  used  as  a  register- 
ing device,  with  a  revolving  hand 
fastened  to  a  pinion  which  is  in  turn 
actuated  by  a  rack  fastened  to  the 
central  lever  arm.  The  ratio  of  the 
pinion  is  such  that  the  hand  makes 
three  complete  revolutions  within  the 
limits  of  the  rack,  which  made  it  dif- 
ficult to  count  the  revolutions  as  they 
occuiTf'd.    This  was  overcome  b.y  plac- 


Left — Volumeter  in  use  on  10-foot  pavement  subgrade.     Right — C.    N.    Wilczek,    designer,    operating    Volumeter. 


Such  an  apparatus,  termed  a 
"Volumeter,"  has  recently  been  de- 
signed, built,  and  used,  by  C.  N. 
Wilczek,  engineering  assistant  on 
Contract  87VC17-67VC32,  road  VII- 
L.A-9-LA,  working  inider  the  super- 
vision of  W.  J.  Calvin,  resident  engi- 
neer. 

HOW  DEVICE  IS   MADE 

The  device  consists  essentially  of  a 
light  wooden  or  metal  beam,  spanning 
the  subgrade  from  side  form  to  side 
form,  on  which  is  mounted  a  system 
of  compound  levers,  actuated  by 
"feet"   which  rest  on  the  subgrade. 


act  as  feet  to  rest  on  the  subgrade. 
To  the  upper  ends  of  the  valve  stems 
were  fastened  the  ends  of  levers  in  a 
compound  lever  system  designed  to 
automatically  add  or  subtract  the 
reading  above  or  below  theoretical 
subgrade,  as  determined  by  the 
relative  positions  of  the  six  valve 
"feet." 

The  resulting  component  of  the 
lever  action  is  carried  through  the  en- 
tire system  and  summed  algebraically 
in  one  lever  arm  in  the  center.  A 
wing-nut  adjustment  is  built  into  each 
half  of  the  lever  system  by  means  of 
which    the   dial    can    be   set    to   read 


ing  a  vertical  slit  in  the  face  of  the 
dial  and  a  small  hand  on  the  end  of  a 
bolt  through  the  rack.  The  small 
hand  assumes  a  definite  position  up 
or  down  the  vertical  slit  for  each  posi- 
tion of  the  central  lever  arm,  thus 
making  it  possible  to  tell  at  a  glance 
the  number  of  revolutions  made  by 
the  revolving  hand. 

The  dial  is  calibrated  so  that  one 
complete  revolving  represents  an 
average  subgrade  difference  of  .02 
foot,  which  is  the  allowable  tolerance. 
There  are  three  circles  of  numbers 
and  three  corresponding  sections  on 
the  vertical  slit.     The  inside  circle  is 


I  Fourteen! 


(March  i9}s)  California  Hightvays  and  Public  Works 


red  and  represents  from  normal  to 
.02  foot  high.  The  corresponding' 
section  on  the  slit  is  also  red  and 
is  calibrated  in  half-hundredths,  as  is 
the  middle  white  section  which  is 
correlated  with  the  outside  white 
circle.  The  blue  circle  and  section 
indicate  between  .02  foot  and  .04  foot 
low. 

VOLUMETER   IS   ACCURATE 

Thus  by  noting  the  position  of  the 
small  sliding  hand  the  operator  Imows 
which  of  the  three  circles  to  read. 
They  are  calibrated  in  hundredths  of 
a  cubic  yard  per  25  feet  of  pave- 
ment and  it  requires  20  degrees  of  arc 
to  change  the  reading  .01  cubic  yard, 
which  difference  represents  about 
.001-foot  average  variation  of  sub- 
grade. 

Numerous  tests  were  made  against 
a  string,  and  in  every  instance  where 
the  measurements  were  made  to  the 
nearest  quarter  of  a  hundredth,  the 
"Volumeter"  checked  precisely.  Al- 
though it  was  checked  before  and 
after  each  time  used,  it  was  never 
found  to  be  out  of  adjustment  after 
having  been  once  set. 

SLIGHT  VARIATIONS 

In  four  check  tests  for  accuracy, 
in  which  various  individuals  operated 
the  machine,  the  results  were  as  fol- 
lows: 

In  the  first  test,  700  feet,  there  was 
.33  cubic  yard  difference  in  the  two 
totals  of  about  155i  cubic  yards,  or 
0.21  per  cent  variation.  The  second 
test,  1250  feet  long,  showed  .18  cubic 
yard  difference  in  the  two  totals  of 
about  285^  cubic  yards,  or  about 
0.06  per  cent  variation.  The  third 
test,  600  feet  long,  registered  .25  cubic 
yard  difference  in  two  totals  of  about 
140^  cubic  yards,  or  0.18  per  cent  vari- 
ation. The  fourth  test  showed  a  dif- 
ference of  .25  cubic  yard  in  two  totals 
of  about  395  cubic  yards  in  a  distance 
of  1800  feet  whieli  gave  0.06  per  cent 
variation^ 

In  only  one  instance  was  the  check 
test  made  by  the  same  individual  who 
ran  the  original  test  and  in  this  ease 
the  results  were  the  poorest.  It  is 
obvious  that  the  human  factor  has  no 
effect  on  the  reading.s. 

The  subgrade  conditions  in  the 
second  test  were  much  better  than  in 
the  other  three.  Also  the  fact  that 
tlie  error  is  not  cumulative  makes  the 
shorter  tests  more  severe. 

In  point  of  time,  one  man  can 
easily  and  accurately  determine  the 


Closeup  view  of  Volumeter  showing  the  design  of  its  construction. 


volume  contained  in  a  half  mile  of 
subgrade  in  one  hour  and  actually 
measure  it  every  25  feet. 

EXCEPTIONS 

The  point  has  been  raised  that  were 
the  grade  to  be  .02  foot  high  on  one 
foot  and  .02  low  on  another,  the 
"Volumeter"  would  register  normal 
and  thus  fail  to  locate  high  grade, 
which  is  quite  true.  There  are  two 
reasoas  why  no  provision  was  made 
for  the  apparatus  to  register  such 
conditions.  In  the  first  place  the 
specifications  require  the  use  of  the 
scratch  templet.  Secondl.v,  the 
present-day  methods  of  cutting  sub- 
grade  with  a  machine  preclude  the 
probability  of  any  great  extent  of 
subgrade  being  cut  to  such  extremes. 
Therefore,  the  slight  advantage  to  be 
gained  did  not  warrant  the  additional 
complication  in  design. 

On  the  contract  where  the  "Volu- 
meter" was  first  tried  out,  Mr.  Wilc- 
zek  was  assigned  as  plant  assistant. 
Using  the  absolute  volume  method  of 
determining  the  theoretical  batch 
weight,  he  has  found  that  indications 
tlius  far  make  it  appear  necesasry  to 
add  approximately  0.5  per  cent  to  the 
"Volumeter"  quantities  to  obtain 
proper  yield :  presumably  to  allow  for 
any  additional  amount  required  be- 
cause of  slight  waste  or  variation  on 
the  finish. 

ADVANTAGES   OF  DEVICE 

The  apparent  advantages  in  the 
use  of  this  device  are  as  follows: 
Variations    because    of    personal 


differences  are  eliminated,  and  the 
calculations  of  one  person  can  read- 
ily be  checked  by  another. 

The  device  is  exceedingly  accu- 
rate and  fast. 

It  requires  less  book  recording 
and  checking. 

It  is  quite  simple  to  operate  and 
relatively  foolproof. 

Its  action  is  positive.  If  the 
operator  has  checked  the  adjust- 
ments, and  is  willing  to  glance  at  the 
feet  and  two  suspension  arms,  to 
eliminate  any  chance  of  poor  con- 
tact with  the  subgrade  or  side 
forms,  he  knows  the  reading  must 
be  correct. 

Another  important  advantage  is 
that  by  using  the  "Volumeter"  and 
having  accurate  batch  weights,  the 
size  of  the  batch  need  not  be  changed 
after  having  once  been  carefully  de- 
termined. And  finally,  the  results 
are  unquestionably  more  satisfactory 
to  both  the  contractor  and  the  engi- 
neer for  tlie  reason  that  an.v  disagree- 
ment as  to  quantities  is  practically 
eliminated.  It  is  a  well-established 
faet  that  no  two  men  "stab"  alike 
when   ordinary  methods  are  used. 

Inasmuch  as  this  first  machine  was 
designed  for  10-foot  pavement,  the 
problem  now  is  to  make  one  that  will 
stretch  from  eleven  to  twelve  feet, 
and  back  again  at  will,  for  use  on  the 
proposed  new  lane  widths.  This 
should  be  merely  a  problem  of  further 
study  in  design,  and  it  is  believed 
that  the  use  of  the  "Volumeter"  is 
anotlier  step  forward  in  pavement 
construction  methods. 


California  Highivays  and  Public  Works  (March  i9}s) 


[Fifteen] 


New  Wilson  Way  Underpass  in 
Stockton  Is  Open  to  Traffic 


WITH  impressive  dedicatoiy 
ceremonies  conducted  by  the 
Native  Sons  of  the  Golden 
West  order,  with  Eldred  I;.  ^Meyer  of 
Santa  iMonica,  Grand  President,  pre- 
siding', followed  by  talks  by  Governor 
Frank  P.  Merriam  and  Director  of 
Public  Works  Earl  Lee  Kelly,  the 
recently  completed  Wilson  Way 
Underpass  in  Stockton  was  thrown 
open  to  the  public  on  Saturday  morn- 
ing, February  19,  1938. 

San  Joaquin  County  and  city 
officials  joined  with  representatives  of 
the  State  administration  and  the 
Division  of  Highways  in  commemo- 
rating the  occasion. 

The  Governor  in  his  talk  stressed 
the  need  of  safety  in  the  building  of 
roads.  He  said  wliile  many  highways 
are  constructed  at  tremendous  ex- 
pense, they  soon  pay  for  themselves 
through  reduced  mileage  and  lessened 
operating  expense  to  users.  He  added 
that  such  highways  could  not  be  built 
in  the  future  unless  gasoline  tax 
funds  are  zealously  guarded  and 
diversion  of  them  to  purposes  other 
than  highway  construction  and  nuiin- 
tenance  is  prevented. 

Following  the  dedication  the  guests 
were  entertained  at  a  luncheon  in  the 
Hdtel   Wolf.     Mayor  Ralph  W.   Fay 


))resided  and  talks  were  given  by  J\Ir. 
Kelly  and  Governor  Jlerriam. 

The  underpass  carries  State  traffic 
on  U.  S.  99  and  U.  S.  50  under  the 
tracks  of  The  Atchison.  Topeka  and 
Santa  Fe  Railroad. 

Wilson  Way  serves  to  by-pass  the 
business  district  and  carries  traffic  on 
both  U.  S.  99,  which  is  the  principal 
north  and  south  artery  in  the  ijiterior 
valley  of  California,  and  on  U.  S.  50, 
which  coincides  with  U.  S.  99  from 
Sacramento  to  Stockton  and  through 
this  new  underpass  and  then  turns 
west  on  Charter  Way  and  through 
the  underpass  completed  last  year 
under  the  Southern  Pacific  and  West- 
ern Pacific  railroads. 

The  signing  by  President  Roosevelt 
of  the  Emergency  Relief  Appropria- 
tion Act  of  1935,  made  available 
funds  for  expenditure  of  Works 
Progress  grade  separations.  Wilson 
Way  Underpass  is  one  of  the  struc- 
tures now  completed  by  the  State 
under  this  act. 

TWO    24-FOOT    ROADWAYS 

The  crossing-  consists  of  a  depressed 
portion  906  feet  in  length,  providing 
two  24-foot  roadways  separated  by  a 
five-foot  safety  curb  and  two  4-foot 
fi-inch      jjedestrian      sidewalks.      all 


flanked  by  retaining  walls  the  full 
length  of  the  depressed  portion. 

Reinforced  concrete  construction 
was  used  throughout  with  tlie  excep- 
tion of  the  spans  carrying  the  rail- 
road tracks  which  are  made  of  steel. 

Division  of  the  roadway  area  into 
two  two-lane  roadways  by  means  of 
the  safety  curb,  is  in  accordance  with 
modern  safety  practice,  providing  as 
it  does  two  traffic  lanes  for  vehicles 
traveling  in  tlie  same  direction. 

The  safety  curb  also  becomes  of 
economic  value,  for  it  permitted  the 
use  of  intermediate  piei-s  to  support 
the  vehicular  bridge  and  track  span 
superstructure.  Had  it  been  neces- 
sary to  span  the  entire  roadway  from 
retaining  wall  to  retaining  wall  much 
heavier  bridge  superstructure  would 
liave  been  required  with  consequent 
increased  cost. 

SAFETY  PRECAUTIONS 

Another  feature  of  this  structure 
which  inerea.sed  the  safety  to  through 
traffic  was  the  extension  of  tlie  safety 
curb  for  a  distance  of  between  250 
and  300  feet  each  way  from  the  de- 
pressed portion;  this  making  it  im- 
possible for  traffic  to  cross  directly 
in  front  of  the  depressed  portion  or 
turn  into  the  underpass  until  througli 


Wilson  Way  Underpass  in   Stockton  which  was  dedicated    by   Governor   Frank    F.    Merriam   on    February    19,   1938. 


I  Sixteen] 


(March  193  s)  California  Hightvays  and  Public  Works 


Governor  Merriam  cuts  ribbon  at  Wilson  Way  dedication.  Left  to  right:  Edward  J.  Neron,  Deputy  Director  of  Public  Works; 
District  Highway  Engineer  R.  E.  Pierce,  Brigadier  General  H.  H.  Morehead,  Harry  A.  Hopkins,  Chairman  California  Highway  Com- 
mission; George  T.  McCoy,  Assistant  State  Highway  Engineer;  Senator  Bradford  S.  Crittenden,  Director  of  Public  Works  Earl  Lee 
Kelly,  Governor  Frank  F.  Merriam,  Mayor  Ralph  W.  Fay,  Jr.,  of  Stockton,  George  H.  Moore,  State  Printer;  Assemblyman  Chas.  M. 
Weber,  Eldred   L.  Meyer,  Grand   President,  Native  Sons. 


traffic  is  clear  of  the  blind  part  of  the 
structure. 

As  is  usual  in  the  case  of  under- 
grade crossing  structures,  with  de- 
pressed portions  below  natural 
ground  line,  drainage  of  water  enter- 
ing the  roadway  had  to  be  provided 
for.  To  this  end  two  electrically 
operated  pumping  units,  to  operate 
alternately,  were  provided  to  pump 
from  a  sump  located  below  the  point 
of  lowest  grade  line. 

To  provide  additional  safety  for 
night  traffic  adequate  lighting  equip- 


ment to  illuminate  the  roadway  for 
the  entire  length  of  the  depressed 
portion  has  been  provided.  For 
illuminating  the  roadway  areas  out- 
side the  limits  of  tJie  vehicular  bridge 
and  track  spans,  electroliers  sup- 
ported on  the  retaining  walls  flank- 
ing the  roadway  are  provided,  and 
for  the  areas  beneath  the  vehicular 
bridge  and  track  spans  superstruc- 
ture, lighting  units  mounted  in  re- 
cesses cast  in  abutments  and  piers 
have  been  provided. 

The  total  construction  cost  for  the 


underpass  is  approximately  $250,000, 
including  the  cost  of  engineering. 

All  necessary  rights  of  way  for  the 
project  were  furnished  by  the  city  of 
Stockton  and  San  Joaquin  County, 
the  latter  providing  $25,000  of  the 
total  required  sum  of  $100,000. 

The  highway  was  constructed  by 
the  State  Division  of  Highways  under 
contract  with  Earl  W.  Heple,  of  San 
Jose. 

C.  L.  Sweet  was  resident  engineer, 
representing  the  Bridge  Department 
of  the  Division  of  Highways. 


J.  W.  Vickrey  to  Head 
New  Department 

(Continued  from  page  1) 

might  lead  to  a  reduction  of  this 
appalling  death  rate.  There  can  be 
no  question  but  what  the  problem  of 
highway  safety  in  all  its  possible 
aspects,  including  the  driver's  part, 
is  vitally  linked  with  a  highway 
department." 

Proffering  their  cooperation,  Mr. 
Fred  D.  Parr  of  San  Francisco,  presi- 
dent of  the  California  Safety  Coun- 
cil ;  Mr.  Franklin  Lowney  of  Los 
Angeles,  executive  vice  president ;  and 
:\Ir.  Paul  H.  Buchholz  of  San  Fran- 
cisco came  to  Sacramento  to  partici- 
pate in  the  official  launching  of  the 
new  safety  engineering  department  of 
the  Division  of  Highways. 


Bay  Bridge  Traffic  Decreases 

A  DROP  ill   KcbiUMiy   traffic  of  approximately  TS.CKK)  vcbides  trussing  tlie  Sau  Fraucisco- 
Oaklanii   Bay   Bridge   from   tlie  previous  mouth's   total   was   revealed   in   a   report  filed 
by  .State  Highway  Engineer  C.  H.  Pureell  with   State  Director  of  Public  Works  Earl 
Lee  Keily.     Febniaiy's  total  was  594,378  as  compared  to  672,433  for  January. 

Total  for  February  a  year  ago  was  667,563  vehicles,  showing  a  decrease  of  approximately 
73.0tK)  vehicles  during  last  month  from  the  corresponding  period  in  1937. 

Sixteen  days  of  bad  weather  in  a  28-day  month  were  factors  in  Februarj-'s  reduced 
traffic.  Low  point  occurred  on  February  13,  a  Sunday,  when  17.617  vehicles  crossed  the 
span.  High  point  was  on  Sunday,  February  27,  with  25.742  vehicles.  February  9.  the  day 
of  the  heavy  wind.  19,116  vehicles  used  the  bridge.     The  daily  average  was  21.228  vehicles. 

The  only   classification  of  vehicles  to  show  an   increase  last   month   over  January  was 
tiicars.  when  a  total  number  of  845  used  the  span,  compared  to  798  in  the  preceding  month, 
("omparative  figures  follow: 

Total 

Total  Total  Since 

Jan.  Feb.  Opening 

Passenger    Autos    633,115  558,239  11,120,381 

Auto    Trailers    649  513  18,678 

Motorcycles 1 2,117  1,497  39,931 

Tricars     798  845  10,745 

Trucks     24,239  22,983  374,327 

Truck    Trailers    883  878  24.218 

Buses : 10.632  9,423  123.140 

Total    Vehicles 672.433  594,378  11,711,420 

Extra    Passengers 170,440  146,941  2.543,459 

Freight     Lbs.     55.840,498  54,078,501  858,115,019 


California  Highways  and  Public  Works  (March  j9}8) 


[  Seventeen  1 


Problem  of  Slipouts  Studied 
By  State  Highway  Engineers 


By  A,  W.  ROOT,  District  Materials  Ensineer 


THE  large  maintenance  expendi- 
ture involved  in  the  repair  and 
correction  of  embankment  fail- 
ures, commonly  referred  to  as  "slip- 
outs," along  the  Redwood  Highway 
and  other  routes  in  District  I,  has  led 
to  a  careful  study  and  analysis  of 
this  particularly  aggravating  and 
perplexing  problem. 

Special  attention  is  now  being 
given  to  the  prevention  of  these  slip- 
outs during  the  design  of  all  grading 
projects  and  it  is  the  practice  to 
make  foundation  investigations 
wherever  a  heavy  fill  is  proposed, 
and  particularly  where  a  slide  area  is 
traversed.  This  investigation  is  eon- 
ducted  by  the  District  Materials . 
Engineer,  and  consists  of  a  study  of 
drainage  and  soil  formation,  to- 
gether with  subsurface  conditions  ob- 
tained by  soil  tube  borings.  The 
necessary  treatment  is  then  designed 
for  each  individual  case  and  in- 
cluded in  the  construction  plans. 

CAUSES   OP   SLIPOUTS 

There  are  several  distinct  causes  of 
slipouts,  probably  the  most  common 
being  that  the  shearing  strength  of 
the  foundation  soil  is  so  low  tliat  the 
weight  of  the  fill  causes  lateral  move- 
ment. As  the  low  shearing  strength 
of  the  soil  is  usually  the  result  of 
excess  water,  the  fill  foundation  may 
often  be  stabilized  by  the  installa- 
tion of  proper  drainage  structures. 
The  project  discussed  below  is  an 
example  of  such  a  case. 

In  1934  a  survey  was  made  for  re- 
loeation  of  a  portion  of  the  Redwood 
Highway  from  Trinidad  to  McNeill's 
Ranch,  Road  I-Hum-1-J.  At  that 
time  the  existing  highway  crossed 
Mill  Creek  just  north  of  Trinidad, 
on  a  circuitous  route  with  a  series  of 
very  sharp  curves.  It  was  proposed 
to  eliminate  these  hazardous  curves 
by  crossing  the  creek  on  a  direct 
roTite  on  a  line  with  a  long  tangent  at 
the  northerly  side  of  the  creek.  This 
line,  however,  crossed  a  large  active 
slipout  on  the  south  slope  of  Mill 
Creek   which    included   part   of   the 


View  across  Mill  Creek,  Humboldt 
County,  showing  course  of  new  road 
alignment. 

existing  traveled  way  and  extended 
down  the  slope  almost  to  the  creek. 
As  the  slipout  in  the  existing  road 
was  active  it  was  apparent  that  the 
foundation  would  not  support  the 
proposed  heavy  fill  without  special 
treatment. 

TRESTLE  IDEA  ABANDONED 

Consideration  was  given  to  con- 
structing a  timber  trestle  across  this 
unstable  area  but  the  estimated,  ap- 
proximate cost  of  $50,000  for  such  a 
structure  was  prohibitive  as  it  was 
impossible  to  decrease  the  quantity 
of  roadway  excavation  without  greatly 
lowering  the  standards  of  alignment 
and    grade.     Design   was   therefore 


continued  on  the  embankment  type 
of  construction  across  Mill  Creek, 
with  foundation  stabilization  for 
the  high  fill  which  would  have  a 
maximum  height  of  52  feet  at  center- 
line. 

Borings  were  made  during  April, 
1935,  to  determine  soil  conditions 
and  locate  subsurface  water.  The 
location  of  the  borings  is  shown  on 
the  accompanying  sketch,  the  profile 
showing  the  depth  of  those  holes 
located  along  centerline. 

The  borings  indicated  that  the 
slide  was  relatively  shallow,  consist- 
ing of  a  mass  of  saturated,  plastic, 
stony,  bluish-gray  clay  overlying  a 
firm,  soft,  gray  shale  formation. 
Water  appeared  to  be  entering  the 
clay  stratum  from  the  hillside  to  the 
right,  making  it  soft  and  unstable 
and  creating  hydrodynamie  pressure 
which  aggravated  the  lateral  move- 
ment. 

SYSTEM    OF    DRAINS 

From  the  data  thus  obtained,  a 
system  of  drains  was  designed  to  pro- 
vide outlets  for  the  water  and  to  par- 
tially dehydrate  the  wet  stratum  of 
clay.  This  drainage  was  planned  as 
part  of  the  grading  and  surfacing 
contract  on  which  bids  were  received 
January  13,  1937. 

Work  was  started  on  the  contract 
in  January,  1937,  and  the  drainage 
system  at  Mill  Creek,  constructed  as 
shown  on  the  sketch,  was  comjileted 
in  May,  1937.  The  drainage  treat- 
ment was  completed  substantially  ac- 
cording to  the  preliminary  plans  and 
consisted  of  305  lineal  feet  of  rock- 
filled  drainage  ditch  with  an  average 
depth  of  16  feet  on  the  south  slope  of 
the  creek,  and  226  lineal  feet  on  the 
north  slope,  with  average  depth  of 
six  feet. 

The  trenches  were  excavated  with 
dragline  and  backfilled  with  clean 
quarry  rock  from  three  to  twenty- 
four  inches  in  diameter.  When  the 
trenches  were  first  opened  up,  a  large 
amount    of    impounded    water    was 


[Eighteen] 


(March  i9}8)  California  Highways  and  Public  Works 


P]^|f|!>^^TV  ^F 


released  but  after  standing  a 
short  time  there  was  only  a  small 
flow  of  water  in  the  ditches,  making 
it  possible  to  eliminate  the  perforated 
metal  pipes  usually  placed  in  such 
drainage  ditches. 

PILL   WITHSTANDS   STORM 

The  total  cost  of  the  foundation 
stabilization  under  this  fill  (which 
contains    48,500    cubic    yards)     was 


$3,330,  which  was  somewhat  lower 
than  the  preliminary  estimate,  as  firm 
material  was  encountered  in  a  por- 
tion of  the  ditches  at  lesser  deptli 
than  originally  contemplated.  The 
contract  was  completed  in  October, 
1937,  and  after  a  winter  of  unusually 
heavy  rainfall  there  has  been  no 
movement  of  this  fill. 

Similar  corrective  treatment  is  be- 
ing  applied   to  otlier   unstable  areas 


in  the  district,  on  which  fills  are  to  be 
constructed,  the  method  of  attack 
being  based  on  a  detailed  study  of 
each  location. 

It  is  believed  that  by  thorough  pre- 
liminary investigation,  especially  by 
means  of  borings,  and  a  carefully 
I)lanned  drainage  treatment  most  of 
the  costly  slipouts  so  costly  to  tlie 
Division  of  Highways  can  be  prevent- 
ed in  the  future. 


California  Highways  and  Public  Works  (March 


1938) 


[Nineteen] 


CONCRETE  PAVEMENT  SLAB 
WARP  AND  ITS  PREVENTION 


By  C.  S.  POPE/  Construction  Engineer 


This  is  the  second  of  two  articles  dealing  with  highway  concrete  pavement  distortion  and  measures  for  its 
prevention  and  relief.  Accompanying  this  article  is  a  table  showing  projects  on  which  warp  was  prevented  by 
the  use  of  subgrade  treatment  and  membrane  seal. 


Device  developed  by  Division  of  Highways  for  measuring  annount  of  pavement  warp   at   expansion    joints.     This    pavement    in    Orange 
County  has  a  4-inch  select  material  base,  but  no  membrane.     The  joints  are  much  Improved  since  1934. 


THE  value  of  the  membrane 
seal  type  of  liiglnvay  construc- 
tion under  wliich,  because  of 
the  expansive  nature  of  the  soil,  a 
membrane  seal  of  heav.v  asplialtic  oil 
is  placed  under  a  layer  of  imported 
borrow  on  which  the  Portland  cement 
concrete  pavement  is  constructed  is 
shown  in  the  tabulation  of  projects 
so  constructed  in  various  districts,  en- 
titled "Projects  on  Which  Warp  was 
Prevented  by  Use  of  Subgrade  Treat- 
ment and  Membrane  Seal." 

The  significance  of  roughness 
records  shown  on  the  accompanying 
tabulation  as  taken  by  roughometers 
used  by  the  California  Division  of 
Iliglnvaj's  is  approximatel.v  as  fol- 
lows: 
Index  of  10  or  under  is  a  very  smooth 

pavement    producing    little    or    no 

vibration  in  a  car  at  any  speed — 

riding  comfort,  90-100. 
Index  of  15  is  such  a  surface  as  is 

obtained  on  a  well  finished  asphalt 

concrete — roughnesw    perceptible — 

riding  comfort,  75-90. 


Index  of  25  indicates  a  poorly  fin- 
ished surface — quite  rough  for  con- 
crete, and  roughness  quite  marked 
— riding  comfort,  60-75. 

Index  of  35 — many  city  streets  show 
this  degree  of  roughness — side  sway 
often  quite  marked — riding  com- 
fort, 50-75. 

Index  of  50 — very  poor  surface,  high 
joints,  or  other  defects,  riding  com- 
fort less  than  50  in  a  .scale  of  TOO. 

SELECTED   EXAMPLES 

Selected  examples  of  the  effect  of 
tlie  membrane  in  controlling  moisture 
content  are  shown  by  the  following: 

L.A-60-Tor  &  D  is  reported  as  hav- 
ing an  average  distortion  of  one-tenth 
inch  at  joints  which  is  practically 
negligible.  The  selected  material 
placed  over  the  membrane  showed  a 
moisture  content  of  about  11  per  cent 
and  the  subsoil  under  the  membrane 
a  moisture  content  of  about  22  per 
cent.  The  presence  of  the  membrane 
and  the  imported  borrow  undoubtedly 
protected    tlie    siibgrade    from    any 


local  increase  in  moisture  due  to 
leaky  joints  and  made  unnecessary 
any  extra  care  in  pouring  the  expan- 
sion joints  to  keep  them  well  sealed. 

On  project,  L.A-168-B  &  C,  a  sec- 
tion on  rather  sandy  soil  was  laid 
without  seal  but  with  a  layer  of  im- 
ported borrow  to  increase  the  bearing 
power  of  the  material  under  the  pave- 
ment slab.  The  movement  of  the  slab 
ranged  from  .02  inch  to  .17  inch,  and 
the  moisture  content  in  the  selected 
material  being  about  10  per  cent  and 
in  the  subsoil  about  20  per  cent.  On 
another  .section  of  the  same  project 
where  expansive  soil  was  present,  a 
bituminous  seal  ^  inch  in  thickness 
was  placed  imder  the  imported  bor- 
row and  the  movement  was  rejiorted 
as  ranging  from  between  .02  inch  to 
.09  inch,  with  a  moisture  content  in 
the  selected  material  as  high  as  12 
per  cent  and  in  the  subsoil  about  27 
per  cent. 

The  device  developed  in  District 
VII  by  J.  M.  Lackey,  Assistant  Con- 
struction Engineer,  for  measuring  the 


I  Twenty] 


(March  19)8)  Califomia  Highways  and  Public  Works 


amount  of  warp  at  expansion  joints        as  undertaken  in  Minnesota  points  the        on  the  proper  density  to  which  soils 


is  also  shown. 

EXPANSION  JOINTS 

Minnesota  reports  that  seepage 
drains  constructed  under  expansion 
.joints  proved  unsuccesfiil  in  prevent- 


way  to  a  very  interesting  phase   of        sliould    be    compacted    in    using   the 


tliis  work. 

The  practice  in  California  is  to  ob- 
tain the  relative  density  of  the  soil  of 
the  snbgrades  as  constructed,  which 
means    that    the    weiglit    of    the    soil 


proper  moisture  content,  since  the 
moisture  content,  as  we  know,  affects 
not  only  the  bearing  power  of  the 
soil  but  also  its  swell  and  a  rational 
})al;nace   between    the    importance    of 


PROJECTS   ON  WHICH  WARP  WAS  RELIEVED   OR   PREVENTED  BY  USE  OF  SUBGRADE  TREATMENT 

AND  MEMBRANE  SEAL 


County-Route-Section 

Soil  designat 

ion  and  characteristics 

Thickness 
imp. 
borrow 

Bituminous 

membrane 

Roughness  index 

Dale 

Kind 

Shrink 

Swell 

Bearing  power 

Waip 
Oct.,  1937 

Grade 

Amount 

On 
Compl. 

Oct.,  1937 

Wet 

Dry 

1931 

Col-7-B.  C« 

Clay 

Adobe,  clay.  etc. 

Adobe,  clay,  silt 

Adobe 

Adobe,  clay 

Adobe 

Shale,  clay 

Adobe,  clay, 

shale 

Adobe 

Adobe 
Clay 

Adobe,  clay 

Clay 

Clay 
Adobe 
Adobe 
Adobe 
Adobe 
Adnhfl 
Adobe 
Adobe 

Adobe 

Adobe 
Adobe 

5  to  7% 

4.5 
6.4 
10± 
3.4 

5  0 
6.0 

5.6 
2  9 

5.0 
2.1 

5.0 

Notre 

corded 

12" 

4"  cr.  run 
4"  cr.  run 

12" 

12" 

9" 
9" 

9" 
9" 

9" 
12" 

10" 
12" 
12" 
12" 
18" 
12" 
12" 
12" 
12" 
24"  adobe 

24"  adobe 

8" 
8" 

None 

94+ 
90-95 
90-95 
90-95 

E 
E 

E 
E 

90-95 

E 

E 
E 
E 
E 
E 
E 
E 
90-95 
E 
3"  plant- 
mix  envelope 
90-95  mem- 
brane 
envelope 
E 
E 

None 

13.7t3  35± 

17.5 
12.2 
11  9 
7.2 

4.7 
9.0 

5.2 

Slight 

1933 

Ala-5-B... 

1933 

SCI-68-A.  B.     

0. 5  gal. 
0.5  gal. 
0.5  gal. 

0  5  gal. 
0  7  gal. 

0.7  gal. 
0.7  gal. 

0  6  gal. 
0.5  gal. 

0  75  gal. 
0.7  gal. 
0.5  gal. 
0.7  gal. 
0.65  gal. 
0  7  gal. 
0  7  gal. 

Slight 

1933 

SCI-6B-B  .. 

None 

1934 

SCI-2-P.A 

S.B.-2-J 

S.B.-2-D.  E 

S.B.-2-F .. 

Slight 

1934 

7.0% 

0.12"  max. 

1935 

0.12"  max. 

1936 

5.5 
4.7 

m 

17 

851 
88 

Mon-2-H,  1 

Ker-4-A 

0.12"  max. 

1933 

7.1 

1935 

Ker-4-F. 

4.3 

None 

1933 

LA.-19-B 

Ora-43-B 

L.A.-60-D.  . 

11  1 
5  6 
9  6 
7  1 

12  0 
5.5 
7.8 

8-10 
7.4 
18.6 
13.0 
16  1 
16.1 
5.810  8.5 

0.03-0.04" 

1035 

4.8 
4.5 
8.1 
7.0 
1.4 
3  7 
6  3 
5  5 
6-20 

6-20 

6-7.3 
5.4 

9 

6 

4 

5.2 
10.5 
12.0 

3.0 

6  0 

4.5 

4.5 

7.5 
6.0 

121 
70 
256 
154 
145 
154 
168 
140 
380 

380 

160 
186 

1935 

0.07-0.12" 

1936 
1936 
1936 

Ora-43-B 

L.A.-172-C  

LA-158-LA,  B 

Ven-60-A 

3.5 
3.0 

None 
None 
Slight 

1936 

None 

1936 

L.A-Ora-171    . 

4.2 

Slight 

1937 

L.A-168-A 

Ven-2-B(a) . 

0.7  gal. 

None 

1937 

7.5 
7  5 

Ven-2-B(b) . 

None 

L.A-9-A 

L.A-178-A  . 

None 

1937 

0.7  gal. 
0.7  gal. 

None 

1.4 

None 

None 

1936 

Sol,  Nap-7-B-F,  G,  H,  A...   . 
Sol-7-C,  VacD 

Adobe,  clay, 
shale 

Adverse 

Clay 

6.2 
5.4 
3.6 

12.0 
12.5 
7.0 

Not  re 
3 
3 

84 
54 

18" 
18" 
9" 

E 
E 
E 

0.4  gal. 
0.4  gal. 
0.5  gal. 

25.9 

1937 

reported 
None 

S.0-12-S.D 

reported 

reported 

'  This  project  is  the  Williams  project  described  in  text.    Roughness  varied  as  shown  in  first  year.    Warp  previous  to  treatment  varied  from  0. 5  inch  to  1 . 0  inch. 


ing  the  movement  of  joints  and  this 
concurs  with  the  California  exper- 
ience on  similar  construction. 

Experience  also  confirms  the  value 
of  equalizing  the  moisture  under  the 
entire  length  of  the  slab.  The  deter- 
minations of  density  of  subgrade  soil 
and  its  relation  to  moisture  content 


in  the  subgrade  is  compared  with  the 
maximum  weight  which  can  be  ob- 
tained for  a  sample  compacted  to  a 
standard  density. 

It  is  quite  likely  that  investigation 
along  the  lines  of  obtaining  relative 
densities  of  soils  of  varying  moisture 
content  will  shed  considerable  light 


the.se   two   factors   would,   no   doubt, 
lead  to  better  design. 

It  is  to  be  pointed  out  in  the  Cali- 
fornia construction  that  the  swell  or 
shrinkage  of  subgrade  under  the  im- 
pervious membrane,  except  as  it  af- 
fects bearing  power,  is  more  or  less 

(Continued  on  page  2S) 


California  Highways  and  Public  Works  (March  193s) 


[Twenty-one] 


New  Construction  on  Coast  Highway 


(Continued  from  page  6) 


two  bridge  reconstruction  and  widen- 
ing- projects.  John  Strona  of  Pomona 
is  the  contractor  for  the  reconstruc- 
tion of  the  Zuma  Creek  Bridge  and 
the  Trancas  Creek  Bridge.  H.  R. 
Lindieke  is  the  State's  Resident  Engi- 
neer on  this  bridge  project,  for  which 
the  construction  allotment  ■  is  $35,000 
and  the  date  of  completion  March 
30,  1938. 

J.  S.  Metzger  and  Son  of  Los 
Angeles  is  the  contractor  for  the 
^videning  of  the  Corral  Creek  Bridge, 
the  Solstice  Creek  Bridge  and  the 
Escondido  Creek  Bridge,  which  work 
is  under  the  supervision  of  Resident 
Engineer  G.  H.  Miller.  The  con- 
struction allotment  for  this  bridge 
project  is  $47,000,  and  date  of  com- 
pletion is  August  1,  1938. 

NARROW    BRIDGES    WIDENED 

All  five  existing  narrow  bridges  are 
to  be  widened  to  a  uniform  width  of 
76  feet  between  curbs,  and  two  three- 
foot  wide  sidewalks  are  provided  on 
both  sides  of  the  roadway  for  the  use 
of  pedestrians.  A  central  dividing 
strip  four  feet  wide  on  the  bridge 
roadway  is  a  part  of  the  bridge  recon- 
struction to  fit  in  with  the  divided 
roadway  design  for  the  adjacent  high- 
way improvement. 

The  central  dividing  island  will 
consist  of  two  Portland  cement  con- 
crete curbs  spaced  four  feet  ajjart 
with  a  one-inch  plant-mixed  surfacing 
between  them.  The  purpose  of  the 
plant-mixed  surfacing  is  to  prevent 
weeds  from  growing  in  this  area  and 
also  to  shut  off  surface  water  which 
might  otherwise  soak  into  the  sub- 
grade  below  to  the  detriment  of  the 
adjoining  surfacing  and  pavement. 

DOUBLE    TRAFFIC    STRIPES 

In  some  locations  where  business 
and  residential  developments  have 
already  started  on  abutting  property 
and  where  further  private  improve- 
ments are  anticipated  in  tlie  near 
future,  the  separating  strip  with  the 
raised  curbs  will  be  omitted.  In  its 
place  two  double  traffic  stripes,  four 
feet  apart,  will  be  painted,  and  raised 
white  arrows,  over  whieli  traffic  can 
ea.sily  cross,  will  be  constructed  be- 
tween the  traffic  stripes.  This  is  the 
type  of  construction  which  we  have 
used    with    considerable    success    on 


RIBBON  OF  WHITE 

Mabel  Miller  Freeman 

At  break  of  day  we  motored 

away 
With  a  jest  and  a  lilt  of  song. 
No   thought  gave   we   to   that 

ribbon  of  white 
Dividing  the  traffic  from  left  to 

right, 
As  we  merrily  motored  along. 

Through  a  bank  of  fog  at 

eventide 
Our    steps    we    retraced    that 

night. 
With  landmarks  gone,  and  we 

alone, 
How  thankful  then  for  that 

ribbon  of  white, 
A  light  to  guide  us  home. 

At  life's  glad  morn,  so  careless 

and  free, 
No  thoughts  for  landmarks,  we ; 
But  when  shadows  fall,  at 

death's  drear  night, 
Faith  in  our  God  is  the  ribbon 

of  white 
That  leads  to  Eternity. 

(Gratefully  dedicated  to  the 
person  who  origin<ited  the  idea 
of  the  painted  white  line  on  the 
boulevards.) 


other  projects  in  Los  Angeles  County 
under  similar  conditions  where  con- 
struction of  a  curbed  central  dividing 
strip  would  be  inappropriate. 

Twelve-foot  widths  of  plant-mixed 
surfacing  are  being  provided  adjacent 
to  the  central  dividing  strip,  and  ad- 
joining this  plant-mixed  surfacing 
eleven-foot  strips  of  Portland  cement 
concrete  pavement  of  standard 
0.75-foot-0.55-foot-0.75-foot  cross-sec- 
tion are  planned. 

Wherever  it  is  possible  so  to  do, 
old  existing  twenty-foot  wide  Port- 
land cement  concrete  pavement  is  pre- 
served and  utilized  by  second-story- 
ing  and  widening  operations  so  that 
it  will  fit  in  with  the  planned  fifty- 
foot  total  width  of  pavement  and  sur- 
facing. Throughout  the  project 
earth  shoulders  and  roadwaj^  gutters 


will  be  oil  treated  and  tops  of  cut 
slopes  will  be  rounded. 

SCENIC    VIEW    PROVIDED 

There  is  one  feature  in  connection 
with  the  new  location  between  Enci- 
nal  Canyon  and  Trancas  Creek  which 
should  be  particularly  commented 
upon.  In  this  two-mile  section  we 
had  the  choice  of  carrying  out  new 
construction  following  approximately 
along  the  existing  highway,  which  for 
a  considerable  distance  is  on  low- 
lying  beach  land,  or  to  adopt  a  new 
alignment  somewhat  landward  and 
at  a  considerably  higher  elevation. 

It  was  decided  to  carry  out  con- 
struction on  the  "High  Line,"  be- 
cause this  would  make  possible  the 
creation  of  a  perpetual  view  out  over 
the  ocean  for  travelers  on  the  high- 
way. Had  the  construction  been 
carried  out  revamping  the  existing 
highway  along  the  beach,  it  would 
have  been  only  a  few  years  before 
the  erection  of  beach  residences, 
garages  and  other  private  improve- 
ments on  the  ocean  side  of  the  high- 
way would  have  completely  shut  off 
most  of  the  view  of  the  ocean. 

Before  final  decision  was  made  to 
adopt  the  "High  Line,"  the  matter 
was  taken  up  wntli  Mr.  T.  R.  Cad- 
walader,  trustee  in  federal  bank- 
ruptcy proceedings  for  the  Marble- 
head  Land  Company,  the  owners  of 
the  Malibu  Ranch.  After  careful 
studies  of  the  situation  on  the  ground, 
Mr.  Cadwalader  and  his  associates 
arranged  for  the  restriction  of  all 
future  building  operations  on  the  area 
between  the  new  "High  Line"  loca- 
tion and  the  existing  highway,  so 
that  view  southerly  from  the  highway 
to  the  shore  line  of  the  Pacific  Ocean 
would  never  be  obscured. 

OCEAN    PANORAMA 

This  portion  of  the  work  over  the 
"High  Line"  route  between  Encinal 
Canyon  and  Trancas  Canyon,  witli 
the  "daylighting"  of  all  cut  banks 
between  the  highway  and  the  ocean, 
has  now  been  completed.  As  one 
rides  over  the  newly  graded  roadway, 
one  is  impressed  by  the  scenic  beauty 
of  the  ocean  panorama  and  the  justi- 
fication  for   the   "High    Line"   con- 

(Continued  on  page  28) 


[Twenty-twol 


(March  19}  8)  California  Hightvays  and  Public  Works 


New  Geyser  Is 
Attraction  on 
Inyo  Highway 

STATE  Higliway  District  IX  lias 
a  geyser  of  its  own.  On  Decem- 
ber 17,  1937,  there  was  a  rumb- 
ling in  the  vicinity  of  Casa  Diablo, 
which  lies  approximately  45  miles 
north  of  Bishop,  and  a  full  fledged 
geyser  broke  forth  approximately  35(1 
feet  from  the  center  line  of  Route  '2-i. 
which  is  the  Los  Angeles  to  Reiio 
highway. 

Since  that  date  it  has  continued 
unabated,  throwing  its  plumy  spray 
to  a  height  of  80  feet.  During  the 
cold  weather  the  spray  froze  as  it  hit 
the  ground  and  formed  the  beautiful 
figures  which  can  be  seen  in  the  pic- 
ture. Luckily  the  prevailing  winds 
have  only  in  a  few  instances  veered 
to  such  an  extent  as  to  cause  this 
spray  to  descend  upon  the  highway 
and  freeze.  Maintenance  men  of  the 
Division  of  Highwaj's  keep  a  close 
watch  at  this  point  so  that  in  the 
event  the  spray  does  freeze  on  the 
highway,  suitable  protective  measures 
can  be  taken. 

The  area  adjacent  to  this  geyser 
contains  many  hot  springs  and  small 
vents  which  discharge  steam  and 
peculiar  odors  into  the  atmosphere. 
At  the  base  of  this  geyser  there  ex- 
isted an  old  Indian  hot  spring  that 
for  many  years  has  been  used  as  a 
steam  bath. 


IMPROVEMENTS  ON  PACIFIC 
HIGHWAY  COMPLETED 

(Continued  from  page  lU) 

and  beauty  for  residents  and  tourists 
alike. 

A  comparison  of  pertinent  features 
of  this  series  of  projects  follows : 


Bridge   Project   

1st  Grading   Project. 
2d    Grading    Project. 
Beautification 

-$163,392 
-     96.686 
_  105.705 
_     10,011 

LOS 

1.77 

2.S2 

i.io 

0.27 
1.37 

'4 
15 

$375,794 

Curvature 

Min. 

Radii 

»g               Ne 

o 

o 

f 

Bridge  Project  — _ 
1st  Grading   Project 
2d    Grading    Project 
Beautification    

320'°      "l 
760°         2 

56° 
57° 

50' 
130' 

500  ■ 
2500- 

vs  of  geyser   in   action   on   State    Highway    Route  23.      Note   ice  creations   formed    by 
freezing  spray  and  proximity  of  geyser  to  highway. 


California  Highways  and  Public  Works   (March  193  s) 


[Twenty-three] 


Truck  Checking 
Station  Opened 
on  Ridge  Route 

BUILT  primarily  to  insure  safety 
for  traffic  over  the  new  Ridge 
Route  between  Los  Angeles 
and  the  San  Joaquin  Valley,  a  com- 
plete weighing  and  truck  checking 
station  has  been  established  by  the 
Division  of  Highways,  to  be  operated 
by  the  State  Highway  Patrol. 

Located  at  the  head  of  the  Grape- 
vine grade  into  the  San  Joaquin  Val- 
ley, this  station  will  not  only  guard 
against  overweight  loads,  but  will 
also  enable  the  traffic  officei-s  to  in- 
sure that  trucks  using  this  mountain 
route  are  in  good  order,  and  that  all 
their  braking  equipment  is  working 
properly. 

HUGE    WEIGHING    SCALES 

Since  the  location  is  somewhat  re- 
mote from  any  town  and  a  24-hour 
use  is  planned,  the  weigh  house,  de- 
signed by  the  Division  of  Architec- 
ture, provides  not  only  an  office  for 
the  scale  dials,  but  a  12  by  14  foot 
room,  which  may  be  used  as  quarters 
for  the  patrolmen,  and  a  16  by  20 
foot  garage  for  their  machines.  The 
house  is  heated  by  gas,  taken  from 
the  neighboring  pipe  lines,  and  water 
is  supplied  from  a  well,  with  a  con- 
tinuous pressure  system. 

The  scales  have  a  large  recording 
dial,  visible  through  the  window  of 
the  house  and  will  stamp  the  regis- 
tered weight  on  a  record  card.  The 
dial  records  to  80,000  pounds,  and  in 
addition  to  this,  the  scales  can  weigh 
up  to  130,000  pounds,  which  amply 
covers  the  maximum  load  of  68,000 
pounds  for  any  combination  of 
vehicles  and  loads  specified  by  the 
State  law.  The  scales  have  a  truck 
platform  60  feet  long. 

PARKING    FACILITIES 

Since  the  California  law  requires 
that  brake  tests  be  made  on  a  grade 
of  less  than  1  per  cent,  a  level  Port- 
land cement  concrete  lane  10  feet 
wide  and  250  feet  long  was  con- 
structed on  a  road  at  the  side  of  the 
main  highway.  In  addition  to  the 
main  traveled  way  at  this  point, 
which  has  a  Portland  cement  pave- 
ment an  area  of  approximately  three 
acres  was  paved  with  a  light  layer 


,/"^*?^     ^ 


General  view  of  weighing  and  brake  testing  station  near  Fort  Tejon  in  Kern 
County.  Roadway  on  left  protected  by  guard  rail  is  provided  for  brake  testing  runway. 
Lower — Closeup  view  of  scale  house,  showing  dial  clearly  visible  from  outside  the  house. 


of  bituminous  treated  rock  to  provide 
ample  parking  facilities  and  permit 
the  scale  house  to  be  set  well  back 
from  the  highway  traffic. 

The  original  plans  for  this  station 
were  made  at  the  time  that  the  high- 
way was  graded  past  this  point,  and 
completion  of  the  scales  now  malces 
this  complete  facility  available  for 
the  patrolmen.  Plans  are  now  being 
made  for  flood-lighting  of  the  entire 


area,  which  will  include  mercury 
vapor  mazda  lights  over  the  scale 
house,  and  sodium  vapor  lights  to 
illuminate  the  parking  grounds  and 
brake  testing  runway. 


Nearly  twice  as  many  automobiles  and 
trucks  are  in  use  in  the  United  States  as 
there  are  telephones.  Latest  1937  estimates 
place  the  automobile  registration  close  to 
30,000,000  while  telephones  number  15,- 
200,000. 


[Twenty-four] 


(March  19}  8)  California  High-ways  and  Public  Works 


Highway  Bids  and  Awards  for  February/  1938 


CALAVERAS.  STANISLAUS.  TUO- 
LUMNE and  AMADOR  COUNTIES— Die- 
sel Oil  to  be  applied  to  Roadside  vegetation. 
a  length  of  175.5  roadside  miles.  District 
X,  Routes  5.  13.  34,  .54,  65,  various  sections. 
.T.  P.  Breen.  Sacramento.  .$3..500 ;  Lee  .1. 
Immel,  Berkeley.  .$3,575;  Oilfields  Truck- 
Co..  Bakersfield.  $4,725.  Contract  awarded 
to    Sheldon    Oil    Co..    Suisun.    .$3,112.50. 

HUMBOLDT  COUNTY— Six  miles  south 
of  Scotia,  a  reinforced  concrete  slab  bridge 
across  Jordan  Creek  consisting  of  6 — 22  ft. 
spans,  1 — 24  ft.  span  and  1 — 15  ft.  span 
on  concrete  piers  witli  steel  pile  foundations 
to  be  constructed,  and  approximately  0.19 
mile  to  be  graded  and  .surfaced  with  Plant 
Mixed  Surfacing.  District  I,  Route  I,  Sec- 
tions D,  E.  Earl  W.  Heple,  San  Jose. 
.$38.403.75 ;  Poulos  &  McEwen  &  M.  A.  Jen- 
kins, Sacramento.  .$38.7.56.25 ;  Mercer- 
Fraser  Co..  Eureka.  .$41.7.5S..50;  A.  Soda  & 
Son,  Oakland,  $41,794;  John  Burman  & 
Sons,  Eureka.  .$44.970 :  F.  J.  Maurer  &  Son, 
Inc..  Eureka.  $45,325.25.  Contract  awarded 
to  E.  E.  Smith.  Eureka,  $36,917. 

LASSEN  COUNTY— Construct  three 
timber  bridges  with  concrete  decks  on  con- 
crete pile  bents  on  Buntingville-Wendel 
Road.  District  II.  Lassen  Feeder  Road. 
Section  PAS  No.  10.  Franzini  &  Preden- 
burg,  San  Rafael,  $13,575.50;  J.  P.  Bren- 
nan.  Redding.  $14,011.50;  A.  Soda  &  Son. 
Oakland.  $14.901 ;  John  Rocca,  San  Rafael. 
$15,131  ;  W.  K.  Van  Bokkelen  Construction. 
Oakland.  $16,499.  Contract  awarded  to  M. 
A.    Jenkins.    Sacramento.   $12,539.50. 

MADERA  COUNTY— Four  miles  south 
of  Madera,  reinforced  concrete  bridge  across 
Cottonwood  Creek  Ovei-flow.  District  VI, 
Route  126,  Section  A.  E.  S.  and  N.  S. 
Johnson,  Pasadena,  .$9,416 ;  Palo  Alto  Road 
Materiaks  Co..  Palo  Alto,  $8,850:  A.  Soda 
and  Son,  Oakland,  $9,737;  J.  S.  Metzger  & 
Son.  Los  Angeles,  $8,664;  Valley  Construc- 
tion Cf>..  San  Jose,  $9,436.  Contract 
awarded  to  Franzini  &  Fredenburg,  San 
Rafael,  $7,998.50. 

MARIN  COUNTY— Between  San  Ger- 
onimo  and  one  mile  north  of  Fairfax,  about 
1.5  miles  in  length  to  be  graded  and  sur- 
faced with  armor  coat.  District  IV,  Feeder 
Road.  Poulos  &  McEwen.  Sacramento,  $68.- 
997 ;  Macco  Construction  Co.,  Clearwater, 
$78,720;  A.  Teichert  &  Son  Inc.,  Sacra- 
mento, .$99,446 ;  .1.  L.  Conner  and  Sons, 
Monterey.  $77.384 ;  Johnston  Rock  Co'., 
Stockton,  $94,976;  Chas.  L.  Harney.  San 
Francisco,  .$83,688.40;  Pimbo  Bros.  &  Co.. 
San  Francisco,  $66,999.90;  Rock  &  Gravel 
Trucking  Co.,  Oakland,  $89,081.80;  Eaton 
&  Smith.  San  Francisco,  $82,197.60;  Young 
&  Son  Company,  Ltd..  Berkeley.  $83,525.40 ; 
Fredericksen  &  We.stbrook.  Lower  Lake, 
$67.831.50 ;  N.  M.  Ball  Sons,  Berkeley,  $77.- 
869.60;  Guy  F.  Atkinson  Company,  San 
Francisco,  .$89,914.  Contract  awarded  to 
Granfield,  Farrar  &  Carlin,  San  Francisco. 
$63,943. 

MERCED  COUNTY— Between  1.7  miles 
east  of  Los  Banos  and  easterl.v  boundary 
about  8.9  miles  in  length,  to  be  graded 
and  untreated  crushed  gravel  or  stone 
borders  to  be  constructed.  District  X. 
Route  32.  Section  C.  J.  A.  Casson.  Hav- 
ward,  $147,590.20;  Union  Paving  Co..  San 
Francisco,  $180,330.50;  Granite  Construc- 
tion Company,  Ltd..  Watsonville.  $1.59.- 
344.80;  Claude  C.  Wood.  Stockton,  $166.- 
729.80 ;  Warren  Southwest  Inc..  Los 
Angeles,  $162,466.10;  Piazza  and  Huntley. 
San  Jose,  $149,256.35.    Contract  awarded  to 


Fredericksen  &  Westbrook,  Lower  Lake, 
$144,472.35. 

NAPA  COUNTY— Between  Oakville  and 
Calistoga,  about  6.2  miles  in  length,  to  be 
graded  and  surfaced  with  crusher  run  base 
and  Armor  Coat.  District  IV.  Silverado 
Trail.  Granfield,  Farrar  &  Carlin,  San 
Francisco.  $73,576;  Harold  Smith.  St. 
Helena,  .$.58..534 ;  Claude  C.  Wood.  Stockton, 
.$63,366.80;  J.  R.  Reeves.  Sacramento.  $66,- 
593.25;  A.  Ti.irli,.rt  &  Son,  Inc.,  Sacra- 
mento, ,$(l!).s:',7.N(l:  E.  A.  Fordo.  San  An- 
selmo.  $G4,00!).60;  Poulos  &  McEwen,  Sac- 
ramento, .$61,. -',07;  Piazza  &  Huntley,  San 
Jos.",  .$70. SI  1 1.45.  Contract  awarded  to  Rock 
and  (Jravel  Trucking  Col.,  Oakland, 
$54.:i(;3..50. 

ORANGE  COUNTY — Between  Orange 
and  Olive,  about  1.0  mile  in  length  to  be 
graded  and  paved  with  Portland  Cement 
Concrete.  District  VII.  Route  181.  Section 
A.  Claude  Fisher  Co..  Ltd..  Los  Angeles. 
$44,250 ;  Sullv-Miller  Contracting  Co..  Long 
Bearh,  $4  t.!i2s.9."  ;  Los  Angeles  Paving  Co., 
Lcs  An^'el.'s,  .$42,'.I1I0.20;  Dimmitt  &  Tay- 
lor. Los  Angeles,  $46.3.56.50;  E.  L.  Yeager. 
Riverside.  .$51,902.50 ;  United  Concrete  Pipe 
Corp.,  Los  Angeles,  $43,815 ;  Warren  South- 
west, Inc.,  Los  Angeles,  $42,192.50;  B.  G 
Carroll.  San  Diego.  .$40.486.25 ;  Griffith  Co.. 
Los  Angeles.  $41,923.60;  Geo.  R.  Curtis 
Paving  Co.,  Los  Angeles,  $41.187.50 ;  Ansco 
Construction  Co.,  Inc..  Long  Beach.  $42.- 
198.20;  J.  B.  Haddock.  Ltd..  Pasadena. 
$.39,2.36.75.  Contract  awarded  to  Vido  Kova- 
cevich.  South  Gate.  $.38,929. 

SAN  BENITO  COUNTY— Between  Pai- 
cines  and  Tres  Pinos,  about  4.7  miles  in 
length  to  be  graded  and  Road  Mix  surface 
treatment  and  Class  "B"  seal  coat  applied. 
District  V,  Route  119,  Sections  D,  E.  Geo. 
K.  Thompson  &  Co..  Los  Angeles.  .$90.- 
701.40 ;  Union  Paving  Co.,  San  Francisco, 
$84,745.50 ;  Granfield,  Farrar  &  Carlin,  San 
Francisco,  $80,701.30;  Claude  C.  Wood. 
Stockton.  $82,046.10;  Pearson,  Minnis  & 
Jloodv,  Los  Angeles,  $83,280.50;  Poulos  & 
McEwen,  Sacramento,  $84,079;  Piazza  & 
Huntley,  San  Jose,  .$87,262.70;  L.  C.  Kar- 
stedt.  Watsonville.  $87.3.57.10;  Mountain 
Const.  Co.,  Sacramento,  $89,911.45:  Earl 
W.  Heple.  San  Jose.  $96,499.90;  Harms. 
Bros..  Litchfield.  .$93,.359.90 ;  C.  F.  Robbins, 
Los  Angeles.  $87,542.60;  J.  L.  Conner  and 
Sons.  Monterey,  $72,896.45  ;  A.  S.  Vinnell 
Co.,  Alhambra,  $107,100.85;  Young  &  Son 
Company,  Ltd..  Berkeley.  $72.860..50.  Con- 
tract awarded  to  N.  M.  Ball  Sons,  Berkeley, 
$72,7.58. 

SAN  DIEGO  COUNTY— On  Douglas 
Street,  in  the  city  of  San  Diego,  between 
Eagle  Street  and  University  Avenue,  about 
0.2  mile  in  length  to  be  graded  and  surfaced 
with  Plant-mixed  surfacing.  District  XL 
Route  San  Diego,  Section  City  Street. 
Harry  L.  Foster.  San  Diego.  $22,312.75 ;  R. 
E.  Hazard  &  Son.  San  Diego.  $18.721.25 ;  B. 
G.  Carroll.  San  Diego,  $18,979.50.  Contract 
awarded  to  V.  R.  Dennis  Const.  Co.,  San 
Diego,  $16,885.30. 

SAN  LUIS  OBISPO  COUNTY— A  tim- 
ber bridge  across  San  .luan  Creek  about  38 
miles  east  of  Santa  Margarita,  consisting 
of  16 — 19'  0"  spans  on  pile  bents,  and  about 
0.3  mile  of  ro.ndway  to  be  graded  and  road 
mix  surfaci'  Ircatnient  applied.  District  V. 
Route  .5.S,  Sell  ion  (\  Earl  W.  Heple.  San 
Jose,  $25,61(;;  Valley  Construction  Co..  San 
.lose.  $24,916  ;  Edward  Green.  Los  Angeles. 
.$26,800 ;  V.  R.  Dennis  Construction  Co..  San 
Diego,  $27,497.50 ;  A.  Soda  &  Son,  Oakland, 
$28,626.50 ;  Rexroth  &  Rexroth.  Bakersfield, 


$28,684.50 ;  R.  R.  Bishop,  Long  Beach,  $33,- 
963.30;  J.  E.  Burrell  &  Son.  Long  Beach, 
.$35,078.07.  Contract  awarded  to  S.  A.  Cum- 
mings.  San  Diego,  $23,898. 

SANTA  CLARA  COUNTY— A  reinforced 
concrete  overhead  structure  over  Madrone 
Drive,  about  5  miles  south  of  Los  Gatos  con- 
sisting of  1—43'  1"  span,  1 — 50'  0"  span 
and  1 — 41'  1"  span  on  R.  C.  Bents  and 
abutments.  District  IV,  Route  5,  Section  C. 
Palo  Alto  Road  Materials  Co.,  Palo  Alto, 
.$36,280.30 ;  Carl  N.  Swenson  Co.,  San  Jose, 
.$38,787.70;  W.  K.  Van  Bakkeleu  Construc- 
tion, Oakland,  $38,841 ;  Heafey-Moore  Co..  & 
Fredrickson  &  Watson  Construction  Co.. 
Oakland,  .$39,468;  A.  Soda  and  Son,  Oak- 
land, $40,799;  Earl  W.  Heple.  San  Jose. 
.$40..506;  F.  Kaus,  Stockton,  $41,191;  B. 
A.  Howkins  &  Co.,  San  Francisco,  $41,197 ; 
E.  T.  Lesure.  Oakland,  .$41,818;  Guy  F. 
Atkinson  Company.  San  Francisco,  $42,529 ; 
Peter  J.  McHugh.  San  Francisco,  $43,- 
671.20;  Albert  H.  Siemer  &  John  Carcano. 
San  Anselmo.  $44,098;  A.  J.  Raisch.  San 
Jose.  $44,540.50;  John  Rocca,  San  Rafael. 
.$45,947;  F.  C.  Amoroso  &  Sons,  San  Fran- 
cisco. .$49.902..52.  Contract  awarded  to  C. 
W.  Caletti  &  Co..  San  Rafael,  $36,031. 

VENTURA  COUNTY— At  Big  Sycamore 
Creek  about  0.7  mile  in  length,  to  be  graded 
and  paved  with  Portland  Cement  Concrete. 
District  VII.  Route  60.  Section  A.  Dim- 
mitt &  Taylor.  Los  Angeles.  $97,510.50; 
Claude  Fisher  Co..  Ltd..  Los  Angeles,  $84,- 
496:  Geo.  J.  Bock  Co..  Los  Angeles,  $75.- 
923.75;  Geo.  R.  Curtis  Paving  Co.,  Los 
Angeles.  $85,020.50 ;  United  Cone.  Pipe  Co.. 
Los  Angeles,  $94,629.95;  Los  Angeles  Pav- 
ing Co..  Los  Angeles,  $84,400;  J.  E.  Had- 
dock, Ltd..  Pasadena.  $80,724.  Contract 
awarded  to  Macco  Construction  Co.,  Clear- 
water, $75,862.25. 

VENTURA  COUNTY — Between  La 
Cross  and  Oakview.  about  1.7  miles  in  length 
to  be  graded  and  paved  with  Portland 
Cement  Concrete.  District  VII.  Route  138, 
Section  A.  United  Cone.  Pipe  Corp..  Los 
Angeles.  $119.602 ;  Los  Angeles  Paving  Co.. 
Los  Angeles,  $132,273..S0  ;  C.  R.  Butterfield- 
Kennedv  Co..  San  Pedro,  $108,870;  Geo.  J. 
Bock  Co..  Los  Angeles.  $99,430.50:  A.  S. 
Vinnell  Co..  Alhambra.  $119,100;  Claude 
Fisher  Co..  Ltd..  Los  Angeles.  ."«103.081..50 ; 
Basich  Bros..  Torrance.  .$99,744.80:  Pear- 
son-Minnis  &  Moddy.  Los  Angeles.  .$91.797 ; 
C.  O.  Sparks  &  Mundo  Eng.  Co..  Los 
Angeles.  $94,233:  Macco  Const.  Co..  Clear- 
water, $107,676.50;  Griffith  Cb.,  Los  An- 
geles, $110,417.50;  Geo.  K.  Thompson  Co.. 
Los  Angieles.  $132,931;  Geo.  R.  Curtif? 
Pavg.  Co.,  Los  Angeles,  .$95,914.50:  Os- 
wald Bros.,  Los  Angeles,  $108,027.  Con- 
tract awarded  to  J.  E.  Haddock  Ltd..  & 
Crow  Bros.,  Const.  Co.,  Pasadena.  $89.- 
825.25. 


A  young  boy,  undergoing  an  examination 
for  a  position,  came  across  the  question. 
"What  is  the  distance  of  the  earth  from  the 
sun?"  He  wrote  his  answer  as  follows:  "I 
am  unable  to  state  accurately,  but  I  don't 
believe  the  sun  is  near  enough  to  interfere 
with  a  proper  performance  of  my  duties  if  I 
get  this  clerkship." 

He  got  it. 


Customer — I  like  this  dog  but  I  think  his 
legs  are  too  short. 

Storekeeper — Too  short?  Why  they  touch 
the   ground,   don't   they? 


California  Highways  and  Public  Works  (March  i9}s) 


[Twenty-five] 


p-,./ 


DIVISION  OF 


WATER  RESOURCES 


^y^'»"tyfa^gV"mTiiiiTm 


OFFICIAL  REPORT 

FOR  THE  MONTH  OF 

February,  1938 

[EDWARD  HyATT,  State  Engineer 


GONSTRIU"riON  work  by  tlic 
Bureau  of  Reclamation  on  the 
Projeet  was  somewhat  delayed 
by  weather  eonditions.  However, 
work  was  contimied  and  considerable 
progress  made  on  the  construction  of 
the  Contra  Costa  Canal  and  the  gov- 
ernment camp  for  the  Shasta  dam. 
The  opening  of  bids  for  a  diversion 
tunnel  and  temporary  relocation  of 
the  Southern  Pacific  Railroad  at  the 
Shasta  dam  site,  wliicli  had  been  set 
for  Febriiary  '21st,  was  postponed  to 
aiarch  14.  VXiS.  due  to  a  delay  in  the 
determination  of  wage  scales  for  the 
work.  Bids  were  opened  during  the 
month  for  pumping  equipment  for 
Contra  Costa  Canal  and  for  mate- 
rials for  the  lining  of  the  first  .section 
of  this  canal. 


IRRIGATION    DISTRICTS 


Anniuil  rpjiorts  on  tlip  operatidii  of  irri- 
gation distnet.<  for  tlie  past  year  are  now 
being  receivefl  which  indicate  generally  im- 
proved oondition.s  tlii-oughout  the  State. 
Despite  the  severe  freezes  of  Januarj-,  1937, 
and  continued  cold  sjirini,'  weather,  condi- 
tions diirins  the  remainder  of  the  season 
were  favorable  for  ffiowiiig  and  harvesting 
of  crops.  Total  precipitation  for  1937  was 
122%  and  total  snowfall  152%  of  the  41 
year  averase.  thns  affording  ample  water 
for  irrigation. 


WATER  RIGHTS 


Supervision  of  Appropriation  of  Water. 

Eleven  applications  to  appropriate  were 
received  during  .January.  22  were  approved 
and  6  were  denied.  During  the  month  IS 
Iiermits  were  revoke<l  and  the  rights  under 
I>  permits  were  confinned  by  the  issuance 
of  license.  Since  October  1st,  1146  reports 
liave  been  received  from  permittees  and  477 
I'cports  have  been  received  from  licensees. 
These  are  in  proces.s  of  study  with  a  vien- 
to  determining  the  ]iroper  course  of  action. 


SACRAMENTO-SAN    JOAQUIN 
WATER   SUPERVISION 


During  tlie  past  monlh  activities  Inive 
l)een  wholly  in  the  office  assembling  the  field 
data  gathered  during  the  summer  montlis 
in   order   to  compile  a    report   showing   the 


diversions,  acreage  irrigalcd.  stream  and  re- 
turn flows  in  th<'  Sacramento  and  San 
.loaquin  Valleys. 

The  sampling  of  water  in  tlie  delta  for 
salinity  is  being  carried  on  at  all  regular 
st.-itions  to  record  the  retri'at  of  salinity. 


CALIFORNIA  COOPERATIVE 
SNOW   SURVEYS 


In  tlie  latter  part  of  .January  and  early 
Feliruary  tlie  first  snow  sui-veys  of  the  sea- 
son were  made  at  liey  <-ourse»  throughout 
the  nia,jor  drainage  basins  on  the  west  side 
of  the  Sierra.  Those  snow  suiTeys  made 
on  .January  25,  23  and  27  showed  that  a 
definite  shortage  in  the  snow  pack  existed 
at  that  time,  the  water  content  at  most  of 
the  snow  courses  suiTeye<l  being  hut  one- 
half  of  the  normal  supply  for  that  time  of 
the  year.  On  January  2Sth  the  fir.st  of  a 
succession  of  storms  arrived  fi-om  the  Gulf 
of  Alaska,  and  for  almost  three  weeks  the 
snow  pack  in  the  Sierra  was  added  to  daily. 

Measurements  made  on  the  fith,  7th,  and 
Sth  of  February  showed  that  the  snow 
jiack  in  most  of  the  watersheds  was  up  to 
normal,  and  although  no  further  surveys 
have  been  made  since  then,  the  fact  that 
there  was  considerable  snowfall  after  the 
last  surveys  were  made,  would  indicate  that 
healthy  conditions  maintain  as  regards  the 
amount  of  snow  pack  for  this  season  of  the 
year. 

Precipitation  records  for  various  sections 
of  the  State  compile<l  to  the  end  of  January 
indicated  an  excess  of  precipitation  so  far 
this  season  in  most  of  the  watereheds  north 
of  the  Tehachapi  Range,  with  a  shortage  of 
aliiint  .'?5%   in  Southern  California. 


FLOOD  CONTROL  AND 
RECLAMATION 


Maiiitennm-e    of    Sarrnmriitii    Vliml    Control 
Project. 

This  period  was  marked  liy  .-i  series  of 
storms  commencing  on  .January  29th  and 
extending  to  date,  with  short  iieriods  of 
fair  weather  following  the  l.'itb.  Very  heavy 
winds  oceun-ed  in  the  period  Februai-y  16tli 
to  21st.  The  streams  and  bv-jiasses  were 
all  at  fairly  high  stage,  necessitating  heavy 
patr-ols  and  some  work  for  emergency  pro- 
tection. Payroll  during  this  perio<l  was 
heavier  llian  at  any  other  time  since  this 
office  has  been  in  charge  of  project  mainte- 
nance. All  of  the  project  wcu-ks  were  suc- 
cessfully carefl  for,  but  considerable  damage 
was  done  to  the  east  Sutter  By-pass  levee 
by  wave  wash.  se<"ti(ms  of  a  number  of 
bridges  were  floated  out,   and   the  dyke  at 


the  lower  end   of   the  east  levee  borrow   pit 
was  washed  out. 

Tlie  Saei-amento  weir  gates  were  ojiened  ", 
at  10:30  a.m.  on  February  11th.  when  the 
Sacramento  River  gage  at  I  Street  read 
27.7.  Tlie  water  at  Sacramento  fell  one 
foot  during  the  fii-st  hour  the  gates  were  ■ 
open,  and  at  1 :00  p.m.  was  at  26.1  on  the 
gage,  after  which  it  fell  slowly.  Closure  of 
the  gates  commence<l  on  March  3d. 

Relief  Lalior  Worl;. 

During  this  period  about  70  relief  laborers 
have  been  employed  in  jiatrolling  levee-S.  re- 
moving delu'is  Mild  niiscellaneous  emergency 
wcn-k. 

Ewergeneii  Levee  Repuirii. 

The  continued  rain  during  this  period 
delayed  greatly  the  completion  of  the  emer- 
gency levee  repaii-s  under  Executive  Order 
No.  E  177.  At  this  date  the  work  is 
approximately  40  per  cent  complete  and  is 
procee<ling  as  the  weather  will  permit. 
Work  has  been  completefl  at  Robinson  Bend 
on  the  Feather  River,  at  the  Phelan  ranch 
on  the  Sacramento  River  in  Butte  County. 
and  on  the  Little  Ohico  Ct-eek.  Good 
progres.s  is  being  made  in  the  closure  of 
breaks  on  Antelope  Creek  and  at  Gerber. 
and  on  Battle  Creek  in  Tehama  County. 

Fl«od  Danidf/e  Surrey. 

The  State  Engineer  has  been  requested 
to  survey  and  report  on  flood  protectiv  ■ 
works  and  the  cost  of  making  emergency 
repairs  thereto.  This  office  has  been  as- 
signed the  collection  of  data  in  thirteen 
northerly  connties  of  the  Sacramento  Valley, 
including  San  .Joaquin,  Centra  Costa  and 
Solano.  This  work  is  well  under  way  and  a 
rejiort  will  be  submitted  on  March  5tli. 

Fehrnarij.  19.iS.  Storm-  and  Flood. 

The  rainfall  commencing  on  .January  29th 
resulted    in    some    fairly    high    flood    stages, 
the   height   at   Colusa   reaching  the   same   as 
in    the    Dewmlier   flood.      The   crest    heights 
reached    were    as    follows:    Red    Bluff.    20..'') 
on   February   3d:    Colusa.   2.'5.3   on    the   4tli  : 
Red    Bluff.   24.S.'5   on    the   8th;    Colusa.    2(i.ll 
on   the  11th  :   Knights  I^anding,  32.0  on   the 
12th;    Red    Bluff.    23.1    on    the    14th;    and 
Colu.sa.  26.2  on   the  15th.     The   Sacramento 
River  at    the   I   Street   Bridge  was   at    rela- 
tively   high    stage   all    during    the    month    of 
February,  13.5  on  the  1st.  20.1  on  the  2Sth. 
and  crested  at  27.7  on  the  11th.     The  open-     i 
ing  of  the  Saci-amento  weir  gates  on  the  lltli      j 
within   a   short    time    reduced    the   height    to     | 
26.1.      The   American    River   was    relatively      ' 
low.   cresting   at   15.1   at   Folsom   on    Febru- 
ary 11th. 


[T-wenty-six] 


(March  19 u)  California  Highivays  and  Public  Works 


Sacramento    River  flood   waters   pour   into   Yolo   Bypass  through   Sacramento  weir  on   morning  of   February   11. 

FLOOD  FIGHTERS  SAVE  LEVEES 


(Continued  from  page  2) 


partment,  the  Reclamation  Board,  nor 
the  Division  of  Water  Resources  had 
authority  to  make  expenditures  and 
where  there  was  no  organized  recla- 
mation or  levee  district. 

Butte,  Glenn,  Shasta,  and  Tehama 
were  the  counties  hardest  hit  in  this 
respect.  Seeing  that  it  was  necessary 
to  take  action  on  their  own  behalf, 
each  of  these  counties  organized  a 
flood  control  •  committee  and  from 
these  four  committees  there  was  made 
up  a  super-committee  to  facilitate 
cooperative  action.  This  committee 
made  a  complete  survey  of  the  dam- 
age that  had  to  be  repaired.  With 
this  data  on  hand,  a  delegation  was 
sent  to  Sacramento  to  plead  their  case 
before  Governor  Merriam,  urging  him 
to  declare  the  necessary  repair  work 
an  emergency  which  should  be 
financed  from   State  funds. 

At  the  State  Capitol  the  delegates 
found  a  sympathetic  listener.  After 
investigation  by  the  State  Engineer, 
the  Governor  determined  to  issue  an 
order  for  .$150,000  on  the  State 
Emergency  Fund  to  be  applied  to  the 
closing  of  levee  breaks  on  the  Sacra- 
mento and  Feather  rivers  and  their 
tributaries.  The  fund  was  made 
available  to  the  Division  of  Water  Re- 
sources on  January  15,  19.38. 


Actual  construction  in  the  field  was 
commenced  on  January  16  under  the 
•supervision  of  Col.  A.  M.  Barton, 
Reclamation  Board,  and  State  Engi- 
neer Edward  Hyatt,  Bureau  of 
Water  Resources,  with  Robert  L. 
Jones,  Deputy  State  Engineer  in 
charge. 

FIFTY-SEVEN   BREAKS 

On  January  17  the  Division  of 
Water  Resources  opened  an  office  in 
Chico  in  charge  of  Martin  H.  Blote, 
Associate  Hydraulic  Engineer,  to 
facilitate  supervision  of  work  at  the 
various  points.  The  necessary  equip- 
ment was  rented  and  the  work  pro- 
ceeded. There  were  some  fifty-seven 
breaks  to  be  filled,  some  of  them  on 
the  main  rivers  and  .some  on  tributary 
creeks,  but  with  the  amount  of  equip- 
ment available  it  looked  as  though  a 
few  weelfs  should  see  the  work  com- 
pleted. 

Unfavorable  weather,  however,  had 
still  to  be  reckoned  with.  Another 
storm  broke  and  the  upper  Sacra- 
mento again  rose  to  flood  stages.  By 
this  time  some  of  the  breaks  had  been 
completely  closed,  many  more  had 
not  been  touched ;  but  the  largest  of 
them  all,  a  1200-foot  break  on  the 
Sacramento  River  near  Chico  was 
j)artially  filled. 


It  would  be  disastrous  to  have  the 
water  top  this  fill,  move  out  the  new 
material  and  inundate  a  second  time. 
To  prevent  such  an  occurrence, 
larg-e  crews  of  men  worked  day  and 
night  filling  sacks  with  earth  and 
building  them  into  a  barrier  to  hold 
back  the  steadily  rising  water.  Inch 
by  inch  the  water  rose  and  inch  by 
inch  the  barrier  was  built  up  to  keep 
ahead  of  it. 

WORK    PROGRESSING 

After  many  exhausting  hours  of 
labor  under  the  most  adverse  condi- 
tions, when  the  flood  finally  reached 
its  crest,  the  waves  were  lapping  over 
the  top  of  that  quivering  mass  of  mud 
which  in  some  places  was  as  much  as 
nine  feet  in  height.  It  had  just  suf- 
ficient stability  to  hold  up  against 
the  pressure  and  fortunate  it  was  that 
the  tide  turned  when  it  did. 

Needless  to  say,  this  storm  greatly 
imjieded  the  progress  of  the  work 
even  after  recession  of  the  high  water. 
Granted  a  continuance  of  the  present 
favorable  weather,  a  few  more  weeks 
will  see  all  the  breaks  closed  and  the 
levees  in  condition  to  withstand  the 
next  high  water. 

Since  the  original  storm,  rains  have 
delayed  the  completion  of  the  levee 
repairs  by  twenty-two  days. 


California  Highways  and  Public  Works  (March  19}  s) 


I  Twenty-seven  ] 


Concrete  Pavement  Slab  Warp  and  Its  Prevention 


unimportant,  if  such  swell  or  shrink- 
age occurs  throughout  the  entire 
lineal  dimension  of  the  highway,  and 
not  in  localized  alternate  locations 
such  as  occurs  where  expansion 
joints  are  allowed  to  feed  the  sub- 
grade  with  fresh  moisture  from  time 
to  time. 

CONCLUSIONS  DERn^ED  FROM   STUDIES 

1.  Pavement  warp  or  distortion  oc- 
curs after  each  increase  or  decrease 
in  moisture  content  of  adverse  soils 
and  is  more  or  less  continuous.  (Ad- 
verse soil  is  a  term  used  herein  to 
describe  any  soil  which  will  change 
volume  with  the  addition  or  subtrac- 
tion of  contained  moisture.) 

2.  Texas  reports  many  miles  of 
pavement  laid  on  adverse  soil  warp 
badly  at  joints  and  elsewhere  at  times. 

3.  Minnesota  reports  9  per  cent  of 
its  concrete  pavements  warps  either 
from  ice  lenses  or  swelling  soils. 

4.  This  State  also  reports  that  if 
soil  is  already  at  plastic  limit,  addi- 
tional water  will  not  swell  the  soil 
but  ice  lenses  which  will  distort  the 
pavement  will  form. 

5.  Drainage  trenches  under  expan- 
sion joints  proved  ineffective  to  pre- 


(Continued  from  page  21) 

vent  warp  in  tests  made  in  Minnesota, 
Missouri,  and  California. 

6.  Equalizing  moisture  in  subgrade 
of  adverse  soils  reduced  warp  in  Mis- 
souri, Kansas,  Minnesota,  Texas,  and 
California. 

7.  Heavy  impervious  paper  laid  on 
adverse  subgrade  in  contact  with 
pavement  proved  of  no  value  since 
rupture  of  the  paper  often  occurred 
at  joints  which  then  admitted  water. 

8.  Oil  mixed  with  adverse  soil 
("grade  not  given)  increased  moisture 
holding  capacity  and  swell  of  soil. — 
Minnesota. 

9.  Tar  at  1^  gallons  per  square 
yard  laid  on  adverse  subgrade  in  con- 
tact with  pavement  proved  of  no 
value  in  Minnesota,  as  did  heavy  as- 
phaltic  oil.  Grade  E,  in  California 
since  rupture  of  this  type  of  mem- 
brane at  joints  admitted  water. 

10.  Gravel  12  inches  to  24  inches 
thick  under  pavements  in  Minnesota 
prevent  warp  but  in  California  12 
inches  of  gravel  proved  ineffective  at 
Williams,  and  it  is  thought  that  18 
inches  to  24  inches  will  be  needed  on 
bad  soil  if  membrane  is  not  used. 

11.  Copper  seals  at  joints  were  in- 
effective in  Minnesota  and  California 


^aWP'^f-v 


to  prevent  leakage  at  joints  and  sub- 
sequent warp  of  pavement. 

12.  Warp  has  been  prevented  in 
Kansas  and  Missouri  by  keeping  sub- 
grade  of  adverse  soils  at  plastic  limit 
moisture  content. 

13.  Warp  has  been  reduced  in 
Minnesota  by  repouring  expansion 
joints  with  softer  asphalts.  Cali- 
fornia found  such  treatment  not  per- 
manent where  asphalt  seals  are  used. 

14.  California  has  prevented  warp, 
where  due  to  moisture  change  in  ad- 
verse soil,  by  constructing  a  bitum- 
inous blanket  of  7/10  gallon  per 
square  yard  of  E  grade  asphalt  on 
the  subfoundation,  covering  same 
with  a  rolled  course  of  nonswelling 
imported  borrow  usually  9  inches 
thick,  and  constructing  concrete 
]iavement  thereon. 

15.  California  has  relieved  warped 
concrete  pavements  by  bringing  the 
subfoundation  to  uniform  moisture 
content  or  by  placing  on  the  pave- 
ment a  cushion  course  of  nonswelling, 
well-cemented  crusher  run  base  not 
less  than  4  inches  in  thickness  and 
constructing  thereon  a  surface  of  not 
less  than  3  inches  of  cut-back  plant- 
mix  or  asphalt  concrete. 


Is 


Five-tenths    gallon    asphalt    me 


nbrane   under   12-inch    imported    borrow.      Here  for  several   hundred  feet  joints  were  fror 
0.12   inch    high.     Weakened    plane  joints  were  the  highest. 


NEW  CONSTRUCTION 

ON  COAST  HIGHWAY 

(f'ltitinuf.'d    froni    page    22) 

struction  with  the  ocean  view  per- 
petually guaranteed  is  fully  substan- 
tiated. 


When  the  new  highway  through  the 
Malibu  Ranch  is  completed  between 
Walnut  Canyon  and  Eneinal  Canyon 
early  next  summer,  the  traveling  pub- 
lic will  have  a  modern,  divided  high- 
way of  high  standard,  which  should 
put  an  end  to  the  tragic  and  distress- 


ing accidents  which  have  all  too  fre- 
q'.ently  occurred  in  the  past  upon 
the  old  road.  This  new  highway  will 
provide  a  safe  and  enjoj-able  ocean 
drive,  of  which  the  State  Division  of 
Ilighwa.ys  organization  can  justly  be 
proud. 


I  T-wenty-eight  ] 


(March  19} 8)  California  Hightvays  and  Public  Works 


STATE  OF  CALIFORNIA 


Department  of  Public  Works 

Headquarters:   Public  Works  Building,  Twelfth  and  N  Streets,  Sacramento 


FRANK  F.  MERRIAM Governor 

HARRY  A.  HOPKINS Assistant  Director 


CALIFORNIA  HIGHWAY  COMMISSION 


H.  R.  JUDAH,  Chairman,  Santa  Cruz 

PHILIP   A.    STANTON,    Anaheim 

PAUL  G.  JASPER,  Fortuna 

WILLIAM  T.  HART,  Carlsbad 

ROBERT  S.  RBDINGTON,  Los  Angelas 

JULIBN   D.  ROUSSEL,   Secretary 


DIVISION  OF  HIGHWAYS 


C.   II.   PURCELL.   State   Highway   Engineer 

G.  T.  McCOT,  Assistant  State  Highway  Engineer 

J.  G.  STANDLET,  Principal  Assistant  Engineer 

R.  H.  WILSON,  Office  Engineer 

T.  E.  STANTON,  Materials  and  Resear<-h  Engineer 

FRED  J.  GRUMM.   Engineer  of  Surveys  and  Plans 

C.  S.  POPE.  Construction  Engineer 

T.  H.  DENNIS,  Maintenance  Engineer 

F.  W.  PANHORST,  Bridge  Engineer 

V.   CAMPBELL,   Engineer  of   City   and   Cooperative   Projects 

R.  H.  STALNAKER.  Equipment  Engineer 

J.  W.  VICKREY,  Safety  Engineer 

E.  R.  HIGGINS,  Comptroller 

DISTRICT   ENGINEERS 

E.  R.  GREEN   (Acting),  District  I,  Eureka 

F.  W.  HASELWOOD,  District  II,  Redding 
CHARLES   H.  WHITMORE,   District  III,   Marysville 

JNO.  H.  SKEGGS,  District  IV,  San  Francisco 

L.  H.  GIBSON,  District  V,  San  Luis  Obispo 

R.  M.  GILLIS,  District  VI,  Fresno 

S.  V.  CORTELYOU,  District  VII,  Los  Angeles 

E.  Q.  SULLIVAN,  District  VIII,  San  Bernardino 

S.  W.  LOWDEN    (Acting),  District  IX,  Bishop 

R.  E.  PIERCE,  District  X,  Stockton 

E.  E.  WALL.\CE,  Disrict  XI,  San  Diego 

SAN   FRANCISCO-OAKLAND  BAY  BRIDGE 
O.  E.  ANDREW,  Bridge  Engineer 


EARL  LEE  KELLY Director 

EDWARD  J.  NERON Deputy  Director 


DIVISION  OF  WATER  RESOURCES 


EDWARD  HYATT,  State  Engineer,  Chief  of  Division 

GEORGE  T.  GUNSTON,  Administrative  Assistant 

HAROLD  CONKLING,  Deputy  in  Charge  Water  Rights 

A.  D.  EDMONSTON,  Deputy  in  (Charge  Water 
Resources  Investigation 

R.  L.  JONES.  Deputy  in  Charge  Flood  Control  and  Reclamation 

GEORGE  W.  HAWLEY,  Deputy  in  Charge  Dams 

SPENCER    BURROUGHS,   Attorney 

EVERETT  N.  BRYAN,  Hydraulic  Engineer  Water  Rights 

GORDON   ZANDER,  Adjudication,   Water  Distribution 


DIVISION  OF  ARCHITECTURE 


GEORGE  B.  McDOUGALL,  State  Architect,  Chief  of  Division 

P.  T.  POAGE,  Assistant  State  Architect 

W.  K.  DANIELS.  Assistant  State  Architect 

HEADQUARTERS 

H.  W.  DeHAVEN,  Supervising  Architectural  Draftsman 

C.   II.   KROMER,   Principal   Structural   Engineer 

CARLETON  PIERSON.  Supervising  Specification  Writer 

J.  W.  DUTTON.  Principal  Engineer,  General  Construction 

W.  H.  ROCKINGHAM.  Principal  Mechanical  and  Electrical 
Engineer 

C.  E.  BERG,  Supervising  Estimator  of  Building  Construction 


DIVISION  OF  CONTRACTS  AND  RIGHTS  OF  WAY 


C.  C.  CARLETON,  Chief 

CLARENCE  W.  MORRIS,  Attorney.  San  Francisco 

FRANK  B.  DURKEE.  Attorney 

C.  R.  MONTGOMERY,  Attoi-ney 

ROBERT  E.  REED,  Attorney 


DIVISION  OF  PORTS 


Port   iif  Eureka-    E.   S.  MACKINS,   Surveyor 


54409      3-38      16,300 


GEORGE  H.  MOORE, STA 


Return  postage  guaranteed. 

PM:    If  addressee  has  moved 

notify  sender  on 

Form  3547 

Division   of    Highways 

P.  O.   Box   1499 
Sacramento,  California 


Seattle   Public   Library, 
Seattle, 


SEC.  562  P.  L.  &  R. 
U.  S.  POSTAGE 

PAID 

Sacramento,  Cal. 
Permit  No.  152 


MAP 

SHOWING 

STATE  HIGHWAY  SYSTEM 


LOS  ANGELES  AND  VICINITY 


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CALIFORNIA 

HIGHWAYS  AND  PUBLIC   WORKS 


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APR  2  0  1938 


CALIFORNIA  HIGHWAYS  AND  PUBLIC  WORKS 

Official  Journal  of  the  Division  of  Highways  of  the  Department  of  Public  Works,  State  of  California 

EARL  LEE  KELLY,  Director    C.  H.  PURCELL,  State  Highway  Engineer    JOHN  W.  HOWE,  Editor     K.  C.  ADAMS,  Associate  Editor 

Published  for  information  of  the  members  of  the  department  and  the  citizens  of  California 

Editors  of  newspapers  and  others  are  privileged  to  use  matter  contained  herein.     Cuts  will  be  gladly  loaned  upon  request. 
Address  communications  to  California  Highways  and  Public  Works,  P.  O.  Box  1499,  Sacramento,  California. 

Vol.16  APRIL,  1938  No.  4 


Table  of  Contents 


Page 

March  Storms  Took  Big  Toll.     Illustrated 1 

By  T.  H.  Dennis,  Maintenance  Engineer 

High  Waters  in  Barton  Wash  Rip  Away  Wing  on  Bridge 2 

Maintenance  Crews  of  Division  of  Highways  Praised 3 

Scenes  of  Highway  Damage  in  Southern  California 4—5 

Pictures  of  Storm  Damage  in  Los  Angeles  and  San  Bernardino  Counties  6 

Map  Showing  Locations  of  Storm  Damage  in  Los  Angeles,  Ventura  and 

Orange    Counties 7 

View  of  Flood  Damage  in  City  of  San  Bernardino 8 

Waters  of  Coyote  Creek  in  Los  Angeles  and  Santa  Clara  River  in  Ventura 

Go   on   Rampage 9 

Damage  to  Bridges  Heavy,  Illustrated 10 

Bp    W.   A.   Dourjlass,  Associate  Bridye   Enyineer 

Map   Showing  Locations  of  Damage  in  San  Bernardino  and  Riverside 

Counties 11 

Picture  of  Damage  on  Highway  Route  79  Near  Fillmore 12 

Streams  Tear  Out  Highways  in  District  XI,  Illustrated 13 

By  E.  E.  Wallace,  District  Engineer 

Pictures  of  Bridges  Damaged  by  Floods 14—15 

Snow  Removal  to  Date  Totals  One  hundred  Million  Cubic  Yards 16 

By  W.  A.  Smith,  Assistant  Maintenance  Engineer 

Pictures  of  Snow  Removal  Crews  and  Equipment  on  Donner  Summit 17 

El  Camino  Real  Project  in  San  Diego  Dedicated  by  Governor,  Illustrated  18 

Views  of  New  Highway  Between  Oceanside  and  San  Onofre 19 

Governor  Joins  San  Diego  and  Orange  Counties  in  "Wedding"  Ceremony  20 

Cei-emouies  Launch  Work  on  Arroyo  Seco  Highway,  Illustrated 21 

Snow   Removal   Crews   Commended 22 

Bay  Bridge  is  Provided  with  Air  Analyser,  Illustrated 23 

Damage  to  Highways   (Continued) 24 

Elevating  Grader  Cuts  Construction  Costs,  Illusti-ated 25 

Monthly  Report  of  the  Division  of  Water  Resources 26 

R.  M.  Gillis  Wins  Promotion 27 

In  Memoriam  Charles  Stockton  Pope — Samuel  Alexander  Hart 28 


Disastrous  Winter  Floods 
Caused  $8,000,000  Damase  to 
State  Highways  and  Bridges 


THREE  separate  storms  during  tlie  period  December  11 
to  March  4,  damaged  State  highways  and  structures  to 
the  extent  of  $8,000,000. 
December  and  February  storms  took  their  heaviest  toll  in 
the  noi'thern  part  of  the  State,  while  the  March  storm  con- 
centrated on  the  southern  section.  The  damage  for  the  entire 
period,  however,  was  almost  equaUj^  divided  between  the  two 
areas. 

December  and  March  storms,  which  caused  over  90  per 
cent  of  the  damage,  were  of  three  to  five  days  duration  and 
brought  rains  of  cloudburst  proportions  to  the  higher  alti- 
tudes, while  establishing  record-breaking  hourly  and  daily 
precipitation  records  in  the  valley  and  coastal  regions. 

The  March  storm,  which  this  article  describes,  swept  in 
from  a  low-pressure  area  over  the  Pacific  which  extended 
from  the  Aleutian  Islands  south  to  a  point  about  800  miles 
west  of  San  Francisco.  Los  Angeles,  Orange,  Riverside,  Ven- 
tura, and  San  Bernardino  counties  suffered  the  brunt  of  its 
attack. 

TORRENTIAL    RAINS 

Heaviest  rains  centered  in  the  San  Bernardino  and  San 
Gabriel  mountains,  northerly  of  San  Bernardino  and 
Pasadena,  where  a  total  of  30.49  inches  for  tlie  storm 
was  recorded  at  Lake  Arrowhead,  and  10.89  inches 
during  an  8-hour  period  at  Camp  Opids  in  the  upper  reaches 
of  the  San  Gabriel.  The  city  of  Los  Angeles  reported  11.06 
inches  for  the  storm,  5.55  inches  of  which  fell  within  a  24- 
hour  period  on  March  2. 

The  rainfall  data  clearly  indicate  the  increasing  preci- 
pitation as  the  storm  neared  the  mountains.  For  instance. 
Long  Beach  reported  some  6.99  inches  of  rain  for  the  storm 
period;  Huntington  Park  9.48  inches;  Los  Angeles  11.06 
inches;  and  Azusa  14.95  inches.  Again,  Newport  Beach  re- 
ported 5.95  inches;  San  Bernardino  9.82  inches;  Devils  Can- 
yon 13.65  inches;  Waterman  Canyon  22.10  inches;  and  Lake 
Arrowhead  30.49  inches.  The  counties  of  Santa  Barbara  and 
San  Luis  Obispo  to  the  north  of  the  storm  center,  as  well 
as  San  Diego  to  the  south,  shared  to  a  lesser  degree  in  the 
storm  damage. 

RIVERS  LEAVE  BANKS 

The  effect  of  this  downpour  was  immediately  evident.  The 
normally  dry  stream  beds  on  these  mountain  slopes,  tribu- 
tary to  the  Santa  Clara,  San  Gabriel,  Santa  Ana,  Mojave 
and  Whitewater  rivers,  were  soon  raging  torrents.  The 
main  rivers,  swollen  to  flood  proportions  by  this  sudden 
influx,  overtopped  their  banks,  creating  flood  conditions 
unprecedented  since  1884.  In  the  resulting  chaos,  lives  were 
lost,  property  destroyed  and  lines  of  communication  and 
transportation  either  damaged  or  disrupted. 

In  such  a  battle  no  quarter  is  asked  or  given.  Failures  of 
services  under  such  conditions  deserve  no  censure,  as  the  law 
of  economies  must  govern  man's  constructive  efforts.  There 
remained,  however,  the  supreme  test  upon  which  .iudgment 
will  always  be  passed;  namely,  the  ability  to  recover  and 
function  under  such  punishment. 


March  Storms 
Took  Bis  Toll 

By  T.  H.  DENNIS 

Maintenance  Engineer 


Waterfall    on    Foothill    Boulevard    in    San    Bernardino    County 
caused  by  flood  waters  of  Cucamonga  Creek. 


/^ 


High    waters    in    Barton    Wash    ripped    nway    tmiher    wing    on   this   bridge   on    Route   168-C    in    Los   Angeles   County. 


When  it  is  known  that,  within  two 
days  after  the  storm,  travel  was 
again  moving  over  many  of  our  high- 
ways— even  though  mountains  had 
moved,  bridges  washed  out,  and 
pavements  and  embankments  slipped 
away — you  will  acknowledge  that  tlie 
highway  forces  had  justified  their 
ideals  of  organization  and  service. 

Men  and  equipment — owned  and 
rented — were  worked  without  stint 
from  the  time  the  storm  broke,  so 
that  relief  might  be  forthcoming 
when  the  danger  was  past.  Had  not 
this  been  done,  the  disrupted  rail 
lines,  telephone  and  telegraph  serv- 
ice, as  well  as  the  broken  gas  mains, 
might  still  be  under  repair  lacking 
the  opportunity  of  reaching  the 
damaged  areas. 

Long  lines  of  buses  plied  the  high- 
ways transferring  railroad  passen- 
gers around  damaged  tracks  and 
bridges,  to  their  destination.  Trucks 
loaded  with  poles  and  wire  were  in 
constant  evidence  on  our  roads,  speed- 
ing out  to  repair  and  replace  the  lines. 
At  one  time  the  telephone,  telegraph 
and  teletype  communication  to  coast 
points  was  so  drastically  congested  or 
interrupted  that  the  Federal  Com- 
munications Commission  lifted  a  cer- 
tain ban  on  amateur  radio  operators 


to  supply  this  service.  The  gas  com- 
panies at  several  locations  utilized 
bridge  structures  to  hang  temporary 
gas  mains  pending  their  permanent 
replacement. 

WHERE  DAMAGE  OCCURRED 

The  storm,  as  previously  men- 
tioned, dealt  with  varying  severity 
throughout  the  southern  counties.  In 
order  that  its  effect  and  attendant 
problems  may  be  visualized,  a  brief 
account  is  given  of  what  happened  to 
our  liighways  in  each  district. 

A  glance  at  the  maps,  in  which  is 
indicated  in  solid  dark  portions  the 
various  kinds  of  damage,  will  also 
prove  enlightening.  (Pages  7  and  11.) 


In  District  VIII 


Beginning  with  District  VIII, 
wliich  includes  Riverside  and  San 
Bernardino  counties,  the  heaviest 
damage  occurred  on  the  highways 
leading  to  the  Lake  Arrowhead,  Big 
Bear  Lake  and  Barton  Plats  resort 
areas;  on  the  Highland,  Pootliill.  Val- 
ley and  Mission  boulevards  westerly 
of  San  Bernardino ;  and  on  the  high- 
ways in  the  vicinity  of  Palm  Springs, 
as  well  as  on  the  National  Old  Trails 
Highway  at  Cajon  Pa.ss  and  Barstow. 


Lytle  Creek,  joined  by  the  waters 
of  Cajon  Creek  at  the  base  of  the 
mountains,  was  responsible  for  the 
great  damage  suffered  by  San  Ber- 
nardino and  Colton.  Overtopping  its 
banks  north  of  Highland  Avenue, 
State  Route  190,  the  water  proceeded 
southerly,  tearing  out  homes  and  auto 
courts  as  well  as  claiming  several 
lives,  until  it  reached  Foothill  Boule- 
vard, State  Route  9.  Here  the  river 
poured  into  one  of  its  old  channels, 
completely  covering  the  highway  and 
isolating  San  Bernardino  from  Los 
Angeles ;  also,  tearing  out  the  steel 
bridge  of  the  Santa  Fe  Railroad  and 
the  approaches  to  the  bridge  of  the 
Pacific  Electric  Interurban  Railroad. 

SAN  BERNARDINO  HIT 

The  flood  waters  following  the  main 
channel  continued  through  the  south- 
west portion  of  the  city  of  San  Ber- 
nardino, ripping  out  bridges  and 
homes,  until  they  reached  the  vicinity 
of  tlie  famous  National  Orange  Show 
building,  where  they  destroyed  auto 
courts,  covered  the  highway  Avith  silt 
to  a  depth  of  six  feet,  and  washed 
ovit  some  1800  feet  of  our  embank- 
ment on  Route  26  at  the  southerly 
entrance  to  San  Bernardino.  At  this 
point.  Lytle  and  Warm  creeks  joined 
in  their  rush  to  the  Santa  Ana  River, 


[Twol 


(April  193S)  California  Hightcays  and  Public  Works 


forming  a  half-mile  wide  channel 
which  completely  covered  highways 
and  farms. 

The  waters  of  Lytle  Creek,  which 
broke  over  into  one  of  its  ovei'fiow 
channels,  raged  through  the  easterly 
portion  of  Colton,  closing  our  Route 
26.  By  this  time,  Lytle  Creek  and  its 
tributary  side  canyons  had  washed 
out  portions  of  the  Cajon  Pass  and 
damaged  the  Verdemont  Subway  on 
Route  31.  Here,  too,  it  washed  out 
or  buried  the  Union  Pacific  and  Santa 
Fe's  mainline  tracks  with  sand,  rock, 
and  debris.  Effecting  complete  isola- 
tion, it  also  washed  out  the  Pacific 
Electric  and  Southern  Pacific  lines. 

SANTA  ANA  EIVER  RAMPAGES 

The  Santa  Ana  River,  originating 
in  the  mountains  at  the  easterly  end 
of  San  Bernardino  Valle.y,  picked  up 
new  life  from  large  side  canyons  and 
reached  a  peak  fiood  stage  at  Orange 
Avenue,  State  Route  190,  north  of 
Redlands. 

All  road  crossings  above  this  point 
were  washed  out.  Here  the  river 
spread  northward,  inundating  one 
mile  of  our  highway.  Further  south 
it  breached  the  southerly  approach 
fill  to  the  highway  bridge  on  Route 
26  at  the  south  entrance  to  San  Ber- 
nardino, washing  it  out  for  a  width 
of  150  feet.  There,  joined  by  both 
Lytle  and  Warm  creeks,  it  over- 
topped the  fill  of  the  highway  on 
Route  26  connecting  the  cities  of 
Redlands  and  Colton.  Approxi- 
mately 600  feet  of  this  fill  was  car- 
ried away,  but  the  three  bridges 
there  remained  undamaged. 

On  its  way  westward,  the  Santa 
Ana  crossed  Highway  Routes  43,  19, 
193,  and  77  in  District  VIII.  Only 
two  of  the  structures  on  these  routes 
succumbed  to  the  flood — one  at  Norco 
on  Route  193,  the  other  at  Pi-ado  on 
Route  77.  The  Norco  structure  was 
completely  destroyed.  This  was  an 
obsolete  bridge,  posted  for  weight  re- 
striction, which  was  taken  into  the 
State  System  in  1933  by  legislative 
action.  The  Prado  structure,  like  that 
at  Norco,  was  county-constructed  and 


Praise  from  South 

March  18,  1938 

Mr.  Earl  Lee  Kelly,  Director 
Department  of  Public  Works, 
Public  Works  Bldg., 
Sacramento,  California. 

Dear  Earl : 

Yesterday  I  made  the  round 
trip  from  San  Diego  to  Los 
Angeles  going  up  via  Capi- 
strano  through  Anaheim  and 
returning  in  the  evening  down 
the  Coast  Route. 

I  was  absolutely  both  amazed 
and  surprised  at  the  work 
which  the  State  Highway  De- 
partment has  done  in  such  a 
short  time,  following  the  storm, 
returning  these  highways  back 
to  such  a  splendid  condition  for 
traveling.  It  is  certainly  a 
wonderful  testimony  to  you  as 
head  of  the  Department  of 
Public  Works,  your  associates 
and  the  maintenance  men  in 
the  Highway  Department  for 
their  ability  and  speed  in  keep- 
ing the  highways  open  and 
making  them  passable  under 
such  extraordinary  conditions. 
MORE  POWER  TO  YOU. 

With  kind  personal  regards, 
I  am 

Yours  very  truly, 

H.  E.  RHOADES,  President, 
The  San  Diego  Club 


Below — Views  of  the  Santa  Ana  River 
at  the  State  Highway  Bridge  on  the  Los 
Angeles-San  Diego  route  (U.  S.  101)  near 
the  city  of  Santa  Ana  taken  before  and 
during  the  peak  of  the  flood.  The  bridge 
was   not  damaged. 


taken  into  the  sj'stem  by  legislative 
action. 

All  State-constructed  bridges  over 
the  Santa  Ana  River  in  District 
Vin,  as  well  as  the  two  county- 
constructed  bridges  over  Routes  43 
and  190,  withstood  the  flood. 

MOJAVE   EIVER   OUT   OF   BED 

While  the  Santa  Ana  River,  Lytle 
Creek,  Warm  Creek  and  their  tribu- 
taries were  wreaking  havoc  in  and 
around  San  Bernardino,  Colton  and 
Riverside,  the  Mojave  River — which 
runs  through  the  Mojave  Desert  to 
empty  into  Cronese  Valley  and  Soda 
Lake  at  Baker — was  doing  its  share 
of  heavy  damage. 

At  the  narrows,  southerly  of  Vietor- 
ville,  the  tracks  of  the  Santa  Fe  and 
Union  Pacific  railroads  were  washed 
out  and  all  bottom  lands  inundated. 
At  Barstow  the  river  went  completely 
out  of  its  channel,  around  historic 
Buzzard  Rock  north  of  the  town,  de- 
stroying some  6000  feet  of  our  high- 
ways on  State  Routes  31  and  59.  At 
Baker  on  Route  31,  the  junction  with 
Route  127  to  Death  Valley,  flood) 
waters  doubled  the  width  of  the  chan- 
nel and  tied  up  all  traffic. 

North  of  San  Bernardino,  the  "Rim 
of  the  World  Drive" — our  Routes  43, 
59  and  189 — to  Lake  Arrowhead  and 
Big  Bear  was  severely  damaged  by 
slides  and  slipouts.  Saturated  to 
plastic  state  by  some  30  inches  of 
rainfall,  high  embankment-s  settled 
and  moved  down  the  canyons,  while 
sections  in  cuts  folded  together,  clos- 
ing miles  of  these  roads. 

TONS  OF  DEBRIS 

Westerly  of  San  Bernardino,  Cuca- 
monga  Wash  and  San  Antonio  Wash 
tore  out  sections  of  Highland  Avenue, 
Foothill  Boulevard,  Valley  BouU>vard 
and  Jlission  Boulevard — our  State 
Routes  190,  9,  26  and  19.  These 
washes,  heading  back  in  the  moun- 
tains, overtopped  their  banks  and  de- 
posited thousands  of  yards  of  debris 
and  boulders  upon  the  highways, 
blocking  all  traffic.  Owl  Creek  Wash, 
east  of  Banning,  left  its  banks,  carry- 


Scenes  of  Highway  Damage  by  March 
Storm  in  Southern  California 

1.  Shoulder  washed  out  and  pavement  undermined  on  State  High- 
way 26  by  flood  waters  of  Santa  Ana  River  near  San  Bernardino 
city    limits. 

2.  Canton  Creek  usually  a  placid  little  stream  went  wild  and  tore 
out  a  large  section  of  embankment  and  pavement  of  Ridge  Route 
Alternate   near    Piru    Gorge. 

3.  A  raging  flood  rushed  down  from  the  San  Bernardino  Mountain 
range  through  Cajon  Canyon  washing  out  a  large  section  of  the 
National    Old    Trails    Highway    (U.    S.   66)    in    CaJon    Pass. 

4.  Normally  an  insignificant  stream,  Placerita  Creek  whirled  with 
mighty  force  around  a  bend  and  scoured  out  over  10,000  cubic 
yards   of   the    Newhall-Saugus    highway    in    Los   Angeles   County. 

5.  Warm  Creek  rose  out  of  its  banks  and  cut  a  new  channel  that 
entirely  washed  away  a  portion  of  State  Highway  No.  26 
between     Redlands    and    Colton. 

6.  Another  large  section  of  the  Ridge  Route  Alternate  In  Los 
Angeles  County  was  washed  out  when  Piru  Creek  scoured  away 
paved    slopes. 

7.  San  Antonio  Wash  crossed  the  Foothill  Boulevard  near  the  wesi 
San  Bernardino  County  line  destroying  shoulders  and  pavement 
and    depositing    a    mass    of    large    boulders. 


Raging  Streams  Obliterated  Many 
Miles  of  Roadway  and  Pavement 

8.  Lytle  Creek  inundated  areas  in  vicinity  of  Colton  in  San  Bei'- 
nardino  County  leaving  autos  stuck  in  silt  on  State  Highv^ray  26. 

9.  Rushing  through  Santa  Ana  Canyon  in  Orange  County,  the 
Santa  Ana  River  changed  its  course  and  washed  out  State 
Highway  construction  that  will  cost  more  than  $100,000  to 
restore. 

10.  Garapito  Creek  coursing  through  Topanga  Canyon  in  Los 
Angeles   County   gouged    out   a    large   portion    of    Highway   156. 

11.  Small  streams  from  the  slopes  of  the  Santa  Susana  Mountains 
made  a  wild  torrent  of  Gavin  Creek  that  destroyed  part  of 
Route  4   in    Weldon    Canyon. 

12.  The  Big  Tujunga  Wash  which  crosses  the  route  of  State  High- 
way 9   near  Sunland  wreaked   destruction   on   roads  and   bridges. 

13.  Embankment  was  washed  out  together  with  half  the  Newhall- 
Saugus  highway  when   a  creek  became   a   river. 

14.  The  flood  roaring  down  Santa  Monica  Canyon  Joined  with  high- 
ocean  waves  to  undermine  the  Coast  Highway  at  the  canyon's 
mouth. 


ing  awaj'  portions  of  Routes  26  and 
187,  which  lead  to  Palm  Springs  and 
the  Coachella  and  Imperial  valleys. 

Farther  east  Whitewater  River, 
after  crossing  Route  26,  left  its  old 
channel,  destroying  a  considerable 
section  of  the  Soi;thern  Pacific's  main 
line  track  to  the  east.  Snow  Creek, 
.ioined  by  the  Whitewater  River, 
washed  out  approaches  to  Snow  Creek 
Bridge  on  Route  187,  as  well  as  long 
stretches  of  this  highway  between 
there  and  Palm  Springs,  virtually 
isolating  the  town. 

In  spite  of  the  heavy  damage,  traf- 
fic was  again  moving  over  the  greater 
number  of  these  highways  within  a 
few  days  following  the  storm.  It  will 
require  weeks,  however,  to  restore 
many  of  those  highways  in  the  moini- 
tain  areas  to  a  safe  traversable  con- 
dition. In  this  district  alone  21.') 
trucks,  44  graders,  48  tractors,  29 
power  shovels  and  1  pile  driver,  be- 
.sides  hundreds  of  men,  were  immedi- 
ately placed  on  the  restoration  of  the 
roads.  Of  this  equipment,  122  of  the 
trucks,  29  of  the  tractors,  7  of  the 
graders,  the  power  shovels  and  pile 
drivers  had  to  be  rented.  Since  com- 
petitive bids  were  required,  it  may 
readily  be  seen  how  effectively  the  dis- 
trict was  organized. 


In  District  VII 


District  VII,  embracing  Ventura, 
Los  Angeles  and  Orange  counties,  re- 
ceived the  first  brunt  of  the  storm  as 
it  came  from  the  ocean,  then  its  recoil 
as  tlie  floods  rushed  seaward  back 
from  the  mountains.  The  San  Juan, 
Santa  Ana,  San  Gabriel  and  Santa 
Clara  rivers  covered  the  highways, 
destroying  approaches,  undermining 
the  bridges,  and  in  places  carrying 
away  large  sections  of  roadbed.  Here 
was  a  test  for  the  district  wliose  roads 
sei'ved  half  of  the  State's  pojtulation 
and  vehicles.  That  it  was  met,  and 
in  a  remarkably  short  time,  redounds 
to  the  District's  credit.  A  brief 
r(>sume  of  the  extent  of  this  problem 
now  follows : 

DESTRUCTIVE  FLOOD  WATERS 

The  Santa  Ana  River,  fresh  from 
its  destruction  of  the  Prado  Bridge 
ill  District  VIII,  entered  the  canyon 
leading  to  Olive.  On  its  way  it 
washed  out  some  3000  feet  of  heavy 
I'oadbed  con-struction  and  portions  of 
three  county-constructed  lii'idgcs  on 
State  Routes  176,  17.^)  and  IHl.    Lcav- 


Upper — Huge  boulder  deposited  by  flood  on  Topanga  Canyon  Road  below  Wild- 
wood,  Los  Angeles  County.  Lower — Mud  cleared  from  highway  near  east  city  limits 
of  Colton,  San   Bernardino  County. 


ing  the  canyon,  it  spread  wide  over 
the  highways  and  orchards,  damaging 
everything  in  its  path.  Forced  back 
to  its  channel  south  of  Placentia,  it 
again  took  its  toll  of  the  bridges. 
First  and  last  on  our  higlnvays  were 
file  Garden  Grove  structure  on  Route 
1 79  and  that  north  of  Newport  Beach 


on  Route  60.  At  the  former,  it  took 
out  the  westerly  approach,  making  a 
new  channel ;  and  at  the  latter  loca- 
tion it  undermined  piers,  dropjicd 
fo)ir  of  the  spans,  and  washed  out 
some  2000  feet  of  tlie  pavement. 

This     was     the     only     State-con- 
structed bridge   lost   on  the   Santa 


[Sixl 


(April  19}  s)  California  Hightvays  and  Public  Works 


'A'' 

Remove 

—  LEGEND       1 

slides,  debris 

B 

Repair  o 

replace  bridges  ond  approaches 

C 

Restore 

roadway   ond  pavement,    bonk   protection 

Locations  of   State   Highway   damage   in    Los   Angeles,   Ventura   and   Orange  counties  marked  by  black  blocks  on  roads. 

necessary   restoration   work. 


Legend  explains 


California  Highways  and  Public  Works   (April  19} s) 


[Seven] 


Ana,  though  no  reflection  is  intended 
on  those  which  failed  when  the  river 
bed  was  churned  to  unknown  depths 
by  the  turbulent  flood.  Within  a 
week's  time  travel  was  again  using 
the  canyon,  and  pile  trestles  and  de- 
tours have  now  closed  the  gap  in  the 
coast  route. 

SANTA  CLARA  RIVER  CURBED 

Once  before  the  Santa  Clara 
pnslied  its  wall  of  water  through  the 
foothill  towns  of  Piru,  Fillmore  and 
Santa  Paula,  leaving  a  trail  of  death 
in  its  wake.  The  Saint  Francis  Dam 
disaster  taught  its  lesson,  and  though 
that  former  crest  was  equalled,  the 
material  loss  this  time  can  fortunately 
be  repaired. 

The  Santa  Clara,  on  its  westward 
way,  crosses  Route  4 — our  Ridge 
Route — and  parallels  Route  79,  cross- 
ing State  Routes  155,  9  and  2  where 
it  enters  the  ocean.  On  Route  4  it 
scoured  the  north  approach  to  the 
highway  structure,  undermining  the 
pavement.  Proceeding  westerly,  it 
carried  away  300  feet  of  the  Bards- 
dale  Bridge  southerly  of  Fillmore  on 
Route  155,  and  500  feet  of  the  struc- 
ture on  Route  9  at  Saticoy. 

Xearing  the  ocean,  it  swept  wide  of 
its  banks  covering  orchards  and  farm 
lands  and  filling  the  El  Rio  Subway 
on  Route   60  with   sand   and   debris. 


Bast  of  Piru,  on  Route  79,  its  sharp 
swing  into  the  bank  carried  away 
3000  feet  of  the  roadway. 

BRIDGES  RIPPED  OUT 

While  this  was  taking  place,  its 
tributaries — Castaic  and  Sespe  creelvS 
— flowing  from  the  north,  carried 
away  200  feet  of  the  bridge  west  of 
Castaic,  and  800  feet  of  the  Sespe 's 
overflow  structure  west  of  Fillmore, 
effectively  closing  Route  79.  The 
Sespe  hurled  the  Southern  Pacific 
structure,  parallel  and  adjacent  one 
on  the  highway,  against  the  latter 
with  such  force  that  it  left  its  moor- 
ings and  has  not  been  located  since. 

All  of  the  structures  mentioned  as 
damaged  were  of  early  county  con- 
struction and  came  into  the  State 
System  under  legislative  act.  Re- 
storation work  was  immediately 
initiated,  and  traffic  has  uoav  been  re- 
stored on  Routes  79  and  155,  pile 
trestles  and  fills  replacing  the  washed 
out  structures  and  roads. 

Early  reports  from  the  San  Gabriel 
^Mountains  told  of  slide-blocked  roads 
and  embankments  washed  down  the 
canyons  on  Route  62.  Similar  word 
was  received  from  Route  13S  high  in 
the  Santa  Barbara  National  Forest. 
Here  storm-swollen  rivers  preempted 
the  canyons,  carrying  with  them 
much  of  the  roadwav.     Slides  for  a 


f^ 


time  blocked  the  Ridge  Route,  but 
men  and  equipment  soon  restored 
traiSc. 

The  Coast  Route  60  from  Santa 
Monica  west  was  covered  with  slides 
and  debris  from  the  various  wa.shes 
out  of  the  Santa  Monica  ]\Iountains. 
Topanga  Canyon  Route  156  was  badly 
washed  and  immense  slides  closed  the 
road  to  all  through  traffic.  ]\lalibu 
Bridge  piers  were  undermined  and 
several  spans  of  the  structure  col- 
lapsed. Within  a  week's  time,  trestle 
bents  carried  the  traffic,  and  power 
shovels  and  trucks  were  repairing  the 
roadway. 

Not  one  of  the  district's  roads,  east 
of  a  line  between  Long  Beach  and 
Pasadena,  escaped  damage.  Day  and 
night  the  district's  forces  labored, 
clearing  debris-covered  pavements, 
restoring  protection  work  and  sup- 
porting undermined  pavements. 
Regular  forces  were  augmented  by 
some  700  men,  35  power  shovels,  150 
trucks,  3  pile  drivers  and  other  equip- 
ment. Within  several  days  after  the 
storm  most  of  the  main  roads  were 
open  to  traffic,  though  montlis  will 
elapse  before  all  are  repaired. 


In  District  XI 


This  is  how  flood  left  E  Street  in  San  Bernardino,  a  thoroughfare  leading  to  famous 
Orange  Show  Pavilion,  which  can  be  seen  on  the  left  of  power  shovel  removing  five  feet 
of   mud. 


District  XI,  which  includes  the 
counties  of  San  Diego,  Riverside  and 
Imperial,  lay  on  the  outer  edge  of  the 
storm  path.  The  damage  here  was 
less  severe,  though  some  7.86  inches 
of  rain  fell  near  Descanso  on  ilarch 
3d  within  a  12-hour  period.  A  9-inch 
rain  at  Eseondido  forced  a  heavy  run- 
off from  Lake  Hodges  Dam  into  San 
Dieguito  Creek,  whose  storm  waters 
undermined  the  north  approach  to  the 
San  Dieguito  Creek  Bridge  north  of 
Del  Mar  on  Route  2.  Traffic  was  de- 
toured  five  days  while  power  shovels 
repaired  the  break. 

The  Puerta  La  Cruz  Crossing  on 
Route  78,  and  the  dips  at  Pala  and 
Pauma  Wa.sh  on  Route  195,  were 
washed  away,  closing  the  roads  for  a 
period  of  three  days.  High  water 
over  Route  197  west  of  Ramona  and 
on  Route  198  north  of  El  Cajon. 
forced  the  detouring  of  h-affic  for 
short  periods. 

In  Riverside  County,  two  timber 
trestles  over  the  Coaehella  Valley 
Storm  Drain  on  Route  187  were  de- 
stroyed by  high  water.  These  were 
obsolete  structures,  taken  into  the 
State  Svstem  bv  legislative  act.  and 


lEightl 


(April  i9}s)  California  Highways  and  Public  Works 


plans    were    already    under    way    for 
their  replacement. 


In  District  V 


District  V,  embracing  Santa  Bar- 
bara, San  Luis  Obispo  and  Monterey 
counties,  was  even  more  fortunate 
than  District  XI,  as  the  storm  closed 
lint  few  of  its  major  highways. 

Eleven  inches  of  rain  on  the  San 
Jlarcos  Pass,  State  Route  SO,  during 
the  storm  period,  caused  numerous 
slides  on  the  east  slope,  as  well  as 
damage  to  the  approaches  of  Santa 
Aqueda  Creek  Bridge.  Detours  were 
available  and  traiific  was  therefore  put 
to  no  great  inconvenience. 

The  heavy  downpour,  however, 
added  many  thousands  of  yards  of 
slides  on  the  Carmel-San  Simeon 
road,  State  Route  56;  the  Mustang- 
Grade,  State  Route  10;  and  the  Pin- 
nacles Road,  State  Route  119.  Eight 
power  shovels  and  thirty-five  trucks 
are  now  engaged  in  clearing  these 
roads. 

Truck  traffic  was  held  up  for  a  few 
hours  when  the  Santa  Maria  River 
swept  over  the  ground  level  road  in 


waters  from   Coyote   Creek   left   Firestone   Boulevard,   Los   Angeles,   looking    like 
this  after  being  cleared   of  silt. 


the  old  overflow  channel,  forcing 
light  traffic  to  use  the  old  trestle.  The 
heaviest  damage  occurred  on  the  Cu- 


yama  Road,  State  Route  58,  where  a 
section  of  pile  trestle  was  carried 
away  by  the  flood. 


This  picture  vividly   reveals  damage 


ifrought   by   Santa    Clim    River    floods    on     Ventura  -  Castaic    lateral     highway     between     Piru    and 
Los    Angeles    County    line    in    Ventura    County. 

(Continued  on  page  24) 


California  Highivays  and  Public  Works   (April  19}  s) 


[Nine] 


DAMAGE  TO  BRIDGES  HEAVY 


By  W.  A.  DOUGLASS/  Associate  Bridse  Ensineer 


IN  DECEMBER  1937,  a  series  of 
se\ei-e  storms  swept  over  North- 
ern and  Central  California, 
breaking  records  for  concentrated 
rainfall  and  leaving-  widespread  dam- 
age both  to  private  and  pnblic  prop- 
erty. Direct  and  immediate  losses  to 
State  highway  bridges  alone  exceeded 
a  half  million  dollars,  and  the  total 
cost  of  repairs  and  replacement  on 
State  highways  is  estimated  at  nearly 
three  million. 

In  turn.  Southern  California  was 
visited,  during  the  first  week  of 
ilarch,  1938,  by  storms  leaving  behind 
property  damage  many  times  that  of 
the  December  storm  in  the  north. 

The  areas  most  seriously  atfected 
were  in  Los  Angeles,  Orange,  San 
Bernardino  and  portions  of  Ventura 
and  Riverside  counties.  Btfects  of 
the  storm,  to  a  lesser  extent,  were  also 
felt  as  far  north  as  Monterey  and 
Fresno  counties.  Rough  preliminary 
estimates  indicate  a  direct  loss  of 
State  highway  bridges  in  the  March 
storm  of  over  one  and  one-half  mil- 
lion dollars.  The  total  loss  to  State 
highways  dimng  this  storm  has  been 
estimated  at  over  five  million  dollars. 

STREAM    CONTROL    STUDIES 

Tn  addition  to  the  restoration  of 
highways  and  structures,  there  will 
he  the  cost  of  new  waterway  openings 
and  extensive  protection  work,  the 
need  for  which  became  apparent  dur- 
ing tlie  recent  storm.  Extensive 
studies  of  the  entire  area  together 
with  the  past  and  probable  future 
beliavior  of  the  streams,  planned  and 
probable  stream  control  work  by  other 
agencies  and  propert.v  owners  and  a 
number  of  other  factors  must  be  made 
before  the  entire  cost  may  be  calcu- 
lated. The  cost  of  additional  bridges, 
bridge  extensions,  slope  protection 
and  stream  control  in  the  immediate 
vicinity  of  highwa.v  crossings  may 
easily  cost  a  million  dollars  in  addi- 
tion to  the  restoration  of  facilities 
destroyed  by  the  flood. 

The  following  data  will  give  an 
idea  of  the  extent  and  character  of 
the  flood  damage  to  State  highway 


structures.  Reports  indicate  that 
about  forty-five  bridges  were  totally 
destroyed  or  seriously  damaged. 
Approach  fills  were  washed  out  in  a 
number  of  cases  and  in  three  or 
four  locations  it  appears  that  exten- 
sions to  the  bridges  will  be  neces- 
sary. In  at  least  ten  locations  en- 
tirely new  channels  were  cut  across 
the  highway  and,  in  each  case  it 
wUl  be  necessary  either  to  provide 
new  bridges  or  return  the  streams 
to  their  former  locations. 

liRIDGES  WIPED  OUT 

In  western  Fresno  County,  Walt- 
ham  Creek  carried  a  considerable 
flow.  State  Route  10  follows  this 
stream  closely,  westerly  from  Coal- 
inga,  and  a  number  of  temporary 
crossings  as  well  as  a  county  built 
concrete  bridge  were  damaged. 

A  timber  bridge  over  the  Cuyama 
River  was  washed  out  near  the  Santa 
Barbara-San  Luis  Obispo  county  Hue 
east  of  Santa  Maria. 

The  Santa  Clara  River  flooded  tak- 
ing out  portions  of  two  bridges,  one 
crossing  the  river  near  Fillmore  and 
the  other  near  Saticov.     These  were 


both  old  structures  on  sections  of 
liighway  recently  taken  into  the  sys- 
tem. It  is  interesting  to  note  that 
both  these  bridges  withstood  the  flood 
caused  by  the  failure  of  the  San 
Francisquito  Dam  in  1927,  when  a 
portion  of  the  bridge  on  the  coast 
highway  Avas  destroyed.  The  latter 
lias  since  been  replaced  with  a  modern 
structure  which  was  not  damaged  in 
the  March  flood  while  the  two  older 
bridges  upstream  were  seriously  dam- 
aged. 

SANTA  CLARA  RIVER  RAMPAGES 

In  the  valley  of  the  Santa  Clara 
River  Highway  Route  79  was  washed 
out  in  spots  and  two  bridges  were 
damaged.  An  old  timber  structure 
over  the  Sespe  Creek  Overflow  at  the 
westerly  edge  of  Fillmore  is  practi- 
call.v  a  total  loss.  Although  it  is 
planned  to  construct  a  line  change 
and  eventually  abandon  this  partic- 
ular section  of  road  as  a  State  high- 
way, a  bridge  will  be  necessary  to  ac- 
commodate through  traffic  for  about 
one  year  and  it  will  continue  in  use 
permanently  for  local  tratific. 

Three  spans  of  another  old  timber 


Bridge  under-  constructioi 
way  in  Monterey  County, 
down    falsework    of    one 


I    across    Big    Creek    on    the    San    Simeon-Carmel    coast    high- 
Concrete  piers  withstood  flood  waters   but   high  winds  blew 
arch. 


ITenl 


(April  19}  s)  California  Highways  and  Public  Works 


<< 


SEE       MAP      BELOW  ^- 


"^^1  SAN     BWNARDlNO__^'i^,i..«-.--— *"^ 

I  "gwERSroF  COUNTY 

I  S      O  10  JO  30  ^O  » 


STATUTE       MILES 


"A"=  Remove  slides,  debris 
B  =   Repair  or  replace  bridges  and  approaches 
C  =  Restore  roadway  and  pavement,  bonk  protection 


RIVERSIDE COUNTY 

SAN        OIE&O        COUNTY 

State   Highway  damage  in  San   Bernardino  and   Riverside  counties    marked    by    black    blocks   on    roads.      Legend    explains 

restoration    work. 


California  Highivays  and  Public  Works   (April  i9}s) 


[Ele 


bridge  over  Castaie  Creek  just  west 
of  the  junction  of  Route  79  with 
Eoute  4  were  taken  out  b}'  the  high 
water.  This  bridge  will  probably  be 
replaced  with  a  modern  type  bridge 
at  a  slightly  higher  grade. 

SPANS    DESTROYED 

Three  spans  of  the  concrete  bridge 
across  Malibu  Lagoon,  on  the  Coast 
Highwa.y  above  Santa  Monica,  were 
lost  when  heavy  scour  caused  settle- 
ment of  two  piers.  This  bridge  was 
built  by  the  county  about  1923  and 
later  widened  to  a  forty  foot  roadway 
by  the  State. 

Further  south  on  the  same  route, 
the  reinforced  concrete  bridge  near 
the  mouth  of  the  Santa  Ana  River 
was  damaged  in  a  similar  manner. 
The  overflow  from  this  river  also 
washed  out  a  short  section  of  fill  a 
few  hundred  feet  north  of  the  bridge. 

Near  the  junction  of  Route  60  with 
Route  2  at  Serra,  San  Juan  Creek 
crosses  State  Routes  64,  2  and  60. 
One  steel  stringer  span  of  a  timber 
and  steel  bridge  on  Route  64  was  lost. 
On  Route  2  a  comparatively  new  con- 
crete bridge  was  not  injured  except 
that  scouring  of  approach  fills  re- 
sulted in  some  loss  of  slope  pavement. 
On  Route  60  no  damage  occurred  to 
the  new  concrete  bridge  but  addi- 
tional length  of  bridge  may  be  ad- 
visable to  permit  more  immediate 
run-ofl;. 

Of  some  fourteen  State  highway 
crossings  of  the  Santa  Ana  River  only 
four  are  of  modern  steel  or  concrete 


design  and  of  these  four,  only  one, 
built  about  1925,  was  damaged.  The 
balance  of  the  Santa  Ana  bridges 
were  built  prior  to  the  inclusion  of 
the  routes  in  the  State  system.  Of 
the  latter  group,  five  bridges  were  lost 
or  seriously  damaged. 

In  the  vicinity  of  San  Bernardino 
and  westerly  toward  Upland  and 
Pomona,  many  streams  such  as  the 
Santa  Ana  River,  Warm  Creek,  Lytle 
Creek,  Cucamonga  Wash  and  San 
Antonio  Creek,  overflowed  their 
banks  and  in  several  places  estab- 
lished new  channels  across  the  high- 
ways. Damage  by  these  streams  oc- 
curred particularly  on  Routes  9,  26 
and  19.  New  structures,  bridge  and 
culvert  extensions  and  extensive  pro- 
tection and  control  work  will  be 
necessary  to  avoid  a  repetition  of  the 
losses. 

It  will  be  noted  that  this  area  lies 
adjacent  to  the  foothills  of  the  San 
Bernardino  Mountains.  The  sparse 
forest  cover  of  the  mountains  permits 
rapid  run-off  of  rain  falling  on  them 
with  resultant  flash  floods  and  high 
velocities  in  the  canyons.  AU  these 
conditions  are  conducive  to  heavy 
scour  on  the  steep  slopes  and  the  silt 
and  debris  is  carried  to  the  valleys 
and  plains  at  the  foot  of  hills  where 
the  flatter  gradients  of  the  streams 
permit  silting.  These  silt  deposits 
foi-m  debris  cones  which  in  this  sec- 
tion have  built  up  over  a  long  period 
of  time  to  sizable  proportions  and 
cover  areas  of  many  square  miles. 

The    streams    ordinarilv    follow    a 


course  somewhere  near  the  center  of 
the  cones  and  the  banks  of  the  chan- 
nels are  usually  somewhat  higher 
than  the  adjacent  slopes  of  the  cones. 
As  a  result  of  this  condition,  the 
streams  at  flood  stages  overflow  the 
banks  and  spread  out  over  the  flat 
slopes  of  the  cones  readily  forming 
new  channels  in  the  relatively  loose 
and  unstable  silt  deposit. 

DEBRIS    CONES 

Boulders,  drift  or  other  obstruc- 
tions particularly  near  the  upper 
ends  of  the  cones  ma.y  easily  deflect 
the  flow  to  one  side  or  the  other  and 
change  the  entire  course  of  the 
streams.  It  was  these  changing  con- 
ditions and  locations  of  streams  which 
caused  so  much  damage  to  east  and 
west  highway  Routes  9,  26  and  19 
which  cross  several  such  debris  cones 
between  Pomona  and  San  Bernar- 
dino. 

A  similar  condition  occurred  in  the 
Big  Tujunga  Wash.  Route  9  crosses 
this  stream  between  Pasadena  and 
San  Fernando.  Bridges  were  pro- 
vided for  both  the  north  and  south 
channels,  both  of  which  seemed  to  be 
well  defined.  However,  during  the 
March  storm,  overflow  from  the  south 
channel  spread  out  and  caused  con- 
siderable damage  to  the  highway  be- 
tween the  bridges.  The  bridges  were 
not  seriously  damaged  but  approach 
fills  and  protection  work  were  par- 
tially destroyed. 

Due  largelj'  to  the  heavy  flow  in 
the  Tujunga,  the  Los  Angeles  River 


Sespe  Creek  swollen  out  of  its  banks  by  tributaries  in  a  high  mountain  area  of  Ventura  County  cut  a  wide  swath  of  damage 
as  it  swept  across  State  Highway  79  near  Fillmore.  A  county- built  timber  and  concrete  bridge  and  a  paralleling  railroad  struc- 
ture were  washed  away.  A  large  section  of  highway  was  obliterated  but  a  detour  road  shown  at  right  was  quickly  built  and 
opened.  I 


ITweh 


(April  19} 8)  California  Highivays  and  Pithlic  Works 


Before  and  after  views  of  the  bridge  across  Verdugo  Creek  on  State  Highway  61  in  Los  Angeles  County.  Fed  by  small 
tributary  streams  in  the  San  Gabriel  Mountains  the  creek  became  a  raging  torrent  that  cut  a  new  channel,  swept  away  the  bridge 
approach    and    damaged    the   abutment. 


carried  an  unusually  large  run-off. 
The  bridge  built  by  the  city  over  that 
river  on  Lankershim  Boulevard 
(Highway  Route  159)  was  lost. 

In  addition  to  the  Los  Angeles-San 
Bernardino  and  coastal  plain  area, 
floods  occurred  on  the  Mojave  River, 
damaging  the  highways  near  Bar- 
stow,  probably  necessitating  a  bridge 
over  at  least  one  new  channel  and 
taking  out  bridges  at  Cronise  Valley 
and  Baker.     The  Owl  Wash  and  San 


Gorgonio  Wash  east  of  Banning  on 
Route  26  established  new  channels 
which  will  require  bridges  and  pro- 
tection work.  The  Whitewater  River 
at  two  crossings  of  Highway  Route 
187  between  Indio  and  Mecca  took  out 
portions  of  two  old  timber  bridges, 
one  of  which  was  included  for  re- 
placement in  the  budget  for  the 
present  biennium.  Smaller  bridges 
were  lost  also  on  the  ' '  Pines  to  Palms 
Road"  east  of  Hemet  and  on  various 


routes  in  the  San  Bernardino  !Moun- 
tains. 

A  number  of  the  bridges  damaged 
during  the  flood  are  located  on  Fed- 
eral Aid  Routes  and  are  considered 
qualified  for  Federal  Emergency  Re- 
lief funds.  The  balance  of  the  cost 
will  be  financed  from  State  Highway 
Construction  and  Maintenance 
Funds. 


STREAMS  TEAR  OUT  HIGHWAYS  IN  DISTRICT  XI 

By  E.  E.  WALLACE,  DisWcl  Ensineer 


The  severe  rain  storm  which  hit 
Southern  California  between  Febru- 
ary 26  and  March  5  did  heavy  dam- 
age to  .some  of  the  State  highwaj's  in 
portions  of  District  XI,  which  en- 
compasses San  Diego,  Imperial  and 
the  east  half  of  Riverside  counties. 

On  State  Route  2,  U.  S.  Highway 
101,  between  San  Diego  and  the 
northerly  county  line,  there  were  sev- 
eral incipient  failures  of  bridge  ap- 
proaches due  to  slumping  and  erosion 
of  approaches  and  pot  holing  around 
the  bridge  piers.    Protective  measures 


prevented  serious  damage  or  inter- 
ruption to  traffic  except  at  the  San 
Dieguito  River  Bridge,  just  north  of 
Del  Mar,  where  40  feet  of  the  north 
approacli  fill  slumped  out  under  the 
footing  of  the  north  abutment  and  be- 
tween the  pilings,  due  to  severe  scour- 
ing action  in  front  of  the  abutment. 

SLIDES   AND    WASHOUTS 

On  Route  78,  at  the  Puerta  La  Cruz 
crossing  of  the  San  Luis  Rey  River 
north  of  Warners  Hot  Springs,  tlie 
central   100   feet  of  an  overflow  di]) 


washed  out.  The  dip  carried  water 
up  to  a  depth  of  about  five  feet,  but 
failed  when  a  peak  of  more  than  six 
feet  occurred.  Traffic  was  restored  by 
the  construction  of  a  temporary  fill 
after  the  water  subsided  sufficiently, 
three  days  later. 

On  Route  195.  between  Bonsall  and 
]Morettis,  there  were  numerous  slides 
and  washes,  particularly  on  Cuca 
Grade,  where  severe  shoulder  erosion 
occurred.  At  the  Pala  Dip  and 
Pauiiia    Wash,    the    shoulders    were 

((.•(intimud  on  page  22) 


Highway    dip    washed    out    by    Santa    Maria    River   east   of  Ramona.     Another  dip  west  of  Ramona  overflowed. 

California  Highivays  and  Public  Works   (April  193s)  [Thirteen] 


BRIDGES  HARD 


1 — San  Antonio  Creek  Bridge 
2 — Santa  Clara  River  Bridge 
3 — Wreckage  of  bridge  across 
A — Santa  Ana  River  Bridge  e 
5 — Sespe  Creek  Bridge  east  o 
6 — Big  Tujunga  Bridge,  Los  * 
7 — Cujama  Bridge,  20  miles  e 
8 — Santa  Clara  River  Bridge, 
9 — Bridge  across  Santa  Ana 
10 — Bridge  across  Santa  Ana 
11 — Santa  Ana  River  Bridge  ir 
12 — Castaic  Creek  Bridge,  Los 
13 — Santa  Ana    River   Bridge  m 


Snow  Removal  to  Date 

Totals  100,000,000  Cubic  Yards 


By  W.  A.  SMITH,  Assistant  Maintenance  Engineer 


THE  1937-:J8  winter  season  in 
northeni  California  started  in 
a  normal  manner  with  the 
first  snowfall  on  October  3.  The  first 
real  storm  extended  from  November 
11  to  18. 

Typical  of  the  storm  periods  and 
the  rate  of  snowfall  is  the  record  ob- 
tained by  Distrii't  ITI  from  the  Unit- 
ed States  Weather  Bureau  station 
located  three  miles  west  of  Donner 
Summit  at  Soda  Springs  on  U.  S.  40. 

Snowfall  Depth  of 

Storm  Periods  During  Storm  Snow  Pack 

1937                            in  Inches         in  Inches 
October     3 3 

November  11   to   18 53  31 

December  10  to   11^__(10.8  inches     _-- 

rainfall) 
December  22  to  25 24  28 


1938 
January    15    to    20_ 
January  31   to 

February     15 

March    1    to    3 

March    15   to   23..- 


256 
31 
63 


202 
138 
170 


The  total  snowfall  at  Norden  near 
the  Donner  Summit  as  reported  to 
date  of  April  1  was  587  inches. 

IN    OTHEE    AREAS 

The  record  of  snowfall  on  a  few 
other  routes,  typical  of  various  areas 
is  as  follows: 

Inches 

Sign   Route  24 — East  of  Quincy 208 

U.S.  99— Vicinity  of  Weed 132 

Sign  Route  89— Cayton  Valley 207 

U.S.  299— Fall  River 195 

U.S.  97— V\/eed  to  State  line 207 

Sign    Route  36 — Deer   Creek    Meadows 

to    Susanville 507 

Sign   Route  36 — Paynes  Creek  to   Deer 

Creek    Meadows...  551 
Sign     Route    8 — At    Antelope    Springs 

east    of    Jackson..   106 
Sign    Route  4 — At   Camp   Connell   east 

of   Big  Trees 216 

Sign    Route   108 — At   Pinecrest  east  of 

Sonora 261 

The  last  three  points  are  at  the  limit  of 
winter    maintenance. 

The  Redding  district  estimates 
that  some  forty  miUion  cubic  yards 
of  snow  was  moved  by  their  forces. 
On  the  same  basis  for  the  other  dis- 


Snow  Removal 
Crews  Lauded 

Tahoe,    California 
Feb.  23,  1938 

Mr.  C.  H.  Weeks, 
Division  of  Highways, 
Truckee,  Calif. 

Dear   Mr.    Weeks: 

We  do  want  you  to  know 
how  very  much  we  appreciate 
the  untiring  efforts  of  yourself 
and  your  crew  in  getting  the 
road  open  to  Tahoe,  and  feel 
that  this  is  the  sentiment  of  all 
in  this  region.  During  a  storm, 
many  people  become  panicky, 
and  perhaps  you  were  unduly 
harassed,  but  we  know  that  you 
did  all  that  was  humanly  pos- 
sible. 

We  hope  the  time  will  come, 
and  before  too  long,  when  a 
plow  can  be  kept  for  use  in  the 
Lake  Tahoe  region.  The  rail- 
road parallels  the  road  over 
the  summit,  and  can  be  used  in 
emergency,  while  we  are  de- 
pendent upon  the  road  being 
kept  open  between  Truckee 
and  Tahoe.  We  who  have 
lived  here  for  many  years  have 
an  emergency  supply,  but  many 
people  nowadays  just  live  from 
one  day  to  the  next,  and  think 
they  are  suffering  unless  they 
can  have  everything  a  city 
market  affords. 

We  would  like  to  write  a 
letter,  commending  the  efforts 
of  yourself  and  your  crew,  to 
the  higher-ups.  To  whom 
should  it  be  addressed  to  do 
the  most  good? 

Yours  very  truly, 
(Signed) 

Mr.  and  Mrs.  George  R.  Bliss 


tricts,  in  excess  of  one  hundred 
million  cubic  yards  of  snow  has  been 
removed  from  the  highways  during 
the  season. 

156    PLOWS    PROVIDED 

In  preparation  for  the  work,  the 
Division  had  purchased  nine  auger 
type  rotary  plows,  making  a  total  of 
twenty-six  plows  of  this  type  ready 
for  service.  In  addition  to  the  rotary 
l^lows,  some  one  hundred  and  thirty 
push  plows  of  various  types  were 
made  ready  for  service. 

In  order  to  reduce  drifting  in  cer- 
tain well  defined  areas,  eleven  miles 
of  new  snow  fence  was  erected,  and 
the  fence  erected  in  previous  years 
was  repaired  or  reinstalled  at  loca- 
tions where  it  had  been  taken  down 
at  the  end  of  the  1936-37  winter 
season. 

"When  the  sea.son  advanced  toward 
the  end  of  January,  the  department 
began  to  feel  that  this  was  to  be  one 
of  those  exceptional  years.  Certain 
roads,  such  as  U.  S.  50  over  Echo 
Summit  and  many  miles  of  other 
mountain  routes,  were  still  ojien  to 
travel,  a  condition  that  had  not 
existed  in  any  season  since  snow 
removal   was   undertaken. 

ilAXY  FALLEN   TREES 

With  the  start  of  the  storm  on 
January  31,  however,  this  optimism 
was  quickly  dispelled.  The  snow  was 
heavy  but  still  drifted  badly.  In 
certain  area.s  the  snow  removal  was 
seriously  handicapped  by  the  large 
number  of  trees  that  fell  into  the 
tra\eled  way.  At  such  times  the 
]ilows  were  tied  up  until  a  path  could 
be  cut  and  in  the  meantime  the  road 
was  becoming  filled  with  drift. 

The  normal  plan  in  snow  removal 
work  in  the  heavy  fall  areas  is  to 
start  the  push  plows  as  soon  as  tlierc 
is  enough  snow  on  the  pavement  to 
form  a  \vindrow.  The  rotaries  then 
come  along  and  move  this  windrow 
clear  of  the  roadway.  Under  the  con- 
ditions encountered,  the  crews  found 

(Continued  on  li.lRe  22) 


[Sixteen] 


(April  793XJ  California  Highways  and  Public  Works 


/ 


'gFPir«''««i«iF 


Snow  removal  crews  and  equipment.  Upper— Maintenance  Station  Building  and  crew  at  Yuba  Pass  on  Donner  Summit  Highway. 
Center  left  and  right— Snow  plows  operating  day  and  night  on  Donner  Summit.  Lower— Interior  of  Donner  Summit  Mamtenance 
Station    showing    men    and    equipment. 


California  Highivays  and  Public  Works   (Ap-n  i9u) 


[Seventeen] 


El  Camino  Real  Project  In  San 
Diego  Dedicated  by  Governor 


As  THE  setting  sun  east  a  I'ose- 
ate  glow  over  the  waters  of  the 
-  Pacific  on  the  eveniiii;'  of  Sat- 
urchiy,  ;\Iarch  26,  GoA'ernor  Frank  F. 
.Merriam  stood  on  the  Coast  Highway 
at  the  San  Diego  County  line  north 
iif  Oceanside  and  formally  ojiened 
and  dedicated  the  $1,225,000  final 
link  of  a  multi-lane  highway  extend- 
ing for  235  miles  from  the  J[exican 
border  to  Santa  Barbara  on  U.  S. 
Route  101. 

The  ceremonial  climaxed  a  day  of 
tiesta  celebration  under  auspices  of 
the  Oceanside  and  San  Clemente 
chambers  of  commerce  that  began 
with  a  large  ofificial  luncheon  at  the 
California-Carlsbad  Hotel  in  Carls- 
bad, which  was  followed  by  a  railio 
dramatization  of  the  Romance  of  El 
Camino  Real  at  Oceanside  IV'ach 
stadium  and  concluded  with  a  corona- 
tion ball  at  San  Clemente  Casino 
where  iliss  Norma  Ellis,  of  Ocean- 
side,  queen  of  San  Diego  County 
highways,  and  Miss  Dorothy  Walker 
of   San    Clemente,    queen   of    Orange 


Governor   Merriam   and    Leo  Carrillo. 

separate  opjiosiug  streams  of  traffic 
and  make  headon  collisions  virtually 
impossible. 

Governor  I\Ierriam  told  of  the 
efforts  of  the  earlv  road  boosters  and 
builders,    of   the    $7:5,000,000    succes- 


and    youth    of    California    both    ma- 
terially antl  spiritually." 

WEDDTXc;    OF    COUNTIES 

other  speakers  were  State  High- 
way Commissioners  William  T.  Hart 
and  Phillip  A.  Stanton.  Hamilton 
Cotton.  :\Iayor  Albert  P.  Waibel  of 
Oceanside  and  ]Mayor  Dan  IMidherron 
of  San  Clemente.  General  Chairman 
E.  E.  Hyde  announced  that  the  theme 
of  the  occasion  was  the  "wedding"' 
of  Orange  and  San  Diego  counties 
and  called  upon  Assistant  Director 
of  Public  Works  Harry  A.  Hopkins 
to  ])erform  the  nuptial  ceremonies. 

On  the  San  Diego  County  side  of 
the  boundary  line  were  Mayor 
Waibel:  Supervisor  B.  A.  Sweet: 
Commissioner  Hart,  representing  the 
State,  and  Queen  Norma  Ellis.  On 
the  Oi-ange  County  side  were  Mayor 
•Alulherron;  Hamilton  Cotton,  sub- 
stituting for  a  county  supervisor. 
Commissioner  Stanton  and  Queen 
Dorothy  Walker. 

Assistant   Director   Hopkins   para- 


Count  v    liiyliwavr 


ri'iiiued    over 


tlu 


liond      issues     that     were     ex-        ])hrased  a   wedding  service  with  the 


festivities. 

In  his  brief  dedication  address 
Governor  Merriam  said  the  latest 
ideas  in  modern  road  building  had 
been  incorporated  in  the  newly  com- 
pleted IS-nule  stretch  be1^^■een  San 
••riidVc  and  Oceanside.  Tlir-  State 
lli^iliway  engineers,  lie  ])oiuted  out. 
had  provided  two  and  one-lialF  miles 
of  four-lane  divided  highway  with 
ample     division     strips     arranged     to 


pected  "to  build  all  the  roads  Cali- 
fornia woidd  ever  need"  and  the 
lirogress  that  began  and  iias  con- 
tinued luuler  the  gas  tax. 

"  Ciidei-  the  gasoline  tax  we  have 
been  moving  fast,"  he  said,  "Viuild- 
ing  better,  stronger,  wider  laghwaxs 
and  incorporating  more  safety  feat- 
ui'cs,  but  this  is  not  the  end.  There 
are  greater  things  ahead,  greater 
<levelopnieuts  foi-  the  nu^n  and  women 


others  joining  hands  and  responding 
"f  do"  to  the  "marital"  obligations. 

CARLSBAD  LUNCHEON 

(io^■eruor  ^lei'i'iaui  then  tied  the 
white  ribbons  together  syndiolical  of 
the  "wedding"  of  tlie  counties,  and 
dedicated  the  new  liigliway  "to  the 
use,  ))leasnre  and  convenience  of  the 
])eoi)le  of  the  counties,  the  State,  the 
.\atiou     Mild     visit(U-s    who    come    to 


^Eighteen] 


(April  ;vis)  California  Highiiays  and  Public  Works 


The  ample   separation   strip  on  the  fou 


California  fniiu  nt'arly  all  countries 
in  thii  world. " 

The  official  luncheon  at  C'arlsbad 
was  attended  by  several  hundred  citi- 
zens, city,  county  and  State  officials, 
contractors  and  chamber  of  commerce 
representatives.  Leo  Carrillo,  motion 
]iicture  star,  was  master  of  ceremonies 
and  the  "kidding"  and  sallies  of  wit 
and  repartee  that  passed  between  him 
and  the  Governor  added  much  merri- 
ment to  the  occasion. 

In  his  speech  Governor  ^lerriam 
told  of  the  efforts  of  farsighted  men 
and  women  of  San  Diego  and  Los 
xVngeles  who  late  in  the  last  century 
talked  and  dreamed  about  a  highway 
that  would  follow  the  trail  of  the 
Franciscan  friars  all  the  way  north 
to  Sonoma. 

Reviewing  the  difficulties  that  had 
to  be  surmounted  through  the  period 
of  the  inadequate  bond  issues  to  the 


section   of  new   realignment  between   San  Onofre  and  Oceanside   renders  head-on  collisions 
practically    impossible. 


coming  of  the  gas  tax  financing  plan 
and  the  progress  that  has  been  made 
since  then  Governor  ilerriam  said : 

"As  you  know,  our  highways  are 
built  and  maintained  by  gasoline 
and  motor  vehicle  tax  funds.  With- 
out the  gasoline  tax  we  could  not 
have  our  vast  highway  system  and 
without  it  we  could  not  be  dedicat- 
ing this  completed  road  today.  Our 
gasoline  tax  moneys  must  never  be 
diverted  to  purposes  other  than  high- 
way construction. 

"You  can  safeguard  these  funds 
for  all  time  by  a  constitutional  pro- 
vision making  their  misuse  impos- 
sible. You  will  have  an  opportunity 
to  do  this  at  the  general  election  in 
November," 

State  Director  of  Public  Works 
Earl  Lee  Kelly  told  the  as.semblage 
that  the  people  were  to  be  congratu- 


lated in  having  a  Governor  who  co- 
operated so  zealously  in  keeping  the 
gas  tax  funds  for  roads. 

"Since  Governor  Merriam  has  been 
in  office  more  money  has  iteen  spent 
on  the  development  of  this  road  than 
in  any  other  period.  It  has  been 
developed  from  a  lo-foot  road  to  a 
highway  with  three  and  four  12-foot 
lanes.  The  contention  that  the  gas 
tax  fund  is  so  large  that  a  portion  of 
it  can  be  used  for  other  purposes  is 
erroneous.  Our  traffic  has  increased 
from  77,000  vehicles  to  more  than 
2. .')()(), 000  automobiles,  outranking 
every  other  State  in  the  Nation.  We 
are  now  ten  years  behind  in  (Uir  liigh- 
way  construction  program  neces.sary 
to  satisfy  ))reseiit  traffic  needs." 

State  Highway  Commissioner  Ilart 
introduced  other  dignitaries  present 
and  i)rief  talks  were  made  by  Assist- 
ant   Director  Hopkins,  Ci)nimissioner 


View    of   four-lane   divided    highway    section    on    new    realignment    of  Coast    Route    (U.   S.   101)    between   Oceanside   and    San   Onofre. 


California  Hightvays  and  Public  Works   (April  js>js; 


iNineteen] 


"Wedding  of  the  Counties"  was  the  symbolic  theme  of  the  ribbon  ceremony  at  the  dedication  of  the  newly  completed  Oceanside- 
San  Onofre  link  of  Coast  Highway  as  Governor  Merriam  tied  the  ribbon  joining  San  Diego  and  Orange  Counties.  At  left,  Mayor 
A.  P.  Waibel  of  Oceanside,  State  Highway  Commissioner  W.  T.  Hart,  Supervisor  B.  A.  Sweet  and  Queen  Norma  Ellis  representing 
San   Diego  County.     At  right,  Queen  Dorothy  Walker  and   Highway    Commissioner   P.  A.  Stanton,  representing   Orange  County. 


Stanton,  District  Engineer  E.  E.  Wal- 
lace and  H.  Matthias,  representing 
the  contractors. 

Some  3000  people  attended  the  El 
Camino  Real  dramatization  based  on 
historical  facts  and  incidents  that  fol- 
lowed the  luncheon  in  which  Gov- 
ernor Merriam,  Mr.  Kelly  and  Leo 
Carrillo  participated. 

CONTRACTS  COVERED  18.5    MILES 

The  progressive  improvement  in 
San  Diego  County  to  the  main  State 
highway  connecting  San  Diego  and 
liOs  Angeles  has  been  one  of  the 
larger  programs  of  the  Division  of 
Highways  for  modernization  of  ar- 
terial routes  in  Southern  California. 
As  important  units  in  such  recon- 
struction several  contracts  involving 
work  on  the  18.5  miles  between 
Oceanside  and  the  Orange  County 
line  through  the  great  Santa  Mar- 
garita lianch  in  northern  San  Diego 
County  have  been  completed  at  a 
total  cost  of  approximately  $1,225,000. 

These  contracts  included  improve- 
ment to  modern  standards  of  align- 
ment and  grade  with  multiple  lane 
pavements  providing  better  facilities 
for  movement  of  the  ever  increasing 
volume   of   traffic   on   this   important 


State  route.  In  the  last  year  or  two 
travel  along  this  portion  of  El  Ca- 
mino  Real  reached  a  volume  for 
which  two  lanes  were  inadequate,  the 
daily  average  ranging  from  6.500  to 
8,500  vehicles,  with  many  daj'S  total- 
ing 10,000  and  more  cars.  In  design: 
of  the  improvements,  an  ultimate  4- 
lane  divided  pavement  was  adopted 
as  the  desired  standard  and  both 
reconstruction  and  new  construction 
adapted  to  fit  into  such  a  plan. 

WIDENED  TO   3-LANE 

The  first  of  the  contracts  for  the 
present  improvement  to  the  highway 
north  of  Oceanside  covered  a  distance 
of  7.!)  miles,  from  Eighth  Street  in 
Oceanside  to  the  Las  Flores  Under- 
]iass.  The  work  performed  under 
this  contract  consisted  in  widening 
the  pavement  to  provide  a  :{-lane 
highway  on  existing  alignment  for 
the  southerly  5.4  miles  and  const  riu't- 
ing  new  2-lane  i)avement  to  serve 
foi-  southbound  traffic  only,  thus  pro- 
viding a  4-lane  divided  highway  over 
the  reniiiiiiing  ))ortion.  The  existing 
pavement,  seijarated  from  the  new 
pavciuent  was  left  iiitiii't  to  sei'x'c  for 
iKirthboiiiid    travel. 

The  contract   also   included    piiving 


the  approaches  to  the  bridge  across 
Santa  Margarita  River,  which  was 
built  under  a  separate  contract  con- 
currently with  the  road  reconstruc- 
tion; the  construction  of  a  bridge 
across  Aliso  Creek ;  and  the  widening 
of  the  bridge  acros,s  Las  Flores  Creek. 
The  bridges  and  their  approaches 
were  constructed  to  4-lane  widths 
to  conform  to  plans  for  ultimate 
standards. 

ULTIMATE   4-LANE  PLAN 

Widening  the  pavement  to  three 
lanes  was  accomplished  by  placing  a 
lane  of  a.sphalt  concrete  along  one 
side  of  the  existing  Portland  cement 
concrete  pavement.  Under  this 
method,  the  plan  for  future  widening 
will  be  to  place  two  additional  con- 
crete lanes  beyond  the  a.sphalt  so  that 
a  divided  4-lane  roadway  may  be 
obtained  by  tearing  u]i  1h(>  center 
stri))   of  a.s]ihalt. 

Work  on  the  contracts  for  the  por- 
tion of  the  route  from  Oceanside  to 
the  Las  Flores  subway  was  performed 
by  the  contracting  firm  of  Wood  and 
Bevanda  of  Stockton,  with  the  excep- 
tion of  the  bridge  across  the  Santa 
.Margarita  River,  which  was  erected 
l)y  Clyde  C.  Wood,  and  the  api)roacli 


I  Twenty! 


(April  I9U)  California  Highways  and  Public  Works 


fills  coustructed  by  Basich  Brothers. 
The  largest  contract  in  the  im- 
provement north  of  Oceanside  con- 
sisted of  construction  on  new  align- 
ment of  8.0  miles  from  the  Las  Flores 
underpass  to  one  mile  south  of  San 
Onofre.  On  this  portion  of  the  route 
the  new  highway  was  placed  parallel 
to  and  westerly  of  the  tracks  of  The 
Atchison,  Topeka  and  Santa  Fe  Rail- 
way, instead  of  passing  under  the 
railroad  through  the  Las  Flores  Sub- 
way on  the  old  alignment  and  follow- 
ing the  base  of  the  hills  easterly  of 
the  tracks.  At  the  time  this  revision 
in  highway  line  was  planned,  a  re- 
alignment of  a  portion  of  the  rail- 
road's line  was  undertaken  to  the 
benefit  of  both  the  State  and  the  rail- 
way location. 

The  pavement  placed  on  the  new 
location  consisted  for  the  most  part 
of  a  3-lane  width  made  of  a  central 
lane  of  plant-mixed  asphaltic  surface 
with  a  lane  of  Portland  cement  con- 
crete on  each  side.  Future  widening 
of  this  section  will  require  only  the 
jiliicing  of  one  additional  concrete 
lane  on  each  edge  of  the  present 
tliiee  lanes  which,  with  the  breaking 
11])  of  the  central  lane  of  treated 
rock  surfacing,  will  provide  a  4-lane 
divided  highwa.y. 

OLD    ROAD    ELIMINATED 

The  construction  of  this  eight  mile 
section  on  new  location  has  elimi- 
nated from  the  State  route  the  sub- 
standard portion  of  the  old  road 
which  was  built  at  the  foot  of  the 
hil's  on  a  rolling  grade. 

David  H.  Ryan  was  the  contractor 
on  this  important  contract. 

At  the  San  Onofre  end  of  the  ncAv 
location  the  State  constructed  an 
overhead  grade  crossing  over  the  rail- 
road to  connect  with  the  existing 
3-lane  pavement  near  San  Mateo 
Creek.  To  effect  this  location  a  new 
bridge  across  San  Onofre  Creek  was 
required.  Both  of  these  structures 
were  built  to  a  4-lane  standard 
but  the  roadway  improvement  was 
held  to  a  3-lane  standard  on  the 
2.6  miles  from  the  overhead  crossing 
to  the  county  line,  with  the  exception 
of  necessary  transitions  at  structure 
approaches. 

There  were  three  contracts  for  con- 
struction at  this  northerly  end  of  the 
improvement :  one  for  the  overhead 
crossing,  one  for  the  bridge  over  San 
Onofre  Creek  and  one  for  the  road 
work.  B.  G.  Carroll  of  San  Diego 
was  the  contractor  to  whom  each  of 
these    contracts   were   awarded. 


CEREMONIES  LAUNCH  WORK 
ON  ARROYO  SECO  HIGHWAY 


Scenes  at  groundbreaking  on  Arroyo  Seco  Highway.  Upper — Miss  Cheryl  Walker 
moves  first  earth  with  huge  tractor.  Lowei — Left  to  right:  John  C.  Jacobs,  mayor  of 
South  Pasadena;  Arthur  Kennedy,  president  Los  Angeles  City  Planning  Commission; 
Roger  W.  Jessup,  chairman  Los  Angeles  Board  of  Supervisors;  E.  O.  Nay,  president 
Board  of  City  Commissioners,  Pasadena;  Harry  A.  Hopkins,  Assistant  State  Director 
of    Public    Works. 


HOPPjS  and  plans  of  civic  lead- 
ers of  Los  Angeles,  Pasadena 
and  South  Pasadena,  sus- 
tained and  carried  to  fruition  over  a 
period  of  twenty  years,  were  realized 
on  March  22  when  ground  breaking 
ceremonies  signalizing  the  start  of 
work  on  the  $1,327,000  x\.rroyo  Seco 
Parkway  between  Los  Angeles  and 
Pasadena  were  held  at  South  Arroyo 
Boulevard  and  Sterling  Street  in 
South  Pasadena. 

State  and  county  officials  partici- 
pated in  the  celebration.  Ground 
breaking  ceremonies  included  brief 
addresses  by  Edward  S.  Graham, 
President  of  the  Arroyo  Seco  Park- 
way A.ssociation,  who  presided ;  Carl 
Hinshaw,  chairman  of  the  executive 
committee  of  the  association ;  Harry 
A.  Hopkins,  Assist.ant  State  Director 
of     Public     Works;     Roger     Jessup, 


California  Highways  and  Public  Works   (April  i9}s) 


chairman  of  the  Los  Angeles  board  of 
supei'visors ;  A.  W.  Kennedy,  Los  An- 
geles city  planning  commission ; 
Mayor  John  C.  Jacobs,  of  South  Pasa- 
dena; and  E.  0.  Nay,  chairman  of  the 
board  of  trustees  of  the  city  of  Pasa- 
dena. Among  others  on  the  speakers 
platform  were  William  J.  Fox, 
county  regional  engineer,  and  S.  V. 
Cortelyou,  District  Highway  Engi- 
neer. 

Actual  breaking  of  ground  on  the 
project  became  a  realitv  when  Miss 
Cheryl  Walker,  Queen  "of  the  1938 
Tournament  of  Roses,  pulled  the  lever 
on  a  giant  tractor  which  moved 
the  first  earth  on  the  roadway  site. 

Following  the  ceremonies,  a  break- 
fast was  served  at  tlie  Pasadena  Ath- 
letic Club,  presided  over  by  Donald 
C.  McCoy,  vice  president  of  the  Pasa- 
dena Chamber  and  Civic  Association. 

(Continued  on  p.ige  27) 

[Twenty-one] 


Snow  Removal  Totals  100,000,000  Yards 


(Cniitiinu-d    fi 


tliat  the  pusli  i)l()\vs  shortly  were  of 
little  use. 

On  February  8,  rain  fell  up  to  the 
6.000  foot  elevation,  and  the  packed 
snow  on  the  i)avenient  turned  to 
heavy  slush,  making'  it  necessary  to 
concentrate  the  equipment  to  combat 
this  condition,  a.s  traffic  and  even  the 
snow  removal  equipment  could  make 
little  headway  in  such  going.  As  the 
storm  continued  the  rotary  equip- 
ment began  to  show  the  strain,  as 
it  was  operated  continuously  except 
for  sei'\'icing  periods,  and  break- 
downs began  to  occur. 

HANDICAPPED    BY    BREAKDOWNS 

Naturally  this  further  complicated 
the  situation,  as  breakdowns  occur  in 
the  heaviest  going.  This  requires 
moving  equipment  from  another  sec- 
tion where  it  is  badly  needed,  in 
order  to  rescue  the  cripple.  In  lo- 
cations where  normally  one  plow  only 
is  required,  a  breakdown  for  a  few 
hours  allows  the  road  to  close  and 
may  more  than  double  the  work  of 
opening   the   road. 

The  comparatively  high  tempera- 
tures with  occasional  rain  in  the 
upper  elevations  caused  the  snow  to 
pack  solidly,  although  there  was  little 
ice  next  the  pavement.  Opening  the 
roads,  such  as  the  Tahoe-Ukiah  route 
between  the  Washington  Road  and 
junction  with  U.S.  40,  and  between 
Truckee  and  Tahoe  Citv,  was  unusu- 
ally   difficult. 

In  the  latter  case,  twelve  hours  of 
continuous  operation  was  necessary 
to  open  a  section  three  hundred  feet 
long  at  Deer  Park,  where  a  snow 
slide  had  occurred. 

COST    OVER    iriLLIOX 

The  snow  removal  work  for  the 
1937-38  season  will  not  be  completed 
for  some  time,  as  considerable  fall 
may  be  expected  during  April,  and 
opening  the  closed  routes  will  i)rob- 
ably  extend  well  into  June  in  a  few 
ea.ses. 

Under  the  existing  program  :ill 
established  communities  are  provided 
an  outlet,  although  the  more  rciiinle 
places  may  be  snowbound  for  llie 
duration  of  a  severe  .storm  and  even 
the  main  roads  closed  to  part  or  all 
traffic    because    of    the    hazard.      In 


iTwenty-two] 


Mr.  C.  H.  Weeks, 
Division  of  Highways, 
Truckee,  Calif. 

Dear  Mr.  Weeks: 

Perhaps  the  worst  of  your 
work  is  over  for  a  bit  so  you 
can  take  a  moment  off  to  read 
a  few  words  of  commendation 
I  should  like  to  say  for  the 
splendid  work  of  your  main- 
tenance crews  on  Highway  40 
which  you  control. 

On  the  night  of  February 
2-3,  I  had  the  tremendously 
interesting  experience  of  spend- 
ing some  12  hours  in  the  Yuba 
Pass  district,  most  of  it  with 
three  of  your  young  snow  plow 
drivers.  A  broken  skid  chain 
stalled  me  just  past  Emigrant 
Gap,  and  after  sending  Mrs. 
Howard  and  children  to  Bax- 
ters, I  stayed  with  the  car. 
Darn  near  frozen  and  blinded 
in  the  storm,  I  was  rescued  by 
Driver  Wallace  and  passed  on 
successively  to  Peters  and 
Lowry.  Riding  vdth  them  I 
had  firsthand  opportunity  to 
judge  of  the  work  they  are 
called  upon  to  do  and  to  note 
the  skill,  the  loyalty,  and  un- 
tiring energy  they  put  into 
their  tasks.  I  won't  forget 
that  night.  Through  the  cour- 
tesy of  these  men  and  of  Mr. 
Hawks,  I  escaped  pneumonia, 
had  my  chain  fixed,  and  finally 
got  on  my  way.  Was  stalled 
by  other  vehicles  next  morning 
but  hauled  out  by  the  Snogo 
and  reached  Baxters  after 
lunch  on  the  3rd. 

I'd  like  to  say  a  word  for 
Wallace,  Peters,  and  Lowry, 
particularly  the  former.  Men 
who  work  15  hours  as  cheer- 
fully and  competently  as  these 
men  show  that  their  superiors 
are  the  right  sort.  You  have 
their  respect  and  you  have 
built    up    a    fine    organization. 

Sincerely  yours, 

(Signed)  I.  C.  HOWARD 

Berkeley,  Calif. 


view  of  the  need  of  funds  for  other 
purposes  and  the  fact  that  six  cents 
(if  every  dollar  provided  for  main- 
tenance puri)oses  during  the  past  two 
years  has  been  expended  for  snow 
removal,  it  seems  wise  and  rea.sonable 
to  delay  expansion  of  the  program 
into  strictly  rcreational  area.s. 

The  hazards  maj^  be  poor  visibility, 
luu-niwed  roadway,  snow  slides  and 
l)l<ick-ading  of  the  road  catching  some 
unwary  traveler  in  an  isolated  posi- 
tion. It  is  to  the  credit  of  the  field 
organization  that  no  serious  mishap 
has  been  recorded  this  sea.son,  al- 
tliough  a  number  of  travelers  have 
been  blockaded  for  several  hours  at 
different   times. 


District  XI  Damage 

(Contimied  from  page  13) 

waslied  out  due  to  the  high  water,  and 
traffic  was  halted  three  daj-s  until  the 
waters  subsided. 

On  Route  197,  west  of  Ramona,  a 
concrete  overflow  dip  with  paved 
slopes  across  the  Santa  Maria  River 
was  badly  undermined,  leaving  only 
the  dip  shell  remaining. 

On  Route  198,  north  of  El  Cajon. 
the  San  Vicente  Creek  overflowed  the 
road,  washing  out  shoulders  and  short 
pieces  of  pavement. 

On  Mussey  Grade,  a  frame  house 
floated  downstream  and  blocked  a 
10  by  10  foot  culvert,  causing  a  25- 
foot  section  of  fill  to  wash  out.  Two 
miles  east  of  Ramona,  80  feet  of  a 
concrete  overflow  dip  across  the 
Santa  Maria  River  was  washed  out. 

In  Riverside  County,  two  timber 
trestles  across  the  Coachella  Valley 
Storm  Drain  were  washed  out  on 
Route  187.  The  drain  also  broke  at 
one  place  north  of  Route  201  and  the 
Hood  waters  passed  over  Routes  203 
and  204,  depositing  thick  layers  of 
mud  and  deliris  on  the  pavement  an 
washed  shoulders. 

In  all  cases  where  traffic  was  inter 
rupted,  it  M-as  restored  either  by  tem 
porary  repairs  or  by  detours  over 
adjacent  roads  within  three  days 
after  the  damage  occurred,  and  in  all 
cases  except  Iwo,  within  a  few  hours. 


)f 

1 


(April  19}  s)  California  Hightvays  and  Public  Works 


Bay  Bridge  Is 
Provided  With 
Air  Analyzer 

SACRAjMENTO  laboratories  of 
the  Division  of  Highways  have 
devised  an  air  analyzer  for  use 
on  the  San  Francisco-Oakland  Bay 
Bridge,  the  first  ever  used  on  a  bridge, 
it  is  believed. 

The  instrument  has  been  placed  at 
the  crux  of  the  giant  steel  cross-beams 
just  below  the  lower  deck  at  Tower 
W-2.  It  works  like  this :  a  four-blade 
scoop-like  fan  operates  a  pump  which 
sucks  the  air  into  a  bottle  of  distilled 
water.  Thirty  revolutions  of  the  fan 
make  one  revolution  of  the  pump, 
scooping  up  75  cubic  centimeters  of 
air.  When  the  counter  on  the  pump 
shows  up  to  99,999  revolutions,  the 
bottle  is  removed,  sealed,  and  sent  to 
the  Division  of  Highways'  laborato- 
ries in  Sacramento  for  analysis: 
7,500,000  cc.  of  air  can  be  drawn 
through  the  apparatus  with  accuracy. 

First  experimental  tests,  accord- 
ing to  Carl  Hamilton,  Maintenance 
Engineer  of  the  Bay  Bridge,  show 
that  the  big  span  breathes  an  atmos- 
phere consisting,  among  other  things, 
of  sulphates,  salt,  coffee  chaff,  and 
soot. 


This   instrument    is   an   "air   analyzer"   used   on   the   San    Francisco-Oakland    Bay    Bridge. 
Carl   Hamilton,  Maintenance  Engineer  of  the  span,  demonstrates  its  use. 


Object  of  the  apparatus  is  to  ana- 
lyze the  air  for  components  destruc- 
tive to  paint. 

The  air  analyzer  is  being  used  in 
conjunction  with  "washing"  tests. 
So  far  120  "spots"  on  the  bridge,  of 
2-J-square  feet  proportions,  have  been 
"washed"    by    clean     cheese     cloth 


dipped  in  distilled  water.  The  eloth 
is  wrung  dry  after  the  process  into 
a  bottle  and  the  water  sent  to  Sacra- 
mento laboratories  for  analysis. 
From  9  ounces  of  distilled  water 
approximately  8  ounces  are  recovered 
after  the  washing,  according  to  Mr. 
Hamilton. 


Railway  Facilities  on  Bay 
Span  Hearing  Completion 

With  practically  all  ties  laid  east 
of  the  Center  Anchorage  and  rails 
placed  east  of  Pier  E-6,  work  on  the 
construction  of  electric  railway  facil- 
ities for  the  San  Francisco-Oakland 
Bay  Bridge  is  progressing  rapidly,  it 
is  announced  by  Chief  Engineer  C. 
H.  Purcell. 

Approximately  105,000  California 
Redwood  ties,  equivalent  to  7,000,000 
board  feet,  will  be  used  on  the  rail- 
way facilities  and  15,910,000  gross 
poiinds  of  track  rail.  On  the  bridge 
proper  and  the  viaduct  connecting 
with  the  Terminal  Building  400,000 
spikes  will  be  used,  approximating  a 
weight  of  320,000  pounds. 


He :   "I'm  almost  fast  asleep." 
She :      "That's      good,      because      you'n 
plenty    slow    when    awake." 


Bay  Bridge  Traffic  Up  Slishtly 

A  SLIGHT  increase  in  traffic  over  February  was  announced  by  State  Highway  Engi- 
neer C.  H.  Purcell  in  a  March  report  on  the  San  Francisco-Oakland  Bay  Bridge 
filed    with    State    Director   of   Public    Works    Earl    Lee    Kelly. 

There  was  a  total  of  669,431  vehicles  crossing  the  span  last  month  compared  to 
594,378  in  the  preceding  period.  Daily  average  was  21,595,  up  367  vehicles  per  day  over 
February.     Total   vehicles  using  the   bridge  to   date   number   12,380,000. 

Three  additional  days  in  March  over  February  accounted  in  part  for  the  increase, 
Mr.    Purcell   said,   with   seventeen    rainy   days   recorded    last   month. 

March  traffic  totals,  however,  showed  a  decrease  by  96.884  vehicles  from  the  corre- 
sponding period  last  year.  An  optimistic  note  was  the  increase  in  freight  using  the  span 
in  March.  There  were  68,607,331  freight  pounds  recorded,  the  largest  total  since  the 
span  opened,  except  for  October,  when  there  were  69,243,169  pounds.  The  March  reve- 
nues were  $348,235.23  as  compared  with  $313,306.17  for  February.  Comparative  totals 
follow: 

Total  Total  Total  since 

March  Feb.  Opening 

Passenger   Autos   617,244  558,239  11,737,625 

Auto   Trailers   595  513  19.273 

Motorcycles    1.895  1,497  41,826 

Tricars  1.061  845  11.806 

Trucks  —  35.173  22,983  409,500 

Truck  TrVilers"":.:: 1.172  878  25.390 

Buses  10.586  9,423  133,726 

Total    Vehicles    669.431  594,378  12,380,851 

Extra    Passengers    166.045  146,941  2,709,504 

Freight    Lbs.    68,607,331  54,078,501  926.722,350 


California  Highways  and  Public  Works  (April  195  s) 


[Twenty-three] 


$8,000,000  Damase  to  Highways 


(Continued  from  page  9) 


The  district  forces  are  now  busily 
engaged  in  clearing  tlie  various  roads 
for  spring  traffic. 

NORTH    SUFFERS   AGAIN 

The  March  storm  brought  added 
work  to  the  northern  districts,  still 
laboring  to  extricate  their  roads 
from  the  slides  and  slipouts  of  the 
December  and  January-February 
stonns.  To  District  IV,  it  brought 
some  200,000  yards  of  additional 
slides,  scattered  over  the  Coast  Route 
56;  the  Hecker  Pass,  Route  32;  the 
Bay  Shore,  Route  68;  the  Skyline, 
Route  55 ;  and  Routes  42,  44,  and  116 
leading  into  the  California  State  Red- 
wood Park  near  Santa  Cruz. 

Some  eleven  additional  power 
shovels  and  twenty-five  trucks  were 
rented  and  put  to  work  on  tiie  repair 
of  these  roads.  Traffic  was  delayed 
for  short  intervals,  and  now  all  of 
these  routes  are  traversable. 


to  warn  traffic.  Sections  of  over- 
flowed pavements  on  Route  4,  uortli 
and  south  of  Merced,  necessitated  the 
detouring  of  traffic,  as  did  similar 
conditions  on  Routes  122,  123  and  the 
Pacheco  Pass  road,  our  Route  32. 

Men  worked  day  and  night  mark- 
ing the  edges  of  overtopped  pave- 
ments with  lanterns,  and  holding- 
equipment  in  readiness  to  tow  the  un- 
lucky who  might  stall  their  cars  in 
the  flood.  The  same  forces  and  equip- 
ment were  used  in  restoring  the 
washed  out  shoulders  and  under- 
mined pavement  as  soon  as  the  waters 
subsided. 


In  District  VI 


In  District  X 


In  District  X  high  water  over 
various  roads  required  the  employ- 
ment of  some  125  additional  flagmen 


In  District  VI,  the  counties  of 
Kern,  Fresno  and  Kings  took  the 
briuit  of  the  storm  as  it  crossed  east 
of  the  mountains.  Pavements  were 
overtopped  and  undermined  by  the 
flood  waters  on  Route  4,  south  of 
Madera;  the  General  Grant  Road, 
Route  41 ;  the  Huntington  Lake  Road, 
Route  76 ;  and  Route  10,  west  of 
Coalinga. 

South  of  Madera,  on  Route  4,  Cot- 


tonwood Creek  overflowed  its  banks 
and  backed  up  for  more  than  a  mile 
behind  the  Southern  Pacific  Railroad 
embankment,  adjacent  the  highway. 
The  embankment  finally  gave  way, 
flooding  the  highway  and  forcing  the 
detouring  of  traffic. 

On  Route  41,  the  Kings  River  again 
carried  away  the  approach  to  the 
structure  at  Minkler,  making  the  third 
time  this  ■nrinter  that  this  particular 
approach  has  washed  out.  Route  76, 
the  road  to  Huntington  Lake,  was 
closed  by  slides  and  washouts. 

On  Route  10,  west  of  Coalinga, 
Waltham  Creek  washed  out  three 
spans  of  a  concrete  bridge  in  the  can- 
yon, closing  the  route.  All  the  routes 
were  again  open  for  traffic  in  a  short 
time,  some  4  power  shovels,  55  trucks, 
26  tractors,  and  31  gi-aders  being  used 
in  the  repair  work. 

RECORD  SNOW  FALL 

Wliile  the  districts  mentioned  \^'ere 
contending  with  slides  and  floods,  Dis- 
tricts II,  III  and  IX  were  busily  en- 
gaged in  handling  the  heaviest  snow- 
falls of  the  year.  During  the  earl.y 
weeks  of  March,  some  7  to  20  feet  of 
snow  fell  in  their  respective  terri- 
tories. Late  reports  from  District 
III  indicate  some  574  inches  of  snow 
for  this  season,  434  inches  of  which 
has  fallen  since  February.  Again  in 
District  IX,  some  260  inches  came 
down  in  the  same  period  with  a  record 
of  300  inches  for  the  season. 

The  response  of  the  Maintenajice 
organization  to  the  March  challenge 
has  been  a  source  of  pride  to  the 
Division  of  Highways.  This  storm, 
which  within  a  few  days  time  dam- 
aged State  highways  to  the  extent  of 
$4,000,000,  was  the  heaviest  within 
our  experience. 

While  practically  all  of  these 
routes  are  now  open,  months  will  be 
required  for  their  final  repair.  It 
is  hoped  that  the  public  will  not  be 
too  critical  of  road  conditions  pend- 
ing the  completion  of  this  work. 


House  washed  onto  highway  on  E  Street  near  city  limits  of  San  Bernardino. 


Visitor :  "How  do  you  manage  to  live 
during  this  depression?" 

Farmer:  "Well,  last  year  we  lived  by 
faith,  this  year  we  live  in  hope,  and  next 
year  we  plan  to  live  on  charity." 


[Twenty-four] 


(April  19}  s)  California  Highways  and  Public  Works 


Elevating  Grader 
Cuts  Down  Road 
Excavation  Costs 

By  H.  B.  MILNER 

Resident  Engineer 

THE  constant  improvement  of 
earth  moving  equipment  is  one 
of  the  reasons  for  increased  efti 
cieney  in  highway  grading  operations 
and  for  lower  unit  prices  for  exca- 
vation. 

The  development  of  the  elevating 
grader  has  kept  pace  with  the  im- 
provement of  other  earth  moving 
equipment  and  today,  in  its  own  spe- 
cial field,  it  is  still  considered  supreme 
as  an  economical  method  of  exca- 
vating. 

The  modern  machine  differs  but 
little  from  the  older  types  in  basic 
design,  but  improvements  and  modi- 
fications have  increased  its  efficiency. 
Powerful  tractors  are  now  used  as 
motive  power,  replacing  the  horses 
and  mules  of  the  old  era,  and  tlie 
belt  is  operated  by  an  independent 
motor. 

MODOC  HIGHWAY  WIDENED 

The  ideal  set-up  for  this  type  of 
machine  was  furnished  on  the  contract 
completed  by  Poulos  &  McEwen,  con- 
tractors, for  widening  the  roadbed 
and  constructing  protective  dykes 
across  the  dry  bed  of  Middle  Lake 
near  Cedarville,  in  Modoc  County, 
about  1.4  miles  in  length. 

The  original  roadbed  was  confined 
by  vertical  rock  walls  averaging  three 
feet  in  height  and  was  dangerous  to 
traffic,  particularly  in  winter  when 
snow  and  poor  visibility  increased 
the  hazard. 

The  improvement  eliminated  this 
condition  by  widening  the  roadbed 
three  feet  on  each  side  and  providing 
gentle  slopes  to  the  fills.  During 
occa.sional  wet  seasons  the  lakebed  is 
covered  with  a  foot  to  eighteen  inches 
of  water  and  the  high  winds  sweeping 
up  and  down  the  valley  drive  the 
water  from  one  end  of  the  lake  to  the 
other  and  cause  considerable  wave 
action. 

To  prevent  erosion  of  the  newly 
constructed  fills,  protecting  dykes 
were  thrown  up  on  each  side  of  the 
roadway  about  160  feet  from  the  cen- 


1 — Elevating  grader  constructing  protective  dyl<e  across  head  of  Middle  Lake  in 
Modoc.  2 — Grader  delivering  roadside  material  for  widening  roadway  across  bed 
of  Middle  Lake.     Rock  wall  bordering  present  road  shown  at  left. 


ter  line  extending  entirely  across  the 
lake-bottom.  Several  gaps  50  feet 
long  were  left  in  these  levees  and 
short  levees  were  built  opposite  these 
gaps.  This  permits  the  passage  of 
water  from  one  side  of  the  road  to 
another,  through  culverts  under  the 
road,  and  still  protects  the  shoulders 
of  the  road  against  waves. 

An  elevating  grader,  with  an  auxil- 
iary motor  for  operating  the  48-inch 
by  35-foot  belt,  and  drawn  by  a  75- 
horsepower  tractor,  was  used  on  the 
work.  A  heavy  motor  grader  with  a 
12-foot  blade  spread  and  compacted 
the  windrows  placed  by  the  grader. 

LOW  EXCAVATION  COST 

The  machine  excavated  at  an  aver- 
age rate  of  500  cubic  yards  per  hour, 
actual  working  time,  although  the 
contractors  claim  to  have  considerably 
exceeded  this  outjiut  on  previous  jobs. 
Nearly  .38,000  cubic  yards  of  material 
were  placed  at  a  contract  price  of  ten 
cents  per  yard. 

Elevating    graders    function    best 


when  excavating  along  the  roadside 
and  delivering  to  the  fill  by  means  of 
a  belt,  usually  about  35  feet  long.  In 
flat  borrow  pits  they  are  the  most 
economical  equipment  for  loading 
excavated  material  into  trucks.  Al- 
though their  field  of  operation  for  the 
elevating  grader  is  limited,  their  use- 
fulness and  efficiency  on  projects  such 
as  this  are  quite  pronounced. 

On  another  highway  contract  in 
Siskiyou  County  similar  equipment 
moved  material  into  the  fill  at  the  rate 
of  over  5000  cubic  yards  per  8-hour 
dav. 


An  old  darky  visited  a  doctor  and  was 
given  definite  instruction  as  to  what  he 
should  do.  Shaking  his  head  he  was  about 
to  leave  when  the  doctor  said,  "Here,  Rastus, 
yon  forgot  to  pay  me." 

"Pay  you  for  what,  boss?" 

"For  my  advice."  replied  the  doctor. 

"No.  suh  !  I  ain't  gwine  to  take  it,"  and 
Rastus  shuffled  out. 


Salesman :  "How  would  you  like  some 
nice  horseradish  today?" 

Lady  Customer :  "No  thank  you.  We 
have  a  car." 


California  Highways  and  Public  Works   (Apni  19}  s) 


[T'wenty-five] 


DIVISION  OF 


WATER  RESOURCES 


OFFICIAL  REPORT 

FOR  THE  MONTH  OF 

March,  19381^ 

EDWARD  HYAH,  State  Ensineer 


THE  Division  of  Water  Re- 
sources representing  tlie  Water 
Project  Authority  of  the  State 
of  California,  lia-s  continued  engi- 
neering studies  and  negotiations  in 
connection  with  the  construction  of 
the  Central  Valley  Project  under  a 
cooperative  woi-k  agreement  with  the 
V.  S.  Bureau  of  Reclamation.  Tender 
this  agreement  negotiations  have  been 
carried  on  with  the  owners  of  lands 
in  the  San  Joaquin  Valley  for  the 
acquisition  of  such  lands  and  water 
rights  as  are  needed  for  the  project. 
Construction  work  by  the  Bureau 
of  Reclamation  on  the  project  was 
somewhat  delayed  by  weather  condi- 
tions. However,  work  was  continued 
and  considerable  progress  made  on 
the  construction  of  the  Contra  Costa 
Canal  and  the  government  camp  for 
the  Shasta  Dam. 


IRRIGATION    DISTRICTS 


The  recent  severe  storms  producing  heavy 
runoff  and  caiisinf?  considerable  damage  to 
ngricultural  interests  in  the  valleys  from 
floods,  will  prove  beneficial  in  many  respects 
to  areas  dependent  upon  summer  irrigation 
for  maturity  of  crops.  Most  of  the  large 
storage  re.servoir.s  are  nearing  or  have  al- 
ready reached  the  spilling  stage  and  the 
abundant  snow  pack  in  the  mountains  in- 
sures ample  summer  flow  for  those  districts 
dependent  upon  direct  diversion  for  their 
water   supply. 


CALIFORNINA  COOPERATIVE 
SNOW    SURVEYS 


The  storm  period  that  began  late  in  .Janu- 
ary, with  storm  after  storm  arriving  in  quick 
succession  from  the  Gulf  of  Alaska,  did  not 
come  to  an  end  until  the  middle  of  Febru- 
ary. After  the  deep  accumulations  of  new 
snow  had  had  time  to  settle  sufficiently  to 
allow  of  travel,  men  on  skis  and  webbed 
snow  shoes  were  sent  out  from  different 
parts  of  the  State  to  measure  at  various 
locations  the  increase  in  the  snow  pack  due 
to  the  extended  storms. 

i''urther  routine  progress  snow  surveys 
were  made  at  key  snow  courses  during  the 
last  few  days  of  February  and  the  early 
days   of   March,    by   employees   of   the   Divi- 


sion of  Water  Resources  and  those  other 
organizations  and  parties  participating  in 
the  field  work  of  the  California  Cooperative 
Snow    Surveys. 

The  results  show  that  at  the  end  of  Febru- 
ary, in  every  watershed  of  the  Sierra  the 
snow  pack  was  in  excess  of  the  normal 
quantity  to  be  expected  by  that  date,  while 
in  those  watersheds  north  of  the  American 
River,  the  snow  pack  was  even  then  ahead 
of  the  normal  snow  pack  to  be  expected  by 
the  first  of  April. 


SUPERVISION    OF   DAMS 


Our  records  disclose  that  all  dams  came 
through  the  severe  floods  without  failure 
in  ma.ior  degree. 

Work  is  progressing  at  a  very  rapid  rate 
on  the  construction  of  the  Copper  Basin 
Dam  of  the  Metropolitan  Water  District, 
Los  Angeles,  located  in  Copper  Basin,  tribu- 
tary to  Colorado  River,  in  San  Bernardino 
County. 

With  the  opening  up  of  the  season  in  the 
Mono  Basin,  work  will  be  resumed  on  the 
rx)ng  Valley  and  Grant  Lake  dams  owned 
liy  the  city  of  Los  Angeles. 


WATER    RIGHTS 


Supervision  of  Appropriation  of  Waler. 

Twenty  applications  to  appropriate  water 
were  received  during  February,  of  which 
two  of  considerable  importance  were  those 
of  the  Oakdale  Irrigation  District  to  appro- 
priate 93.()00  acre-feet  per  annum  by  stor- 
age at  Beardsley  Flat  Reservoir  site  on 
Middle  Fork  of  the  Stanislaus  River  for 
irrigation  and  power  purposes  at  an  esti- 
mated cost  of  ,$2,900,000.  During  the  month 
1.3  applications  were  denied  and  13  permits 
were  issued.  During  the  same  period  9  per- 
mits were  revoked  and  the  rights  under  7 
were  confirmed  by  the  i.ssuance  of  license. 


SACRAMENTO-SAN    JOAQUIN 
WATER   SUPERVISION 


During  the  past  month  activities  have 
l)een  wholly  in  the  office  assembling  the  field 
data  gathered  during  the  summer  months  in 
order  to  compile  a  mimeographed  report 
showing  the  diversions,  acreage  irrigated, 
stream  and  return  flows  in  the  Sacramento 
and   San   Joaquin  valle,ys. 

The  sampling  of  water  in  the  delta  for 
salinity  is  being  carried  on  at  all  regular 
stations  to  record   the  retreat  of  salinity. 


FLOOD  CONTROL  AND 
RECLAMATION 


Maintenance    of   Sacramento    Flood    Control 

Project. 

During  this  period  extremely  high  stages 
were  reached  in  the  flood  channels  of  the 
upper  Sacramento  Valley,  and  it  was  nec-es- 
sary  to  maintain  full  patrol  day  and  night 
from  March  ISth  to  March  28th. 

Relief  Labor  Work. 

During  this  period  about  70  relief 
laborers  were  employed  in  patrolling  levees 
and  in  miscellaneous  emergency  work  and, 
in  addition,  for  about  five  days  a  crew  of  50 
men  was  stationed  at  Colusa  for  emergency 
work.  It  was  not  possible  to  continue  with 
channel  clearing  work  on  the  Feather  River 
during  this  period,  on  account  of  high  water. 

Sacramento  Flood  Control  Project. 

The  work  of  removing  the  levees  in  the 
Feather  River  overflow  channel  south  of 
Marysville  in  District  784  was  completed 
during  this  period  at  a  cost  of  approximately 
$18,000.  A  small  amount  of  work  remains 
to  be  done,  which  will  be  deferred  until  the 
weather  is  favorable.  Construction  of  the 
timber  bridges  in  the  Dry  Creek  project  near 
Wheatland  has  continued  and  .all  will  be 
completed   within  about  ten  days. 

Emergency  Levee  Repairs. 

tinder  Executive  Order  No.  E  177  work 
is  continuing  in  making  repairs  to  levees 
in  Glenn,  Shasta,  Butte  and  Tehama 
counties,  and  at  this  date  approximately 
.$60,000  has  been  expended  out  of  the  total 
of  $150,000.  The  work  is  now  proceeding 
rapidly  due  to  the  favorable  weather,  and  it 
is  expected  that  all  work  will  be  completed 
by  April  20th. 

With  the  money  provided  by  the  State 
emergency  fund,  this  office  has  undertaken 
the  protection  and  patrol  of  the  levee  on 
the  west  bank  of  the  Sacramento  River 
from  Colusa  to  Butte  City.  A  number  of 
In-eaks  were  prevented  during  the  extremely 
high   water  commencing  on   March  18th. 

Levee  protection  work  along  the  San 
.Joaquin  River  south  of  Stockton  was  com- 
menced on  March  16th  under  an  emergency 
allotment  of  $20,000,  and  is  still  under  way. 
During  this  period  a  number  of  levee  breaks 
were  averted  with  the  assistance  of  Stat'' 
forces,  on  Roberts  Island,  the  Stewart  tract. 
Reclamation  District  No.  17,  the  Fink  trad, 
and  on  the  levee  between  Paradise  cut  and 
the   Banta-Carbona    irrigation   intake. 


[Twenty-six] 


(April  19}  s)  California  Highways  and  Public  Works 


R.  M.  Gillis  Wins  Promotion 
to  Post  of  Construction  Engineer 


MR.  R.  M.  GILLIS,  for  the  past 
five  years  District  Engineer 
of  the  Division  of  Highways 
at  Fresno,  has  been  promoted  to  the 
position  of  Construction  Engineer, 
the  position  left  vacant  by  the  death 
of  Mr.  C.  S.  Pope. 

Mr.  Gillis  is  a  graduate  of  the 
Massachusetts  Institute  of  Technol- 
ogy and  has  had  long  experience  in 
engineering  work  with  an  outstanding 
record  in  highway  engineering,  par- 
ticularly in  "Washington  and  Cali- 
fornia. 

He  was  first  employed  in  California 
on  April,  1929,  as  Assistant  District 
Engineer.  District  X,  and  on  No- 
vember, 1929,  he  was  promoted  to 
the  position  of  Assistant  Construction 
Engineer  at  Headquarters ;  in  1935, 
he  was  promoted  to  District  En- 
gineer at  Fresno. 

He  brings  with  him  to  the  new 
position  a  thorough  knowledge  of 
both  the  District  and  Central  OfSce 
problems,  a  wide  acquaintance  among 
the  highway  personnel  and  a  proven 
ability  in  highway  construction. 

Mr*  Earl  T.  Scott,  who  for  the  past 
three  years  has  been  District  Main- 
tenance Engineer  in  District  VII,  has 
been  promoted  to  the  position  of 
District  Engineer  at  Fresno. 

Mr.  Scott  is  a  graduate  of  Stanford 
University    with    approximately'    22 


R.  M.  GILLIS 

years  of  experience  in  highway  en- 
gineering. He  has  been  with  the 
Division  of  Highways  since  1914  with 
the  exception  of  19  months  during 
the  World  War  when  he  was  in  the 
service  and  approximately  nine 
months  beginning  in  July,  1921, 
when  he  accepted  employment  with 
the  U  S.  Bureau  of  Public  Roads.  He 
has  had  experience  in  all  phases  of 
liighwav  engineering. 


Highway  Bids  and 
Awards  for  March,  1938 

LOS  ANGELES  COUNTY— Two  bridges, 
an  equestrian  and  pedestrian  subway  with 
approaches  to  be  constructed  on  Arroyo  Seco 
Parkway  between  Arroyo  and  Grand  Avenue. 
District  VII,  Route  20.5,  Section  S.  Pas. 
C.  O.  Sparks  and  Mundo  Engineering  Co.,  Los 
Angeles,  $117,158 ;  John  Strona,  Pomona, 
$123,883;  Oscar  Oberg,  Los  Angeles,  $110,- 
848;  Griffith  Co.,  Los  Angeles,  $113,251; 
Claude  Fisher  Co.,  Ltd.,  Los  Angeles,  $112,- 
88ti;  George  J.  Bock  Co.,  Los  Angeles,  $120,- 
930;  Bverts  &  Dunn,  Los  An;;.'lcs.  $112.- 
620;  Oswald  Bros.,  Los  Angeles.  .Si:;o,s02; 
W.  E.  Hall  Co.,  Alhambra,  $110.0.j9  ;  Jliu- 
nis  &  Moody  &  Werner  &  Webb,  Los  An- 
geles, $119,908;  Carlo  Bongiovanni.  Los  An- 
geles, .$118,049;  United  Concrete  Pipe  Cor- 
poration, Los  Angeles,  $114,211 ;  Fred  E. 
Potts  Co.,  Los  Angeles,  $121,716.  Contract 
awarded  to  J.  E.  Haddock,  Ltd.,  Pa.sadena, 
$109,837.40. 

MARIN  COUNTY— A  timber  bridge  with 
concrete  deck  across  Stemple  Creek,  about 
one  mile  north  of  Tomales  consisting  of  11 


nineteen-foot  spans  and  grading  approaches 
and  applying  road-mix  surface  treatment 
thereto.  District  IV,  Route  56,  Section  D, 
Peter  J,  McHugh,  San  Francisco,  $17,942; 
Franzini  and  Fredenburg,  San  Rafael,  $18,- 
372;  A.  Soda  and  Son.  Oakland,  $20,503; 
Palo  Alto  Road  Materials  Co.,  Palo  Alto, 
$20,564;  Parish  Bros.,  Los  Angeles,  $20,- 
735;  Chas.  L.  Harney.  San  Francisco,  $20,- 
743;  Lee  J.  Immel,  Berkeley,  .$21,057;  B, 
A.  Howkins  and  Co.,  San  Francisco,  $21,- 
705;  C.  C.  W.  &  H.  H.  Haun,  San  Fran- 
ci-sco,  $21,785;  E.  T.  Lesure,  Oakland,  $23.- 
769;  E.  A.  Forde,  San  Anselmo,  $19,055; 
Valley  Construction  Co.,  San  Jose,  .$19,859; 
Pacific  States  Construction  Co.,  San  Fran- 
cisco, $19,931;  Clausen  and  Corfield,  Berke- 
ley, $20,842;  F.  J.  Maurer  and  Son,  Inc., 
Eureka,  .$20,930;  Claude  C.  Wood,  Stockton, 
$21,680.  Contract  awarded  to  Albert  H. 
Siemer  and  J.  Carcano,  San  Anselmo,  $17,- 
220.50. 

MONTEREY  COUNTY— Between  five 
miles  and  5.9  miles  west  of  Greenfield,  about 
0.9  mile  to  be  graded.  District  V,  Feeder 
road.  Young  and  Son  Co.,  Ltd.,  Berkeley, 
$16,802 ;  Mountain  Construction  Co.,  Sacra- 
mento, $17,435 ;  M,  J.  Ruddy.  Modesto,  $17,- 
640 ;  Bodenbamer  Construction  Co.,  Oak- 
land, $24,609 ;  Guerin  Bros.,  San  Franci-sco, 


Arroyo  Seco  Highway 

(Continued  from  page  21) 

The  Arroyo  Seco  Highway  will  fol- 
low down  the  Arroyo  Seco,  from 
Pasadena,  through  Victory  Park, 
skirt  the  back  edge  of  Sycamore 
Grove,  and  connect  with  San  Fer- 
nando Road  and  North  Figueroa 
Street  leading  to  the  center  of  metro- 
politan Los  Angeles.  When  com- 
pleted, the  highway  will  be  one  of  the 
most  modern  in  the  nation.  There 
will  be  no  grade  crossings  throughout 
its  entire  length. 

A  total  of  $1,112,000  has  been  allo- 
cated for  the  Arroyo  Seco  project. 
The  contract  now  under  way  calls 
for  the  expenditure  of  $118,000  and 
includes  the  construction  of  three 
bridges  and  two  blocks  of  grading. 


$24.549 ;  John  Jurkovich.  Fresno,  $22.724 ; 
('has.  L.  Harney,  San  Francisco,  .$20,694; 
Valley  Construction  Co.,  San  Jose,  $21,750; 
(Jeorge  K.  Thompson  and  Co.,  Los  Angeles, 
.$20,640;  L.  C.  Kar.stedt,  Watsonville,  $17,- 
493;  Claude  C.  Wood,  Stockton,  $23,156; 
George  J.  Bock  Company,  Los  Angeles,  $24,- 
294 ;  Martin  Bros.  Trucking  Co.,  Long 
Beach,  $31,045;  Triangle  Rock  and  Gravel 
Co,,  San  Bernardino,  $28,676;  N.  M.  Ball 
Sons,  Berkeley,  $21,757;  Granfield,  Farrar 
and  Carlin,  San  Francisco,  $19,623 ;  Harms 
Bros.,  Sacramento,  $17,963;  Minnis  & 
Moody,  Los  Angeles,  $19,997.  Contract 
awarded  to  J.  L.  Conner  and  Sons,  Monterey, 
$15,317.16. 

NAPA  COUNTY— Three  bridges,  one 
across  Dry  Creek,  one  across  Bale  Slough 
Overflow  and  one  across  Bale  Slough,  be- 
tween 6  and  15  miles  north  of  Napa  to  be 
widened.  District  IV,  Route  49,  Sections 
B,  C.  M.  J.  Lynch,  San  Francisco,  $20,- 
859;  C.  W.  Calleti  and  Co.,  San  Rafael, 
.$23,360;  Claude  C.  Wood.  Stockton,  $21,012; 
Carl  N.  Swenson  Co.,  San  Jose,  $21.9.50; 
Brown  and  Lambretti,  Mill  Valley,  $21,998; 
Peter  J.  McHugh,  San  Francisco,  .$24,059; 
Pacific  States  Construction  Co.,  San  Fran- 
cisco, $24,339;  Rock  and  Gravel  Trucking 
Co,,  Oakland,  $24,402;  C.  C.  W.  &  H.  H. 
Haun,  San  Francisco,  .$26,412.  Contract 
awarded  to  Palo  Alto  Road  Materials  Co., 
Palo  Alto,  $19,947.93. 

SAN  BENITO.  MONTEREY,  SAN  LUIS 
OBISPO,  SANTA  BARBARA  COUNTIES 
— At  various  locations,  diesel  oil  to  be  ap- 
plied to  roadside  vegetation  for  a  distance  of 
about  242.6  roadside  miles.  District  V.  Pa- 
cific Truck  Service,  Inc.,  San  Jose,  $8,418; 
Lee  J.  Immel,  Berkeley,  $7,797 :  Western 
Motors  Transfer  Co.,  Santa  Barbara.  $10,- 
660:  Oilfields  Trucking  Co.,  Bakersfield, 
.$7.624 ;  L.  A.  Brisco,  Arroyo  Grande,  .$9,- 
970 :  Bradley  Truck  Co.,  Inc,  Santa  Maria, 
$9,125.  Contract  awarded  to  Bert  Hale, 
Pismo  Beach,  $6,658.50. 

TULARE  COUNTY— Between  Morton 
Street  in  Porterville  and  Mulberry  Street, 
about  0.9  mile  to  be  graded  and  surfaced 
with  plant-mixed  surfacing  on  cru.sher  run 
base  and  road-mix  surface  treatment  to  be 
applied  to  the  shoulders.  District  VI.  Route 
129,  Section  Ptrv,  C.  Oilfields  Trucking 
Co.,  Bakersfield,  $40,819;  Griffith  Co.,  Los 
Angeles,  $34,693;  Piazza  and  Huntley.  San 
Jose,  $36,223 ;  Union  Paving  Co..  San  Fran- 
cisco, $41,217.  Contract  awarded  to  N.  M. 
Ball  Sons,  Berkeley,  $33,235.60. 


California  Highways  and  Public  Works   (April  193  8) 


I  Twenty-seven  ] 


3n 
MEmoriam 


Charles  Stockton  j3opc 


Charles  Stockton  Pope,  Construction  Engineer  of  the  Division 
of  Highways  since  1923,  passed  away  on  March  16,  1938,  at  Riv- 
erside, while  on  an  inspection  trip  of  recent  storm  damage  to 
highways   in  southern  California. 

Mr.  Pope  was  born  August  10,  1874,  at  Fort  Stockton,  Texas, 
the  son  of  Dr.  Benjamin  F.  Pope,  a  distinguished  surgeon  in  the 
U.  S.  Army.  He  received  his  early  education  at  army  schools, 
private  and  public  schools,  graduating  from  Stanford  University 
with  an  A.B.  in  C.E.  in  1897.  While  at  Stanford,  he  was  a  mem- 
ber of  the  Chi  Psi  fraternity,  varsity  track  team  in  1896  and 
1897,  and  was  elected  perpetual  class  president  in  his  senior 
year. 

Mr.  Pope  began  his  professional  career  in  1898,  on  land  and 
irrigation  surveys  in  Kern  County.  In  1900  and  1901  he  was 
assistant  engineer  on  power  projects  for  the  Standard  Electric 
Co.,  continuing  similar  work  in  1902  and  1903  for  the  North 
Shore  Railroad  and  Stanislaus  Water  and  Power  Co.  During 
1904  to  1906  he  was  engaged  as  surveyor  for  the  King  of  Arizona 
Mine,  and  in  private  practice  at  Los  Angeles.  In  1907  he  entered 
the  engineering  department  of  the  city  of  Los  Angeles  where  he 
was  principally  engaged  as  highway  engineer  in  charge  of  pav- 
ing work  until  the  year  1915.  From  1916  to  1921  he  was  asso- 
ciated with  Warren  Brothers  as  district  engineer  on  promotion 
and  consulting  work  for  asphalt  pavement  projects  in  California 
and   Nevada. 

In  January,  1922,  he  began  his  service  with  the  California 
Highway  Commission  as  Assistant  Engineer,  specializing  on 
asphalt  pavement  work.  In  September,  1923,  when  the  Con- 
struction Department  was  organized,  Mr.  Pope  was  appointed 
head  of  this  department  as  Construction  Engineer  in  charge  of 
the  Materials  and  Research  Laboratory  and  of  all  highway  con- 
struction, except  major  bridges.  The  laboratory  assignment  was 
terminated  in  1928  when  the  Materials  and  Research  Department 
was  organized.  As  Construction  Engineer,  Mr.  Pope  also  had 
charge  of  the  State  Prison  Camps,  involving  supervision  of  the 
construction  of  many  miles  of  heavy  mountain  roads  and  of 
problems   concerning   the   rehabilitation   of   prisoners. 

To  his  keen,  analytical  mind  and  his  constant  interest  in 
research  can  be  attributed  many  of  the  improved  methods  of 
construction  of  our  highways.  His  continued  effort  and  study 
are  primarily  responsible  for  the  development  of  the  modern 
high  type  asphalt  concrete  pavement  as  now  constructed  by  the 
State.  His  numerous  technical  and  scientific  papers,  articles, 
and  discussions  contributed  materially  to  the  knowledge  of  high- 
way engineering  and  are  widely  recognized   as  authoritative. 

He  was  an  active  member  of  the  American  Society  of  Civil 
Engineers,  serving  as  president  of  the  Sacramento  Section  in 
1924  and  on  numerous  committees.  He  was  also  a  member  of 
Sacramento  Lodge  No.  40,  Free  and  Accepted  Masons,  the  Sutter 
Club,  San  Francisco  Engineer's  Club,  California  Museum  Asso- 
ciation, and  a  former  member  of  the  Sutter  Tennis  Club  and  the 
Del    Paso   Country    Club. 


Samuel  Alexander  liart 


Early  on  Sunday  morning,  March  20,  1938,  Samuel  Alexander 
Hart  succumbed  to  the  effects  of  a  long  illness  at  his  home  in 
Sacramento,  California.  Although  in  poor  health  for  a  number 
of  years,  he  had  continued  his  duties  in  the  office  of  the  State 
Engineer  as  Senior  Engineer,  Supervision  of  Dams,  till  less  than 
three  weeks  before   his  death. 

The  son  of  Henry  Eldredge  and  Anzolette  (Hayward)  Hart, 
he  was  born  at  Stockbridge,  Wisconsin,  December  14,  1885, 
where  he  received  his  early  education.  In  1903  he  came  to  Cali- 
fornia and  completed  his  preparation  for  college,  entering  the 
University  of  California  with  the  class  of  1910,  but  the  necessi- 
ties of  self  support  prevented  his  graduation  until  1911  when  he 
received  his  B.S.  degree. 

Although  he  graduated  in  mining,  Mr.  Hart  chose  to  follow 
irrigation  and  hydraulic  engineering,  devoting  the  major  por- 
tion of  his  professional  career  to  these  two  branches. 

From  the  time  of  his  graduation  until  the  United  States 
entered  the  World  War,  he  followed  engineering  work  In  North- 
ern California  and  Arizona,  served  as  Chief  Engineer  of  the 
Waterford  Irrigation  District  for  three  years;  Assistant  Engi- 
neer of  the  South  San  Joaquin  Irrigation  District  for  two  years, 
chiefly  on  the  construction  of  Woodward  dam.  After  the  war 
he  was  employed  in  private  practice  with  Joseph  W.  Gross,  Con- 
sulting Engineer,  for  fifteen  months,  a  few  months  with  the 
State  Division  of  Engineering  and  Irrigation  on  reconnaissance 
surveys  and  from  February,  1922,  to  November,  1928,  he  was 
employed  in  the  Engineering  Department  of  the  City  of  Sacra- 
mento, rising  from  the  position  of  Assistant  Engineer  to  that  of 
City  Engineer.  From  November,  1928,  to  April,  1930,  he  served  as 
Sanitary  Engineer  for  the  City  of  Berkeley  In  charge  of  the 
design  and  construction  of  a  storm  sewer  system.  Upon  com- 
pletion of  this  work  he  was  appointed  to  the  position  of  Senior 
Engineer  of  Hydraulic  Structure  Design  on  Supervision  of  Dams 
in  the  Division  of  Water  Resources,  Department  of  Public 
Works,  continuing  in  this  position  till  his  death. 

Mr.  Hart  joined  the  war  forces  of  the  United  States  In  August, 
1917,  and  was  commissioned  First  Lieutenant  of  Co.  H,  23rd 
Engineers.  The  regiment  went  overseas  on  March  30,  1918,  and 
was  engaged  for  the  greater  part  of  the  time  in  building  and 
maintaining  communications  to  the  front  lines.  The  regiment 
took  an  active  part  in  the  battles  of  St.  Mihiel  and  the  Meuse- 
Argonne,  returned  to  the  United  States  and  was  disbanded  in 
June,  1919,  Mr.  Hart  receiving  his  honorable  discharge  on  the 
17th  of  that  month. 

On  August  5,  1921,  he  married  Elsie  A.  Silman  who,  with  their 
two  sons,  Samuel  A.  Jr.,  and  William  E.,  survives  him. 

Mr.  Hart  was  a  member  of  Union  Lodge  No.  58,  Free  and 
Accepted  Masons  of  the  State  of  California,  the  Scottish  Rite 
Bodies  of  Sacramento  and  the  Ben  Ali  Shrine.  He  was  also  a 
member  of  the  American  Society  of  Civil  Engineers  and  affili- 
ated with  the  Sacramento  Section.  His  friendly  greeting  and 
genial  smile  will  be  missed  by  his  friends  and  associates. 


I  Twenty-eight  ] 


(April  1938)  California  Highways  and  Public  Works 


STATE  OF  CALIFORNIA 


Department  of  Public  Works 

Headquarters:   Public  Works  Building,  Twelfth  and  N  Streets,  Sacramento 


FRANK  P.  MERRIAM Governor 

HARRY  A.  HOPKINS Assistant  Director 


CALIFORNIA  HIGHWAY  COMMISSION 


H.  R.  JUDAH,  Chairman,  Santa  Cruz 

PHILIP  A.   STANTON,   Anaheim 

PAUL  G.  JASPER,  Fortuna 

WILLIAM  T.  HART,  Carlsbad 

ROBERT  S.  REDINGTON,  Los  Angeles 

JULIBN  D.  ROUSSEL,   Secretary 


DIVISION  OF  HIGHWAYS 


C.  H.  PURCELL,  State  Highway  Engineer 

G.  T.   McCOY,  Assistant   State  Highway   Engineer 

J.  G.  STANDLEY,  Principal  Assistant  Engineer 

R.  H.  WILSON,  Office  Engineer 

T.  E.  STANTON,  Materials  and  Research  Engineer 

FRED  J.  GRUMM,  Engineer  of  Surveys  and  Plans 

R.  M.  GILLIS,  Construction  Engineer 

T.  H.  DENNIS,  Maintenance  Engineer 

F.  W.  PANHORST,  Bridge  Engineer 

V.  CAMPBELL,  Engineer  of  City  and  Cooperative  Projects 

R.  H.  STALNAKER,  Equipment  Engineer 

J.  W.  VICKREY,  Safety  Engineer 

E.  R.  HIGGINS,  Comptroller 

DISTRICT  ENGINEERS 

E.  R.  GREEN  (Acting),  District  I,  Eureka 

F.  W.  HASELWOOD,  District  II,  Redding 
CHARLES  H.  WHITMORE,   District  III,   Marysville 

JNO.  H.  SKEGGS,  District  IV,  San  Francisco 

L.  H.  GIBSON,  District  V,  San  Luis  Obispo 

E.  T.  SCOTT  (Acting),  District  VI,  Fresno 

S.  V.  CORTELYOU,  District  VII,  Los  Angeles 

B.  Q.  SULLIVAN,  District  VIII,  San  Bernardino 

S.  W.  LOWDBN    (Acting),  District  IX,  Bishop 

R.  E.  PIERCE,  District  X,  Stockton 

E.  E.  WALLACE,  Disrict  XI,  San  Diego 

SAN   FRANCISCO-OAKLAND  BAY  BRIDGE 
O.  E.  ANDREW,  Bridge  Engineer 


EARL  LEE  KELLY Director 

EDWARD  J.  NERON Deputy  Director 


DIVISION  OF  WATER  RESOURCES 


EDWARD  HYATT,  State  Engineer,  Chief  of  Division 

GEORGE  T.  GUNSTON,  Administrative  Assistant 

HAROLD  CONKLING,  Deputy  in  Charge  Water  Rights 

A.  D.  EDMONSTON,  Deputy  In  Charge  Water 
Resources  Investigation 

R.  L.  JONES,  Deputy  in  Charge  Flood  Control  and  Reclamation 

GEORGE  W.  HAWLEY,  Deputy  in  Charge  Dams 

SPENCER  BURROUGHS,  Attorney 

EVERETT  N.  BRYAN,  Hydraulic  Engineer  Water  Rights 

GORDON  ZANDER,  Adjudication,  Water  Distribution 


DIVISION  OF  ARCHITECTURE 


GEORGE  B.  McDOUGALL,  State  Architect,  Chief  of  Division 

P.  T.  POAGE,  Assistant  State  Architect 

W.  K.  DANIELS,  Assistant  State  Architect 

HEADQUARTERS 

H.  W.  DeHAVEN,  Supervising  Architectural  Draftsman 

C.   H.   KROMER,   Principal   Structural   Engineer 

CARLETON  PIERSON,  Supervising  Specification  Writer 

J.  W.  DUTTON,  Principal  Engineer,  General  Construction 

W.  H.  ROCKINGHAM.  Principal  Mechanical  and  Electrical 
Engineer 

C.  E.  BERG,  Supervising  Estimator  of  Building  Construction 


DIVISION  OF  CONTRACTS  AND  RIGHTS  OF  WAY 


C.  C.  CARLETON,  Chief 

CLARENCE  W.  MORRIS,  Attorney,  San  Francisco 

FRANK  B.  DURKEE,  Attorney 

C.  R.  MONTGOMERY,  Attorney 

ROBERT  E.  REED,  Attorney 


DIVISION  OF  PORTS 


I'ort  of  Eureka— E.   S.  MACKINS,   Surveyor 


55522      4-38      16,400 


GEORGE  H.  MOORE,  St, 


PM:    If  addressee  has  moved 
notify  sender  on 

Form  3547 

Division  of  Highways 

P.  O.   Box   1499 

Sacramento.  California 


Seattle   Public   Library, 
Seattle, 


SEC.  5G2  P.  L.  &  R. 
U.   S.  POSTAGE 

PAID 

.'^aoramento,  Cal. 
Permit  No.   152 


MAP 

SHOWING 

STATE  HIGHWAY  SYSTEM 


LEGEND 

Primary  Roads     ^" 
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CALIFORNIA  HIGHWAYS  AND  PUBLIC  WORKS 

Official  Journal  of  the  Division  of  Highways  of  the  Department  of  Public  Works,  State  of  California 

EARL  LEE  KELLY,  Director    C.  H.  PURCELL,  State  Highway  Engineer    JOHN  W.  HOWE,  Editor     K.  C.  ADAMS,  Associate  Editor 

Published  for  information  of  the  members  of  the  department  and  the  citizens  of  California 

Editors  of  newspapers  and  others  are  privileged  to  use  matter  contained  herein.     Cuts  will  be  gladly  loaned  upon  request. 
Address  communiciitions  to  California  Highways  and  Public  Works,  P.  O.  Box  1499,   Sacramento,  California. 

Vol.16  MAY,  1938  No.  5 


Table  of  Contents 


Page 

Coustruction  Starts  Relieving  Congestion  Near  San  Rafael.  Illustrated 1 

By  Jno.  H.   Skeggsj  District  Engineer 

Pictures  Showing  Part  of  San  Rafael  Project 2,3 

Progress  on  Cuesta  Grade 4 

B2/    B.    TV.    Booker,   DistHct    Co^istruction    Engineer 

Construction  Scenes  on  Cuesta  Grade  Project 5 

Views  Showing  Progress  of  "Work  on  Cuesta  Grade 6,  7 

Building  the  Bay  Bridge  Railroad 8 

Picture  of  Viaduct  Leaving  San  Francisco-Oakland  Bay  Bridge  TerminaL,  9 

Picture  Showing  San  Francisco  Terminal  Under  Construction 10 

Views  of  Elevated  Tracks  on  Bay  Bridge 11 

Outdoor  Advertising 12-13 

By  Jim   M.   Call,   SuiJeri-ising  Inspector 

Construction  Progress  and  Pavement  Records  for  1937,  Illustrated 1-1-17 

By  Earl    Withycovibe,   Assistant    Construction   Engineer 

Highway  Between  Redlands  and  Crystal  Springs  to  Be  Realigned,  Illus- 
trated  18,19 

By   A.    Ei^erett    Smith,   Assistant   Highu-ay    Engineer 

State  Surveys  Its  Snow  Crop 20 

By  Fred  H.  Paget,  Associate  Hydranlic  Engineer 

Pictures  of  Snow  Survej''ors  at  Work 21 

Secondary  Highway  Improvement,  Illustrated 22.23 

By    W.   L.    McFadden,   Associate    Highway   Engineer 

Construction  Progress  and  Pavement  Records  for  1937  (Continued) 24.25 

Monthly  Report  of  Division  of  Water  Resources 26 

Highway  Bids  and  Awards  for  April,  1938 27 

Picture  Showing  Backfilling  on  Cuesta  Grade 28 


CONSTRUCTION  STARTS  RELIEVING 
CONGESTION  NEAR  SAN  RAFAEL 
AND  BREAKING  BAD .BOiTicENECK 


By  JNO.    H.    SKEGGS,    District  Ensinee>  - 


THE  STEADY  increase  of  traf- 
fic   between   metropolitan    San 
Francisco     and     the     Redwood 
Empire,  particularly  the  vacation  re- 
j  sorts    along    the    Russian    River, 
1  together  with  the  change  in  charac- 
!  istics   of   traffic   flow   resulting   from 
construction    of    the    Golden    Gate 
1  Bridge,  has  made  it  necessary  to  pro- 
ij  vide  greater  capacity  on  U.  S.  Rout« 
>  101  in  the  vicinity  of  San  Rafael. 
Before  the  opening  of  the  bridge, 
the  limited  capacity  of  the  ferries  gov- 
erned the  flow  of  traffic  more  than  the 
capacity  of  the  highway  approaches. 
Now  it  is  not  necessary  for  miles  of 
cars  to  patiently  await  their  turn  for 
the  ferry  at  Sausalito  and  the  need  for 
highway  development  to  remove  con- 
gestion en  route  is  more  pronounced. 

CONGESTION  NEAR  SAN  RAFAEL 

Studies  show  conclusively  that  the 
most  constricted  section  of  this  only 
artery  between  the  Golden  Gate 
Bridge  and  Santa  Rosa  is  from  Ig- 
nacio  through  San  Rafael. 

Improvement  of  other  sections 
miiiht  be  economically  sound,  as  they 
mit:ht  be  on  many  other  sections  of 
hi'jhway  throughout  the  State,  but 
with  the  limited  funds  available,  bet- 
fciment  of  the  most  congested  por- 
tions must  come  first.  Accordingly, 
this  project  utilizes  all  funds  avail- 
^ililf  in  removing  and  relieving  the 
Wdi'st  constrictions. 

Earlier  commencement  of  work  had 
been  planned,  but  postponement  was 
unavoidable  because  of  the  necessity 
of  awaiting  assurance  that  federal 
aid  would  be  forthcoming,  without 
which  the  improvement  could  not  be 
made. 

SUNDAY  TRAFFIC   18,000 

Traffic  on  this  seven  mile  stretch  of 
two-lane  pavement  between  Ignacio 
and  San  Rafael  reaches  an  intensity 
of  1700  cars  for  a  one  hour  period 
with  a  sustained  flow  of  1250  or  more 
per  hour  over  an  eight  hour  period. 


Sunday  traffic  in  June  and  July 
approximates  18,000  vehicles  per 
day  and  even  week  day  traffic  often 
exceeds  the  comfortable  carrying 
capacity  of  a  two-lane  highway. 

Obviously,  more  lanes  are  essen- 
tial and  as  tie  existing  pavement  is 
in  good  condition  and,  in  general,  on 
good  alignment,  the  present  project 
consists  of  widening  to  three  lanes, 
with  four  lanes  to  be  provided  where 
sight  distance  is  limited.  This  will 
provide  opportunity  for  passing,  re- 
sulting in  greater  capacity  and  will 


JNO.    H.  SKEGGS 

make  travel  safer  by  eliminating  the 
tendency  of  vehicles  moving  in  groups 
to  "bunch  up" — a  common  cause  of 
accidents. 

DIVIDED   ROADWAY   PLANNED 

Immediately  north  of  Ignacio  the 
Black  Point  Cutoff  diverts  consider- 
able traffic  and  the  existing  two-lane 
pavement  from  there  north  has  suffi- 
cient capacity  for  the  present.  How- 
ever, for  0.4  mile  north  of  the  wye 
a  third  lane  will  be  added,  and  to 
pro\dde  a  faster  get-away  and  space 


for  safe  adjustment  of  speeds,  the 
pavement  will  be  widened  to  50  feet 
for  three-quarters  of  a  mile  south  of 
the  wye. 

It  is  planned  that  eventually  a  di- 
vided roadway  will  be  constructed 
and,  as  the  terrain  does  not  lend 
itself  to  dual  roadways  separated  by 
appreciable  horizontal  or  vertical 
distances,  the  roadbed  will  be  con- 
structed to  a  width  sufficient  to  per- 
mit two  23-foot  pavements  with 
seven-foot  shoulders  and  a  four  foot 
center  division  strip. 

The  excess  excavation  resulting 
from  widening  the  major  cuts  for 
present  requirements  enables  this  ulti- 
mate grading  width  to  be  done  at  a 
very  small  additional  cost.  Perma- 
nent landscaping  can  now  be  done  as 
funds  become  available. 

At  St.  Vincent's  Hill,  midway  be- 
tween Ignacio  and  San  Rafael,  the 
existing  curves  will  be  flattened  to  a 
minimum  radius  of  1500  feet.  This 
change,  together  with  widening  and 
lowering  the  roadbed,  entails  87,000 
cubic  yards  of  excavation,  most  of  it 
to  be  sliced  from  present  slopes  which 
rise  over  100  feet  above  grade.  The 
balance  of  the  273,000  cubic  yards  of 
excavation  is  distributed  throughout 
other  widening  and  the  new  roadway 
within  San  Rafael. 

SECTION  IN  SAN  RAFAEL 

Maximum  congestion  occurs  in  San 
Rafael  where  numerous  intersecting 
streets,  stop  signals,  grade  crossings 
of  railroads,  etc.,  prevent  free  flow  of 
traffic  and  a  mere  widening  of  the 
present  highway  would  not  satisfac- 
torily improve  conditions.  Correc- 
tion demands  an  unobstructed  free- 
way and  its  selection  requires  vision 
and  caution  in  order  that  the  im- 
provement be  of  permanent  benefit. 

Intensive  studies  of  possible  satis- 
factorj^  routes  showed  that  all  con- 
verge near  a  common  point  in  the 
north    central    part   of    San    Rafael. 


Proper  development  of  any  of  these 
routes  entails  major  structures  and 
expenditures  greater  than  can  be 
made  with  funds  now  available. 
However,  by  fully  improving  a  new 
half  mile  section  from  the  north  city 
limits  to  Grand  Avenue  from  which 
point  one  of  the  future  routes  can  be 
continued,  the  congestion  will  be  al- 
leviated and  a  start  made  on  com- 
plete elimination  of  tJie  constriction. 

ALTERNATE  ROUTE  PROVIDED 

During-  peak  periods  (Sundays  and 
holidays),  northbound  through  traf- 
fic will  be  routed  via  Irwin  Street, 
Belle  Avenue,  and  Grand  Avenue, 
and  southbound  traffic  will  continue 
to  use  the  present  highway.  At 
times  of  extreme  peak  travel,  how- 
ever, it  will  be  possible  to  utilize 
both  routes  for  traflBo  in  the  same 
direction.  The  addition  of  this  tem- 
porary route  necessitates  minor  im- 
provement of  Belle  and  Grand 
Avenues. 

To  enable  present  and  future  traf- 
fic from  west  of  the  railroad  to  safely 
reach  the  highway  to  the  north,  it 
will  be  carried  under  the  new  section 
of  highwa.y  by  a  new  1000  ft.  connec- 
tion and  allowed  to  merge  with  other 
traffic  at  the  north  limits  of  the  city. 

The  new  section  of  highway  cuts 
through  built  up  portions  of  the  city 
for  several  blocks  and  a  service  road 
will  be  constructed  on  the  east  side 


Perspective  sketch  of  Ignacio-San    Rafael 
project. 

View  tal<en  from  side  of  present  high- 
way looking  northward  through  Puerto 
Suello  Pass  at  northerly  city  boundary. 
Dotted  line  shows  position  of  proposed  ex- 
tension  southward   in  to  San    Rafael. 


to  enable  the  highway  to  function  as 
a  freewaj'.  As  this  section  lies  adja- 
cent to  the  railroad,  no  service  road 
is  necessary  on  the  other  side. 

CONSTRUCTION   DETAILS 

Numerous  widths  of  pavement  re- 
sult from  the  use  of  both  three  and 
four-lane  sections,  the  several  short 
line  changes,  the  division  (or  pro- 
vision therefor),  of  certain  portions 
of  the  four-lane  pavement,  full  utili- 
zation of  the  existing  20  foot  Port- 
land cement  concrete  pavement  and 
the  several  two-lane  roads. 

Altogether  there  will  be  nearly  six 
miles  of  Portland  cement  concrete 
widening  strips  constructed  to  widths 
of  11,  13,  15,  and  22  feet  and  almost 
three  miles  of  asphalt  concrete  pave- 
ment, 0.33  ft.  thick,  in  widtl:s  of  11, 
13,  15.  17,  30,  and  50  feet. 

Surfacing  of  the  new  section  of 
highway,  together  with  its  service 
road,  the  Lincoln  Avenue  connection, 
and  Belle  and  Grand  Avenues,  aU 
within  San  Rafael,  will  consist  of 
0.21  ft.  of  plant  mix. 

Subbase  for  all  pavement  will  con- 
sist of  one-half  foot  of  selected  mate- 
rial to  be  obtained  from  a  suitable 
deposit  near  the  north  end  of  the 
project.  Three-foot  shoulders  of  this 
material  will  be  constructed  through- 
out. 

Approximately  15  per  cent  of  the 
cost  of  the  work  will  be  involved  in 


„?*'«**• 


,  ^v^ 


top  of  cut  through  the  saddle  at  Puerto  Suello  on   westerly    side    of    highway     looking     southwa 
dotted    line   represents   approximately   that    portion   of   reconstruction   through    San    Rafael. 


the  widening  of  six  existing  bridges 
and  the  construction  of  an  underpass 
as  a  part  of  the  Lincoln  Avenue  con- 
nection. Clearing  and  demolition  of 
numerous  buildings  on  the  new  right 
of  way  within  San  Rafael  add  to  the 
varied  work  involved  and  altogether 


there  are  70  contract  items. 

The  time  limit  of  150  working  days 
will  make  this  improvement  a  fast 
moving  job,  requiring  double  shifting 
and  careful  coordination  by  the  con- 
tractor. Particularly  difficult,  will  be 
the    maintaining    of    heavy    summer 


trafiic  throughout   the  length   of  tlie 
project. 

Bids  were  opened  April  27th  and 
the  work  will  soon  proceed  under  the 
supervision  of  District  Construction 
Engineer  E.  G.  Poss,  and  Resident 
Engineer  W.  A.  Rice. 


MODOC  HIGHWAY  COMPLETED 

By  MATHEW  FREDERICKSEH  Resident  Ensineer 


ANEW  10-mile  unit  of  State 
Highway  between  Hot  Creek 
and  Alturas,  in  Modoc  County, 
on  U.  S.  Highway  299,  has  been  com- 
pleted. This  unit  was  particularly 
significant  in  that  it  was  the  last  re- 
maining unimproved  portion  on  this 
State  route. 

Aside  from  affording  transportation 
facilities  to  a  large  agricultural  sec- 
tion and  access  to  a  widely  known 
recreational  area,  U.  S.  Highway  299 
is  of  interstate  importance  in  that  it 
directly  affords  connections  with  two 
states — Nevada  to  the  east  and  Oregon 
to  the  north. 

The  old  existing  road  replaced  by  the 


the  new  unit,  was  characteristic  of 
rural  roads  as  existed  prior  to  the 
advent  of  motor  transportation. 
Through  years  of  maintenance  work 
and  betterment  contracts,  since  the 
inception  of  the  route  into  the  State 
Highway  System,  a  fair  surface  had 
been  obtained,  but  lack  of  drainage 
required  reworking  of  this  surface 
once  or  twice  a  year.  The  other  char- 
acteristics, however,  rendered  the  sec- 
tion wholly  inadequate  and  unsafe  for 
present-day  needs  and  requirements. 
The  new  alignment  consists  of  long 
tangents  and  long  radius  curves.  The 
grades  were  designed  to  insure  ample 
sight  distance,   and   with  a  roadway 


section  that  will  expedite  snow  re- 
moval. All  of  these  features  were 
designed  and  planned  to  yield  safety 
and  economy  to  its  users. 

An  important  feature  of  the  project 
was  the  use  of  local  deposits  of  pit-run 
gravel  for  the  base  course.  These 
deposits,  characteristic  of  the  eastern 
area  of  the  Cascades,  are  irregular  in 
area,  shallow  in  depth,  and  are  found 
at  random  locations,  but  they  usually 
have  the  characteristics  that  make 
them  suitable  for  base  construction. 
Aggregate  from  the  deposits  was 
crushed  and  graded  for  the  top  plant- 
mixed  bituminous  surface. 

(Continued  on  page  27) 


'California  Highways  and  Public  Works  (Mayms) 


[Thr 


Here  is  an  excellent  view  of  one  of  many  Cuesta  grade  curves  now  being    eliminated. 

Progress  on  Cuesta  Grade 

By  B.  W.  BOOKER,  District  Construction  Engineer 


THE  August,  1937,  issue  of  Cali- 
fornia Highwaj's  and  Public 
Works  included  an  article  de- 
scribing the  reconstruction  of  Cuesta 
Grade  on  the  coast  highway  (U.  S. 
101).  The  contract  was  awarded 
on  May  26,  1937,  and  consti-uetion 
was  just  getting  well  started  at  the 
time  the  article  appeared  in  print. 

A  description  of  the  preliminary  in- 
vestigations and  construction  planned 
as  a  result  of  these  investigations 
was  given  in  detail  in  the  previous 
article. 

It  is  interesting  at  this  time  to  ccnn- 
luent  on  the  items  of  principal  im- 
[lortance  which  were  covered  in  the 
])revious  article  and  to  draw  some 
conclusions  as  to  the  effectiveness 
of  the  preliminary  investigations  in 
accomplishing  the  purposes  planned. 
The  major  items  of  interest  wliicli 
come  under  this  heading  follow : 

Progress — Construction  operations 
were  started  on  June  15,  1937,  and 


have  been  confined  to  date  to  grad- 
ing, drainage  and  contingent  items. 
At  the  present  time,  in  spite  of  a 
three  months'  shut  down  due  to  an 
unusually  severe  winter,  the  roadbed 
items  listed  above  are  ap]iroximately 
85  per  cent  complete,  the  entire  proj- 
ect 66  per  cent  complete  and  the  job 
about  3  per  cent  ahead  of  schedule. 
This  is  considered  to  be  satisfactory 
progress  in  view  of  the  difficulties 
of  construction,  involving  movement 
of  a  considerable  portion  of  the  ex- 
cavation from  the  top  of  the  cuts 
to  the  bottom  of  adjacent  fills.  The 
maximum  vertical  movement  of  this 
nature  was  from  150  feet  above  grade 
to  200  feet  below  grade  witli  the  add- 
ed difficulty  of  having  to  cross  traf- 
fic en  route. 

The  maximum  output  on  roadway 
excavation  was  150,000  cubic  yards 
l)er  month  working  two  shifts  witli 
2^  cubic  yard  shovels  and  four  9  by 
12  cubic  yard  carry-alls  sn]ii>le- 
nu'nted  by  tlie  necessary  ti-ncks  ami 
bull-dozers. 


The  excavation  of  fill  treatment 
trenches,  which  are  90  per  cent  com- 
plete to  date,  also  served  to  retard 
progress  in  the  early  stage  of  the 
construction. 

Present  indications  are  that  the 
jiroject  will  be  finished  about  the 
middle  of  September,  approximately 
one  month  earlier  than  the  date  for 
completion. 

Traffic — In  spite  of  the  construc- 
tion difficulties  involved  in  carrying 
traffic  through  a  job  of  this  magni- 
tude there  have  been  no  traffic  de- 
lays of  any  importance  to  date.  When 
the  severit.v  of  the  storms  of  last  win- 
ter is  given  due  consideration,  this 
is  an  achievement  which  speaks  well 
for  the  planning  and  execution  of 
tlie  work. 

Slides — Tlic  preliminary  estiiiiati- 
of  iiuantities  c<nnprised  915,000  cubic 
yards  of  neat  roadway  excavation 
and  included  a  suiiplemental  item 
of  90.000  cubic  yards  for  slide  con- 
tingencv. 


[Four! 


fMrtv/9's)  California  Hightvays  and  Public  Works 


Construction    scenes    on    Cuesta    Grade.      Uppei Looking    south    from    Station    216.       Note    slide    in    upper    left    with    roadbed    cut 

below.     Centei Heavy    grading    equipment    in    operation.      Lowei Unloading    top    of    slide    at    Station    210.      Grade    of    finished    road    is 

25  feet   below  existing    road.     This   project   presented    Division   of    Highway  engineers  with  many  backfilling,  cribbing  and  fill  treatment 
problems. 


California  Highways  and  Public  Works  (May  19}  s) 


[Five] 


Looking   south   from    existing   Cuesta   Grade.      Metal   crib   and    wattles    adjacent    to    railroad    just    south    of    overhead. 


At  this  writing  with  8.5  per  cent 
of  the  excavation  completed  and  the 
winter  storms  over,  it  appears  that 
there  will  be  approximately  200,000 
cubic  yards  of  slide  removal  and  pre- 
vention work  neces.sary  over  and 
above  the  neat  roadbed  quantities  or 
an  over-run  of  110,000  cubic  yards. 
This  represents  less  than  10  per  cent 
of  the  total  preliminary  estimated 
quantities  and  is  ample  justification 
for  the  time  spent  on  preliminary 
investigations  when  the  character  and 
magnitude  of  the  work  are  con- 
sidered. 

Many  of  the  slides  have  been  in  the 
nature  of  mud  flows  in  thick  strata 
of  top  soil  that  occur  in  concen- 
trated deposits  in  the  original  forma- 
tion. These  occur  as  breaks  of  lim- 
ited area  in  the  face  of  the  cut  bank 
and  are  treated  by  effecting  drainage 
and  cupping  out  the  slide  down  to 
the  tight  material. 

Several  more  extensive  .slides  oc- 
curred necessitating  flattening  the 
slopes,  taking  the  weight  off  the  top 
by  benching  and  correcting  drainage 
by  capping  springs  and  placing  sub- 
surface drains. 

Fill  Treatment— Two  types  of  fill 
treatment  were  employed  which  will 
be  briefly  described.  Both  methods 
were  designed  by  Mr.  0.  <T.  Porter 
of  the  Testing  and  Research  Lab- 
oratory and  are  worthy  of  a  separate 
article  devoted  entirely  to  their  dis- 
cussions. 

The  method  employed  generally 
throughout  the  project  on  major  fills 


having  poor  foundation,  was  to  ex- 
cavate a  trench  with  draglines  and 
bulldozers  through  the  mucky  mate- 
rial with  laterals  and  cross  trenches 
along  lines  determined  by  the  pre- 
liminary borings.  The  trenches  var- 
ied from  ten  to  twelve  feet  in  width 
with  side  slopes  varying  according 
to  the  material  and  degree  of  satu- 
ration. The  trenches  were  backfilled 
with  gravel  to  a  depth  of  four  to 
five  feet  and  a  perforated  pipe  placed 
in  the  rock  trench  in  most  cases.  The 
rock  was  then  covered  with  straw 
and  then  backfilled  with  the  trench 
spoil.  Excess  muck  unsuitable  for 
roadway  fill  was  wasted  into  fill 
struts  at  the  base  of  the  roadbed  fill. 

The  only  departure  from  the  above 
method  was  to  vary  the  location  and 
extent  of  the  trenches  to  follow  the 
seepage  encountered  while  the  exca- 
vation was  in  progress. 

A     DIFFICULT     PROBLEM 

The  excavation  of  the  fill  treat- 
ment trenches  presented  a  difficult 
problem  due  to  the  flow  of  the  sat- 
urated material  into  the  open  trench, 
particularly  on  side  hill  cutting. 
This  was  overcome,  in  the  most  ob- 
stinate cases,  by  digging  a  sump  at 
the  upper  end  of  the  trench,  drain- 
ing the  water  from  the  sump  and  ex- 
cavating the  trench  in  short  sections 
from  the  lower  end  and  backfilling 
immediately   behind    excavation. 

In  order  to  place  fill  treatment  at 
the  Station  250  fill,  it  was  necessary 
to    construct    a    sump    as    described 


above  and  strip  the  mucky  material 
for  the  entire  area  between  slope 
lines  in  the  canyon  floor  down  to 
tight  material  before  the  drains  were 
placed.  Approximately  4'3,G00  cubic 
yards  of  saturated  blue  muck  were 
excavated  and  placed  in  a  fill  strut 
extending  to  the  west  canyon  wall. 

DRAIN    FILL    FOUNDATION 

The  second  method  of  draining 
saturated  fill  foundations  was  em- 
ploj^ed  only  at  Station  175,  in  School 
House  Draw.  The  liighwaj'  traverses 
a  flat  open  draw  650  feet  in  length 
along  highway  centerline  on  a  maxi- 
mum centerline  depth  of  fill  of  60 
feet.  Test  borings  showed  the  foun- 
dation to  consist  of  a  crust  of  from  8 
to  10  feet  of  porous  shale  particles 
overlaying  a  50  to  60  feet  depth  of 
plastic    to    semiplastic    clay. 

It    was    considered    impractical    to 
.stabilize  the  foundation  by  the  pre- 
viously described  method  on  account 
of   the   depth    of   trenches   nece.ssarj'^ 
and  the  grade  required  for  the  out- 
fall ditches.     Sand  piles  were  there- 
fore studded  throughout  the  founda- 
tion area  and  connected  by  a  system  j 
of  drains  at  the  approximate  level  of  i 
the  original  ground.     The  piles  were  :j 
formed  by  driving  a  hollow  seamless  j 
mandrel  70  feet  long  and  16  inches  j 
in  diameter  through  the  clay  strata  ; 
and  filling  the  opening  with  sand  asi 
the    mandrel    was    withdrawn.      300 
i)f  the  sand  piles  were  placed  in  the 
fill  foundation  and  paid  for  as  extra 
work  under  the  contract. 


[Six] 


(May  i9}s)  California  Highways  and  Public  Works 


Looking    south    from 
NO  SLIP  OUTS  OF  FILLS 

The  most  important  point  in  eon- 
iirrtion  with  the  fill  treatments  is  that 
|ii.n/tically  all  of  them  have  func- 
liimed  as  planned.  There  have  been 
11(1  slip  outs  of  fills  throughout  the 
ji)b  excepting  in  one  small  fill  where 
no  fill  treatment  was  provided.  The 
settlement  of  fills  has  been  nominal, 
the  maximum  amount  of  2  feet  occur- 
ring in  School  House  Canyon  with 
no  indication  of  upheaval  of  areas 
ad.jacent  to  the  fill. 

The  total  quantities  of  fill  treatment 
placed  will  closely  approximate  the 
estimate  made  from  the  preliminary 
investigation. 


FILL  TREATMENT  RECORD 

A  record  of  fill  treatment  placed 
and  recorded  flow  of  drainage  from 
the  fill  treatments  follows: 


Station    172.     New    Cuesta   Grade  construction  ready   for  fine   grading. 

Seepage  Flaw.  Oallmis  Per  Mumte  Jf    ^yg^    designed    tO    retain    the    fill    ad- 

Minimum    Maximum  .                             i               -i            i            i    ^          la?      j. 

Lemth  of      ietore       alter  jaceut  to  the  rauroad  and  to  ettect  a 

«'>"'°"              "'"«''        """         '"'"     '"'7"  reduction  in   the  required  length  of 

159+80 190              0              0              0  ,         , 

163+89             200          0           0           0  Structure. 

167+25 250           0            6.0         0.9  The  second  crib,  600  feet  long  and 

175± (School     Sand  irom  6  to  21  feet  in  height,  makes  it 

192+6"°"^^'..  2^60^^      10.4       lol       16.2  possible  to  construct  a  light  fill  over 

203±    m  820           1.4       15.8       13.9  an    old    slide    area   with   less   danger 

214±    600           5.0       23.7       15.8  of  Overload  than  would  be  possible  if 

f2°9+82 42°0           li       4l:o       lH  the  fill  were  constructed  entirely  of 

249+90 700            11.0         62.4         20.8  earth. 

257+00 320           8.2       44.5       11.6  Standard  methods  of  construction 

211+85:".:::::  Iso          wi       Ifl       10:°  were    employed    on    both    cribs    with 

backfilling  placed  m  6-uich  to  12-mch 

Metal     Cribs.      The     construction  layers  and  compacted  with  pneumatic 

completed  to  date  includes  two  metal  tamjiers. 

cribs.  The  first,  adjacent  to  the  over-  Wattles.  The  fill  slopes  above  the 
head  being  con.structed  across  the  railroad  washed  badly  during  an 
Southern  Pacific  tracks,  is  150  feet  early  winter  .storm  and  muck  was  de- 
long  and  from  9  to  26  feet  in  height.  posited  to  a  depth  of  6  inches  over 

—  the     tracks.       Willow    wattles    were 

Cuesta   Overhead   superstructure.      Note  Placed    On     the     slopes     consisting    of 

streamlined     Daylight     Limited     in     back-  bundles  of  seCOlld  growth  wdlows  at 

ground.  (Continued  on  page  28) 


I 


Where  Bay  Bridge  trains  will  enter  and  leave  the  easterly  end  of  the  span. 

BUILDING  BAY  BRIDGE  RAILROAD 


BY  THE  early  part  of  1939  a 
three-quarter  century  old  cus- 
tom around  San  Francisco  Bay 
will  have  been  altered. 

For  the  picturesque  ferry  boats 
which  for  decades  have  carried  pas- 
sengers between  metropolitan  Oak- 
land and  San  Francisco  will  be 
replaced  by  smooth  running  electric 
trains  plying  across  the  San  Fran- 
cisco Bay  Bridge. 

Both  Key  System  and  Interurban 
Electric  (Southern  Pacific)  will 
operate  trains  across  the  span  at  an 
average  saving  to  passengers  of  15 
minutes. 

Trains  will  operate  directly  from 
Alameda,  Berkeley  and  Oakland  to 
the  terminal  in  San  Francisco. 


This  structure,  facing  Mission 
Street  and  extending  within  the  vi- 
cinity of  Beale  and  Second  Streets, 
will  be  longer  than  the  Ferry  Build- 
ing, and  will  bring  50  per  cent  of  the 
daily  commuter  traffic  to  within 
walking  distance  of  their  destina- 
tion in  San  Francisco. 

REINFORCED    CONCRETE    TERMINAL 

Street  cars  will  loop  in  front  of  the 
terminal  over  an  elevated  ramp. 
The  ramp  will  have  three  tracks, 
with  a  capacity  of  four  cars  each. 

The  terminal  is  a  reinforced  con- 
crete structure  to  be  faced  with 
granite.  To  date,  all  structural  con- 
crete in  the  building  units  has  been 
placed  up  to  and  including  the  track 


floor,   the   highest   floor   elevation   in 
the  project. 

Above  the  track  floor  the  side  walls 
and  roof  slab  are  within  20  per  cent 
of  completion.  All  steel  framing  over 
the  train  shed,  with  the  exception 
of  the  east  unit,  has  been  erected,  and 
the  only  steel  construction  for  the 
viaduct  remaining  to  be  placed  is 
that  over  South  First  and  South 
Fremont  streets. 

TRAINS    63    SECONDS  Al'ART 

Because  the  Bay  Bridge  railroad 
will  of  necessity  handle  as  many  as 
17,000  passengers  one  way  at  a 
twenty  minute  period  over  one  track, 
close  headway  schedules  will  be  re- 
quired.    Ten-car  trains  will  run  as 


lEight] 


(May  193  s)  California  Highways  and  Public  Works 


close  as  63  seconds  apart.  By  way 
of  comparison,  New  York  subway 
trains  have  a  90-second  headway. 

To  assure  maximum  safety  and 
efficiency,  the  most  complete  auto- 
matic interlocking  and  signal  system 
has  been  designed. 

Replacing  the  old  system  of  man- 
ually operated  levers  will  be  a  trim 
control  board,  six  and  a  half  feet 
long  and  four  feet  and  three  inches 
high,  designed  so  that  the  operator 
may  sit  before  it  as  he  would  at  a 
high-topped  desk.  Engraved  on  the 
face  of  the  board  is  a  track  diagram 
with  a  signal  knob  or  button  placed  at 
the  entrance  of  each  "route." 

To  "set  up  a  route"  the  operator 
has  only  to  press  the  signal  knob  at 
the  entrance  to  the  route  and  the  com- 
pletion knob  at  the  exit  to  the  route. 

CONTROL  BOARDS 

Such  a  control  board  will  be  in- 
stalled in  the  San  Francisco  Ter- 
minal. The  design  on  this  board  will 
show  the  six  tracks  over  which  bridge 
trains  will  roll  to  discharge  and  pick 
up   passengers.     On  it  will  be  indi- 


cated the  36  track  switches  and  40 
wayside  signals  which  comprise  the 
interlocking  plants  of  the  terminal 
and  viaduct. 

A  similar  board  will  be  placed  in 
the  high  signal  tower  now  completed 
in  the  Oakland  yards  situated  just 
opposite  the  Toll  Plaza.  It  will  dif- 
fer only  in  respect  to  its  diagram 
which  will  show  a  design  of  the  yards 
comprising  the  storage  tracks  and  the 
mainline  tracks.  The  Oakland  inter- 
locking plant  controls  36  track 
switches  and  62  wayside  signals. 

Each  train  has  its  corresponding 
numeral  or  letter  (numeral  for  Inter- 
urban  Electric ;  letter  for  Key  Sys- 
tem) identified  on  the  board.  When 
the  train  leaves  either  terminus  the 
operator  presses  the  proper  button 
identifying  the  train  to  the  operator 
at  the  other  terminus. 

TERMINAL     NOISE     ELIMINATED 

Trains  will  loop  into  the  San  Fran- 
cisco Terminal  from  the  bridge  over 
a  viaduct,  so  insulated  as  to  eliminate 
noise  to  the  greatest  possible  degree. 

The  trains  will  leave  and  enter  the 


lower  deck  of  the  bridge  at  a  point 
west  of  and  paralleling  the  truck  and 
"off"  vehicular  ramps. 

East  and  westbound  trains  will 
share  a  common  viaduct  between  the 
bridge  and  Clementina  street  at 
which  point  the  viaduct  separates  to 
form  a  gigantic  loop  which  will  en- 
compass the  approximate  equivalent 
of  seven  city  blocks.  San  Francisco- 
bound  trains  from  this  connection 
take  an  easterly  to  westerly  curve 
into  the  Terminal. 

All  foundations  for  the  viaduct  are 
practically  completed,  as  is  the  neat 
work  on  the  piers.  The  concrete 
crossing  over  Harrison  is  finished, 
and  other  crossings  are  rapidly  near- 
ing  completion. 

On  the  bridge  proper,  the  trains 
will  ply  over  two  tracks  on  the  south 
side  of  the  lower  deck,  paralleling  the 
truck  lanes. 

105,000    RAILROAD    TIES 

California  redwood  has  been  se- 
lected for  the  ties.  On  the  bridge 
proper  the  ties  are  laid  directly  on 
the  stringers,  after  the  steel  had  re- 
ceived two  coats  of  inertol. 


B  .OAlTHOl 


Trains  will    leave  the  Nwesterly  end  of  the   bridge  over  a   viaduct  paralleling  the  truck  and  "off"  vehicular  ramps. 


California  Highways  and  Public  Works  (Uayisis) 


[Nine] 


The  San   Francisco  Terminal,  facing    Mission   Street,  showing  the  center  unit  well  under  construction.     Street  car  ramp  in 

the  foreground.     East  and  west  units  not  visible. 


Each  tie  is  dapped  at  either  end. 
Ties  are  marked  according  to  tlieir 
position  on  the  road-bed  and  enter 
the  dapping  machine  in  precise  rela- 
tion to  the  order  in  which  they  will 
be  laid  on  the  bridge.  The  depth  of 
the  dap  is  determined  by  tlie  stringer, 
which  has  been  previously  surveyed, 
and  upon  this  depth  is  also  deter- 
mined the  elevation  of  the  track. 
Depths  vary  from  one-quarter  inch 
to  one  and  one-quarter  inch.  The 
dap  in  most  cases  is  eleven  inches 
wide. 

A  total  of  150,000  ties  or  approxi- 
mately 7,000,000  board  feet  of  Cali- 
fornia redwrood  comprise  the  tie 
order  for  the  Bay  Bridge  railroad. 
This  is  said  to  be  the  largest  indi- 
vidual order  made  on  the  Pacific 
Coast  in  a  decade. 

On  the  bridge  proper  all  ties  have 
been  laid  to  the  center  of  Span 
W1-'W2,   and   tracklaying   operations 


on  the  bridge  are  in  an  easterly  to 
westerly  direction. 

TONS    OF    RAILS 

The  running  rail  is  a  90  pound  rail, 
in  39-foot  sections.  The  guard  rail  is 
a  90  pound  relay.  On  the  main 
bridge  and  San  Francisco  loop  the 
running  rails  will  have  a  total  gross 
tonnage  of  1830;  the  guard  rails, 
1315  and  the  contact  rail  (to  be  used 
by  the  Key  Sy.stem  only)  a  gross  ton- 
nage of  1400  pounds. 

The  Key  System,  which  now  oper- 
ates on  600  volts,  will  continue  to  do 
so  over  the  bridge.  The  Interui'ban 
Electric  will  continue  to  operate  on 
1200  volts  as  at  present  over  a  cate- 
nary system. 

An  approximate  total  of  400,000 
spikes  weighing  160  tons  will  be  used 
for  the  tracks  on  the  main  bridge 
alone. 

Trim  steel  catenary  bridges  painted 
aluminum,  are  replacing  the  timber 
trolley   poles   used   by   the   trains   at 


present.      Erection    of    the    catenary 
bridges  has  been  completed. 

RAPID  PROGRESS 

In  the  East  Baj^  j'ard,  a  major  por- 
tion of  the  trackwork  has  been  placed, 
and  the  connection  with  the  easterly 
end  of  the  bridge  has  been  made. 

Opening  of  the  Port  of  Oakland 
Highway  approach  to  the  bridge  is 
expected  early  in  June.  The  viaduct 
of  this  highway,  whicli  passes  over 
the  yards  and  the  main  highway  ap- 
proach to  the  Toll  Plaza,  was  con- 
structed in  conjunction  with  the  rail- 
road project.  I 

The  Bay  Bridge  railroad  system, 
reputed  to  be  the  longest  electric  over- 
water  railroad  in  the  woi-ld,  is  another 
project  built  by  the  State  Department 
of  Public  Works  under  the  direction 
of  Earl  Lee  Kelly.  C.  H.  Pureell  is 
chief  engineer,  Charles  E.  Andrew, 
bridge  engineer  and  Glenn  B.  Wood- 
ruff, engineer  of  design. 


[Ten! 


(Mayi93s)  California  Hightvays  and  Public  Works 


Trains  will   roll    In  the  San    Francisco   Terminal   over  six   tracks  arranged    in    pairs.      This   view   of  the   elevated    track    level    also   shov 

the  roof  steel  just  erected. 


This  view   looking  down   the   East   Bay   Crossing   shows  ties  and   tracks   in   pla 


California  Highways  and  Public  Works  (Mayi9}s) 


[Eleven] 


OUTDOOR  ADVERTISING 


By  JIM    M.  CALL,    Supervising  Inspector 


SINCE  the  Outdoor  Advertising 
Act  became  effective,  more  than 
four  years  ago,  inspectors  en- 
gaged in  its  enforcement  have  trav- 
eled over  half  a  million  miles 
attending  to  the  displays  which  come 
within  its  scope.  Some  200,000  dis- 
plays have  been  viewed  and  approxi- 
mately 30,000  violation  notices  have 
been  issued. 

Several  thousand  minor  or  tech- 
nical infractions  have  been  eori-ected 
through  cooperation  by  advertisers, 
obviating  necessity  of  citation. 
Countle.ss  small  structures  and  signs 
were  removed  by  owners  during  the 
first  six  months  of  the  act's  exist- 
ence, this  period  having  been  allowed 
by  legislature  for  organization  and 
to  acquaint  the  public  with  the  na- 
ture and  purpose  of  the  measure. 

About  25,000  paper  or  metal 
"snipe"  signs  have  been  removed  by 
the  inspectors,  in  conjunction  with 
the  Streets  and  Highways  Code 
which  provides  for  immediate  re- 
moval of  encroachments  without 
notice.  "Snipes"  are  miscellaneous 
small  signs,  announcing  current  lo- 
cal attractions,  that  pay  no  fee. 
Approximately  10,000  displays  (not 
including  quarter  cards  placed  by 
candidates  for  public  office)  have 
been  removed  by  State  forces  as  a 
result  of  violation  notice  service. 

50,000    EXEMPT    DISPLAYS 

Twenty-four  thousand  displays 
were  under  permit  during  1937. 
Some  50,000  displays  are  being  le- 
gally maintained  exempt  from  permit 
payment.  Of  the  latter,  perhaps  5000 
have  been  caused  to  conform  to  the 
location  and  copy  provisions  of  the 
act  through  service  of  violation  no- 
tices and  personal  contact. 

All  abandoned,  unsightly,  improp- 
erly located  and  other  nonconforming 
displays  have  either  been  removed 
and  destroyed  or  corrected.  There  is 
of  course  the  usual  run  of  violations 
but  less  than  2  per  cent  of  these  are 
of  the  location  provisions.  The  ma- 
jority of  notices  are  necessitated 
through  failure  on  the  part  of  dis- 
plfiy  owners  to  secure  permits  before 


installing  displays.  However,  by  a 
thorough  study  of  conditions  and 
careful  programming  of  surveys  of 
highwaj-s  upon  which  the  greatest 
number  of  displays  exist,  the  inspec- 
tors are  able  to  locate  violations 
]iromptly. 

OwTiers  are  therefore  rapidly 
learning-  that  it  is  much  more  eco- 
nomical to  obtain  permits  before 
placing-  displays  than  to  risk  losing 
them  through  error  or  misunder- 
standing after  receiving  citations. 

During  the  latter  part  of  1937 
steps  were  taken  to  enforce  regula- 
tion of  the  illumination  provisions. 
This  necessitated  night  surveys  which 
have  proved  very  .successful  and  little 
if  any  opposition  has  developed. 

LACK    OF    COOPERATION 

The  most  difficult  obstacle  in  en- 
forcing these  provisions  is  lack  of 
cooperation  on  the  part  of  operators 
employed  to  place  lighted  signs. 
Owners  have  on  occasion  failed  to  cor- 
rect violations  immediately  upon  re- 
ceipt of  notices  due  to  installation  of 
a  violation  in  the  same  vicinity,  sub- 
sequent to  citation  of  their  signs, 
which  has  not  been  viewed  by  an  in- 
spector. 

Naturally  it  is  the  desire  of  op- 
erators to  sell  the  sign  the  customer 
fancies.  In  doing  so  they  are  some- 
times careless  about  regulations,  with- 
out intent  to  violate.  Prospective 
sign  purchasei-s  should  avoid  buying 
displays  which  might  require  altera- 
tion or  perhaps  removal,  until  they 
have  reviewed  the  terms  of  the  act. 

Another  serious  problem  is  that  of 
abuse  of  the  fee  exemption  as  it  ap- 
plies to  "for  sale"  or  lease  advertis- 
ing. Compliance  on  the  part  of  real- 
tors and  others  interested  in  this  type 
of  display  could  be  greatly  improved. 

Exemption  is  afforded  only  to  signs 
of  this  type  which  are  used  exclu- 
sively to  advertise  the  sale  or  lease 
of  the  property  upon  which  they  are 
located.  Such  a  display  as  "This 
and  Other  Property  for  Sale"  may 
not  be  considered  exempt  from  pay- 
ment. 


TWO    SIGN    CLASSIFICATIONS 

Every  advertising  .structure  should 
conform  to  the  location,  strength  and  ' 
copy  provisions ;  every  sign  to  the  lo- 
cation and  copy  provisions. 

There  are  but  two  classifications  of  j 
displays :  j 

ADVERTISING  STRUCTURE: 
When  artificial  support,  such  as 
poles,  posts,  angle  irons,  guy  wires, 
or  braces  embedded  in  the  ground 
or  attached  to  the  sides  or  roofs  of 
existing  structures  such  as  barns, 
sheds,  fences  or  trees,  is  necessary, 
the  display  is  classed  as  an  advertis- 
ing structure,  the  annual  fee  for 
which  is  $1.00. 

ADVERTISING  SIGN:  One  which 
may  be  pasted,  glued,  nailed,  tacked 
or  similarly  affixed  flat  against  the 
side  or  roof  of  a  building,  or  to  a 
tree,  fence,  post,  rock,  bush,  or  simi- 
lar support  which  was  not  primarily 
placed  for  the  purpose  of  displaying 
advertising.  All  displays,  painted 
directly  upon  existing  natural  or  ar- 
tificial features  of  the  landscape,  are 
also  classified  as  signs,  the  annual 
fee  for  which  is  $.25. 

EXEMPT    DISPLAYS 

Permit  applications  need  not  be 
filed  for  payment  of  exempt  di.splays.  : 
Ilowever,  these  displays  may  not  be 
placed  or  maintained  nearer  than  300 
feet  from  the  point  of  intersection  of 
highway  or  highway  and  railway 
right  of  way  lines,  unless  the  property 
upon  which  they  are  to  be  installed 
or  are  maintained  is  subdivided  into 
blocks  and  lots,  or  unless  their  in- 
stallation will  not  decrease  visibility 
at  an  intersection. 

Subdivisions  eon.sisting  of  lots  in 
excess  of  20,000  square  feet  of  area 
may  not  be  recognized  in  the  appli- 
cation of  permissible  location  regu- 
lations. Neither  structures  nor  signs 
may  be  placed  upon  or  attached  to 
public  highway  right  of  way  fences 
nor  may  they  encroach  upon  or  over- 
hang public  highway  rights  of  way. 

It  is  not  uncommon  to  observe  four 
to   eight   small    (1    by   1    foot)    "for 


[Twelve] 


(May  19} s)  California  Highways  and  Public  Works 


SAMPLES  OF 

PERMISSIBLE   COPY 

FOR  ADVERTISING    SIGNS 


LODI  AND  SAN  JOAQUIN  VALLEY     POINTS 
/)  SOOO  ffOUT£  TO 

FRESNO  AND  BAKERSFIELD 


Vmi^   MT.LASSEN 

on  highway  00 


LAKE  TAHOE  INN 

on  higWa^  00-15  milej from Tnickte 
Boating  ■  Fishing-  ffc . 


to  PALMDALE 

Via  Imperial  Valley  and 
^"^'^°^°  El  Centro 


To 


GflRDcn  sPRines  hotcl 


AtOdkiiale-One  Mile  Ahead 


rfr"^-' 


SAN  MATEO  BRIDGE 

-this  road 


AAOUNT  €D€N 


VIA   ALMOND  GROVE   AND  BIG  LAKE 


F,nt  Hud  i^ight 


j^  Good  Route  to 
Sunjct  i/ailey  Points 


Sfin  mflT€0  BRIDG€ 


BRIOGtuJCAVSEWAY 

LONGEST  IM  THt  WORLD         /?  Convenient  way  fo 
San  Jooqiiin  Valley 
Poinlj  and  lobAngalei 


for  BIG 


^r^^t  MEADOWS 

■^  A  PLEASANT  WAY   TO  SAN  OIMAS 


HOTEL    SENATOR 

5  miles^^takeVstreet  bridge 

RIGHT  TURN  ON  I2tm STREET 


FOREST  HILLS 
CAMP 


A  GOOD  ROUTE  TO  GEORGETOWN 

VIA  GILROY  STAGE  LINE 

also  \a 

BOONVILLE 
and   ALTURAS 


(Bi^  (B^e^  (Rmu^R 


\  mile  ahead 
to  right 


—  A  good  vlay  to 

JOHNSTOWN 
BADGER  PASS 
PRUNEDALE 
PALM  SPRINGS 
MODOC 


SoAiTMrncLu^ 


HOOPERVILLE 

•  I  MILE    AHEAD 
a  convenient  way     left  road_ 
:to  PASO  ROBLLS  :  -^ 


sale"  signs  on  a  short  highway  front- 
age. Although  substitution  of  a 
larger  sign  structure  at  each  end  of 
the  frontage  would  be  more  expensive, 
it  is  believed  that  the  resulting  im- 
provement in  appearance  of  the  prop- 
erty would  balance  the  expenditure. 

SOURCES  OF  REVENUE 

Although  fee  exempt  displays  out- 
number those  requiring  number 
plates  two  to  one,  regulation  of  them 
must  be  financed  from  the  ' '  Super- 
vision of  Outdoor  Advertising 
Fund."  There  are  but  three  sources 
of  revenue  to  support  the  fund :  An- 
nual Advertising  Structure  and  Ad- 
vertising Sign  fees ;  the  license  fee, 
$50  payable  annually  but  which  may 
be  prorated  on  a  monthly  basis  de- 
pending upon  the  time  of  the  appli- 
cant's entry  into  the  Outdoor  Adver- 


tising Business;  collection  of  fines 
imposed  by  courts  and  collected  under 
this  act,  any  violation  of  which  is  a 
misdemeanor. 

It  follows,  then,  that  regulation  of 
any  increase  in  the  number  of  pay- 
ment exempt  displays  may  only  be 
financed  tlirough  collection  of  fees 
on  a  corresponding  increase  in  the 
number  of  di.splays  requiring  permit 
number  plates.  No  revenue  is  derived 
from  exempt  displays  under  either 
the  license  or  permit  provisions. 

"Snipe"  signs  present  a  task  for 
the  Outdoor  Advertising  Section  that 
could  readily  be  disposed  of  through 
cooperation  on  the  part  of  finns  and 
individuals.  This  type  of  advertis- 
ing is  a  "hold-over"  from  horse  and 
buggy  days.  At  a  ten-mile  gait  the 
driver's  undivided  attention  could  be 
given  them ;  on  stopping  to  give  old 


Dobbin  a  blow,  the  driver  could  size 
Tip  a  candidate,  decide  on  a  brand 
and  read  the  printer's  label.  It  is 
different  now.  Except  to  hitch  hikers 
and  the  occasional  horse-drawn  ve- 
hicle driver  an  array  of  bills  or  cards 
is  just  a  blur. 

Permits  may  be  granted  for 
"snipe"  signs  designed  and  located 
in  accordance  with  the  provisions  of 
and  regulations  under  the  act.  Vio- 
lations are  only  waste,  however,  and 
continued  violations  may  result  in 
|irosecutions.  The  Outdoor  Advertis- 
ing Section  plans  strict  adherence  to 
its  enforcement  policies. 

Advertisers  are,  in  general,  refrain- 
ing from  placing  structures  which 
might  create  traffic  hazards.  How- 
ever, many  continue  to  place  signs 
which  attempt  to  direct  traffic,  in  vio- 
lation of  tJie  Vehicle  Code.  As  a 
guide  to  those  interested  in  installa- 
tion of  displays  containing  directional 
data,  types  of  permissible  displays, 
and  a  facsimile  of  a  print  containing 
regulations,  are  shown  in  accompany- 
ing illu.strations.  Signs  designed  in 
accordance  with  the  samples,  prop- 
erly installed,  will  confomi  to  the 
provisions  and  regulations  of  the  Out- 
door Advertising  Act  and  the  Ve- 
hicle Code. 

The  existence  of  the  Outdoor  Ad- 
vertising Act  is  generally  known  and 
its  effectiveness  is  appreciated  by 
those  interested  in  highway  construc- 
tion and  maintenance  as  well  as  by 
tlie  pleasure  motorist.  The  Outdoor 
Advertising  Section  with  offices  at 
Room  301,  Public  Works  Building, 
12th  and  N  streets,  Sacramento,  Cali- 
fornia, and  Room  805,  State  Building, 
Los  Angeles,  California,  will  gladly 
assist  advertisers  and  others  interested 
in  administration  of  the  act. 


Will  Advertise  S.  F.  World's  Fair 

More  than  2,500,000  California 
automobiles  will  carry  the  San  Fran- 
cisco World's  Fair  slogan  on  license 
plates  in  1939,  according  to  Governor 
Frank  F.  Merriam.  With  more  auto- 
mobiles registered  than  any  other 
State  or  political  subdivision  in  the 
world,  California  plans  to  make  these 
plates  an  important  factor  in  support- 
ing the  western  States  travel  drive, 
which  aims  to  make  1939  the  greatest 
travel  year  in  the  history  of  the  west. 
With  a  blue  background  and  gold 
lettering,  blue  and  gold  being  the 
exposition  colors,  the  plates  will  carry 
the  inscription  on  top:  "California 
World's  Fair  '39". 


California  Highways  and  Public  Works  (May  193  s) 


I  Thirteen  1 


Section   of  20-foot   Portland   cement  concrete   pavement   in   Solano   County   near  Vacaville. 

CONSTRUCTION  PROGRESS  AND 
PAVEMENT  RECORDS  FOR  1937 

By  EARL   WITHYCOMBE,    Assistant  Construction  Ensineer 


STRENGTHENING  of  the  foun- 
dation for  the  roadbed  and 
pavement  continued  to  be  given 
primary  consideration  during  the 
1937  construction  season  in  Califor- 
nia. Results  obtained  with  the  various 
measures  adopted  in  1936  and  con- 
tinued throughoiit  1937  are  excep- 
tionally promising.  The  treatment  of 
embankment  foundations  has  in 
nearly  every  case  proven  successful 
in  the  severe  test  of  the  past  winter, 
during  which  many  failures  occurred 
in  older  work. 

Pew  locations  within  the  State  af- 
ford a  native  material  throughout  the 
entire  length  of  the  project  which 
would  be  considered  suitable  for  sub- 
grade  under  our  present  standards, 
and  selection  of  soils  for  the  imme- 
diate subgrade  is  being  practiced  on 
nearly  every  pavement  project. 
Wherever  possible,  suitable  subgrade 
material  is  selected  within  the  limits 
of  the  project,  the  only  added  expense 
involved  being  sometimes  the  addi- 
tional haul. 


Portland  Cement  Concrete 


CONSTRUCTION    METHODS 

During  1937,  the  Johnson  drag 
finisher  was  improved  in  design,  and 
was  used  in  finishing  the  project  with 
the  record  smoothness  for  the  season. 
This  project  has  a  reading  of  3.5 
inches  per  mile,  which  is  but  43  per 
cent  of  the  average  for  the  year,  and 
is  the  lowest  average  roughness  of 
any  pavement  yet  recorded  since  Cali- 
fornia adopted  measures  to  rate  sur- 
face smoothness. 

The  drag  finisher  consists  primarily 
of  a  20-foot  frame  from  which  are 
suspended  two  18.5-foot  lengths  of 
floatboard  crossed  under  the  center  of 
the  machine.  On  three  sides  of  the 
intersection  are  mounted  V-sections 
of  floatboard,  two  transverse  and  one 
longitudinal,  with  ready  adjustments 
to  tJie  overhead  frame.  At  the  oppo- 
site end  of  the  frame  from  the  longi- 
tudinal V-section  is  mounted  an  8" 
roller.    The  drag  finisher  is  reversible 


and  is  operated  in  both  directions 
without  turning.  Ordinarily,  six  tripj 
over  the  pavement  are  sufficient  fi 
finishing.  The  steel  shod  cut-float  i 
used  for  the  final  finish  and  prac- 
tically all  of  the  cutting  necessary 
consists  of  shaving  off  the  material 
pushed  up  in  the  joint  edging  opera- 
tions. The  uniformity  in  surface 
smoothness  on  a  concrete  pavement 
finished  by  this  method  is  quite  re- 
markable. 

GRAPHS   OF   PAVEMENTS 

Through  the  courtesy  of  the  Los 
Angeles  County  Road  Department, 
graphs  were  taken  of  the  surface  ob- 
tained on  typical  pavements  finished 
by  the  usual  standard  methods  and 
by  the  use  of  the  drag  fini.sher.  Their 
roughness  measuring  equipment  re- 
cords the  variations  of  the  middle 
point  of  a  ten-foot  length  of  pave- 
ment from  a  straight  line  between 
the  two  end  points  as  shown  by  ac- 
companying typical  sections  of  the 
graphs. 


f  Fourteen] 


(May  193  s)  California  Highways  and  Public  Works 


Three  trips  are  made  over  each 
pavement  lane  to  indicate  the  rough- 
ness along  the  center  line  of  the  lane 
and  along  each  quarter  point  line. 
The  upper  set  of  three  readings 
shown  in  the  illustration  was  taken 
nn  a  project  finished  by  standard 
methods  with  a  roughometer  reading 
(if  8.4  inches  per  mile,  and  the  lower 
set  of  three  readings  was  taken  on 
a  section  finished  by  the  drag  fin- 
isher with  a  roughometer  reading  of 
but  3.3  inches  per  mile. 

Keeent  improvements  in  the  con- 
struction of  finishing  machines  has 
made  the  requirement  of  more  than 
one  machine  unnecessary  for  maxi- 
mum productions,  and  future  speci- 
fications are  being  revised  in  tliis 
respect. 

Joint  construction  and  intervals 
between  joints  remain  the  same  as 
heretofore  with  4-inch  width  of  pre- 
molded  joint  material  at  60-foot 
intervals  and  weakened  plane  trans- 
verse joints  at  20-foot  intervals.  No 
positive  method  has  yet  been  per- 
fected to  hold  the  expansion  joint 
filler  normal  to  the  pavement  sur- 
face throughout  the  finishing  opera- 
tions. Constant  vigilance  is  nec- 
essary to  accomplish  this  result,  and 
failure  to  observe  these  precautions 
results  in  early  failure  of  the  pave- 
ment in  the  immediate  vicinity  of 
the  expansion  joints. 

M''nMfinuP(l  on  pacp  17) 

Feather  River  Highway  completed  last 
summer  boasts  this  excellent  stretch  of 
roadmix    surface. 


This   is  42-foot   plant   mix   surface  un    Mnrin  County  approach  to  the  Golden  Gate  Bridge. 

California  Hightvays  and  Public  Works  (Mayi9}8)  [Fifteen] 


PORTLAND  CEMENT  CONCRETE  PAVEMENT  RECORDS  FOR  1937 


T3 

^■^ 

« 

-  c 

Location 

Contractor 

Resident 

Street 

■a  >> 
>i  ra 

.  -a 
=  > 

oi  6- 

Engineer 

Assistant 

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a:  a 

Rocklin — Loom  is     Basich   Bros J. 

'/2  nii.  W.  of  Soda   Springs — Conner  Summit Fredericksen   &   Westbrook__W 

Agnew     Underpass — San    Jose A.  J.   Raisch  &  E.  W.   Heple_C. 

Bradley — 6  mi.   S.   of   San   Ardo Peninsula  Paving  Company_^H. 

Biola    Junction — Herndon Union    Paving    Company F. 

Belmont   Circle — Biola    Junction Hanrahan    Company F. 

Fenwick  St.— Terra   Bella   St C.  O.  Sparks  &  Mundo  Engr. 


Co. 


-W 


Monte 


-Por 


erey 

Playa  St.— Washington 
Atlantic  Ave..  68th  St.- 
Jet.   of   Whittier  and   S 


a Griffith    Company R. 

Blvd J.   E.   Haddock G. 

-Olive   Street United   Concrete    Pipe  Corp._F. 

n   Gabriel    Blvds J.    E.    Haddock L. 


Center    St. — Firestone    Boulevard Matich     Bros F. 

Lakewood    Blvd. — Norwalk    Road Sully-Miller    Company W 

Norwalk — Miraflores     C.  O.  Sparks  &  Mundo  Engr. 

Co. E. 


Firestone    Blvd..   through    Downey Sander  Pearson W 

Hampshire    Ave.,    Coast    Blvd.— Garfield    St J.    E.     Haddock W 

Newport   Beach — Laguna   Beach Geo.   R.  Curtis  Co L. 

Center   St. — Placentia    Ave Oswald    Bros F. 

Newbury    Park — Conejo    Creek Mittry    Bros W 

Colton — Waterman   Avenue   Oswald    Bros J. 

1    mi.   W.   of   Vacaville— 0.7   mi.    E Fredericksen   &   Westbrook__G. 

Carquinez    Bridge — 0.9    mi.    N Union  Paving  Co G. 

El   Cajon   Ave.,  Texas  St. — Euclid  Ave Daley   Corporation W 

Las  Flores  Underpass — 1  mi.  S.  of  San  Onofre David    H.   Ryan J. 

Oceanside — Las   Flores   Underpass Wood  &  Bevanda L. 


D.  Greene R. 

.   G.   Remington H. 

F.  Price F. 

J.   Doggart S. 

W.    Howard R. 

W.   Howard J. 

.   J.   Calvin E. 

J.   Hatfield F. 

E.  Farnsworth G. 

B.   Cressy J. 

F.  Phillips G. 

B.   Cressy G. 

.   D.   Eaton F. 

A.  Parker H. 

,   L.  Welch G. 

.   D.   Eaton H. 

R.   McNeely H. 

B.  Cressy A. 

,    I.  Templeton J. 

M.   Hollister B. 

R.   Hubbard R. 

R.   Hubbard E. 

T.   Rhodes E. 

F.  Taylor F. 

H.    Williams L. 


B.  Vernon 423.7  4919  0.73  6.0 

S.    Hart 422.6  4277  .91  11.0 

D.    Booth 346.2  3846  1.28  15.3 

N.    Isham 326.7  4322  .43  8.5 

M.   Cooley 440.0  3708  .69  6.1 

G.    Sprague 365.2  4540  1.06  5.3 

C.  Daniel 333.6  4602  .51  8.4 

L.    Everitt 455.8  4740  .71  5.7 

H.    Lamb 428.5  4784  .50  10.4 

R.    Rubey 304.0  5548  .65  12.9 

H.    Lamb 311.0  5264  .67  5.3 

H.    Lamb 429.8  4619  .28  5.4 

L.    Everitt 413.1  5443  .72  7.2 

D.  Johnson 380.0  4133  .81  8.2 

H.    Lamb 326.7  4963  1.26  5.6 

D.    Johnson 465.7  5813  1.54  3.5 

D.    Johnson 455.2  4669  .88  7.9 

W.   Carr 276.0  4334  1.10  5.2 

Fleharty 301.0  4452  .57  8.5 

Nelson 279.7  4180  1.47  8.3 

H.    Lapp 411.8  3417  .65  13.3 

W.  Ray 314.2  5438  1.09  17.9 

C.    Dodson 382.0  4618  .77  9.2 

Cimmino 456.7  4703  .42  7.7 

B.   Munro 350.9  4568  .83  9.1 


Averages- 


3S6.0     4470        .81        8.2 


ASPHALT  CONCRETE  PAVEMENT  RECORDS  FOR  1937 


.^   p 

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Location 

Resident 

Street 

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Engineer 

Assistant 

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i    >    X 
>  2  — 
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ir.E 

Willows— Artois     N.   M.   Ball   Sons J. 

Artois — Orland     Union    Paving   Company J. 

San   Jose — Coyote   Jones    and    King C. 

San   Mateo — Redwood    City    Basich    Bros F. 

1    mi.    N.    of    Rincon    Creek — Carpinteria Heafey-Moore    Co J. 

Miramar   Ave.— Olive    Mill    Road J.    E.    Haddock J. 

Belmont    Circle — Biola    Junction Hanrahan    Company F. 

Biola    Junction — Herndon Union    Paving    Company F. 

10.5   mi.   S.   of   Bakersfield — Grove   St Griffith    Company D. 

Marengo    St.,    Cornwall    St.— Lord    St Oswald    Bros C. 

Azusa — Claremont    Geo.    R.    Curtis   Company E. 

Fenwick   Street — Terra    Bella   St C.  O.  Sparks  &  Mundo  Engr. 


Co. 


-W 


Wilmington    Blvd. — Alameda    Street United   Concrete   Pipe   Corp.F. 

Polyhi    Court — Stanley    Avenue Sully-Miller    Company W 

Atlantic     Blvd. — New    Avenue Geo.    R.   Curtis   Company C. 

Cerritos   Ave.,    Firestone    Blvd — Telegraph   Ave.. Geo.    R.    Curtis   Company W 

Norwalk — Miraflores   C.  O.  Sparks  &  Mundo  Engr. 

Co.     E. 

Newbury    Park — Conejo    Creek Mittry    Bros W 

Pyle   Road — Telegraph   Road Griffith    Company W 

Camarillo   State    Hospital Griffith    Company W 

Colton — Waterman    Ave Oswald    Bros J. 

Del     Mar- Encinitas Griffith    Company R. 

Oceanside — Las   Flores   Underpass Wood    and    Bevanda L. 

Main    St.,    Division    St.— 32nd    St V.   R.   Dennis  Company F. 


C.  Womack J. 

P.    Murphy J. 

F.  Price E. 

W.  Montell E. 

C.   Adams F. 

C.   Adams S. 

W.    Howard H. 

W.   Howard E. 

G.  Evans W 

N.   Ainley E. 

L.  Seitz W 

.  J.   Calvin E. 

R.   Pracht A. 

.   D.   Eaton A. 

P.  Montgomery A. 

.    F.   Axtman W. 

A.   Parker..    A. 

.   t.   Templeton A. 

.    I.   Templeton W. 

.   I.  Templeton W. 

M.    Hollister W. 

C.  Payne L. 

H.  Williams L. 

D.  Pearce M. 


G.    Mehren 745.6  42.7  91.3  8.2 

G.    Mehren 723.2  35.6  92.2  10.0 

W.    Herlinger 793.9  42.1  93.0  14.6 

W.    Herlinger 805.0  45.0  93.7  11.7 

C.   Weigel 341.0  32.6  97.0  17.4 

N.  Isham 371.6  42.5  95.9  13.0 

Porter 543.0  32.5  93.5  13.1 

Thomas 564.0  34.0  97.6  11.8 

M.    Nett 417.1  39.9  94.8  12.3 

C.    Daniel 483.2  35.0  95.2  10.3 

E.   Melcher 469.2  20.0  96.4  18.9 

C.    Daniel 238.4  28.3  ...  33.8 

W.   Carr 612.0  38.4  95.3  15.0 

W.   Carr 535.4  34.3  94.2  19.6 

W.    Carr 510.0  40.0  94.9  12.0 

E.    Melcher 464.3  33.4  95.1  14.0 

W.    Carr 472.5  33.3  94.7  18.3 

W.    Carr 269.1  41.0  91.6  22.7 

A.   Norman 488.7  37.0  95.8  12.9 

A.  Norman 277.0  40.0  ...  86.3 

Ford 352.1  33.0  __.  20.6 

E.    Crayne 529.2  30.6  96.0  25.0 

B.    Munro 513.3  44.8  92.8  12.4 

H.    West 368.1  43.4  96.0  30.1 


Averages. 


.-  550.0     36.0     94.6     15.5 


I  Sixteen  J 


(May  193  s)  California  Highways  and  Public  Works 


BITUMINOUS  TREATED   SURFACES,   RECORDS  FOR  1937 


Contractor 


Resident  Engineer 


Roughness 
inches  per  mil 


Sapp    Create — Pepperwood    School 

Beatrice   Overhead   Crossing — Eureka 

1.4  mi.   W.   of   Hot  Creek— Alturas 

Route  3 — 1.5   mi.    E.   of   Dales 

Shasta- — Redding    

West  wood — Coppervale     

Donner  Grade — E.  end   Donner  Lake 

Waldo   Point— Golden   Gate   Bridge 

Broadway   Tunnel — 2  mi.   W.  of   LaFayette 

Camelia   St. — San    Pablo   Avenue 

2   mi.    W.    of    LaFayette — Walnut   Creek 

1.2  mi.    E.— 3.0   mi.   E.   of   Petaluma 

14    mi.    S.    of    Strathmore — Valencia    St.,    Eastwood    Ave 

Cairns  Corner 

Calabasas  School — Brent  Jet 

Azusa   Ave. — San   Gabriel    River   Bridge 

Center  Street — Firestone  Blvd 

Lakewood    Blvd. — Norwalk    Road 

Carolina   Ave. — Yorba    Linda 

Dowling  Ave. — Linda  Vista  Street 

Newbury    Park — Conejo   Creek 

At    Snow    Creek 

Beaumont — 2    mi.    westerly 

Carquinez   Bridge — 0.9   mi.   northerly 

Los    Bancs — 10.5   mi.   easterly 

Sandia — Alamo    River   

Calexico — 3.1    mi.    easterly 

Lake    Hodges — Escondido   

Harasthy    Street — Barnett   Street 

Oceanside — Las    Flores    Underpass    (por.) 


Plant  Mix 

Hemstreet   &    Bell 

Hemstreet   &    Bell 

Hanrahan   Company 

A.  Teichert  &  Son 

D.    McDonald 

Union    Paving   Company 

Pacific    States    Const.    Co 

Macco    Construction    Company 

Granfield,    Farrar    &    Carlin 

Union   Paving   Company 

Union   Paving   Company 

Peter   J.    McHugh 

N.    M.    Ball   Sons   &    Larsen    Bros.. 
C.   O.   Sparks   &    Mundo    Engr.   Co 

A.    S.    Vinnell    Company 

Matich    Bros 

Sully- Miller    Co 

C.   O.   Sparks   &    Mundo   Engr.   Co 

A.   S.    Vinnell    Company 

M  ittry  Bros 

Oswald    Bros 

Oswald    Bros 

Union   Paving   Company 

Louis   Biasotti   &  C.   C.  Wood 

George    Ellis 

R.   E.   Hazard   &   Sons 

R.   E.   Hazard  &   Sons 

V.   R.   Dennis  Co 

Wood    and    Bevanda 


D.  J.  Stout 18.5 

H.    C.   Amesbury 20.5 

M.  Fredericksen 18.8 

J.  C.  Young 28.9 

H.   K.  Ward 30.0 

C.    A.    Potter 73.4 

J.  W.  Corvin 39.6 

H.    S.    Payson 25.5 

W.    A.    Rice 49.6 

L.   G.   Marshall 23.4 

W.  A.   Rice 42.5 

E.  Carlstad 13.9 

C.   F.   Oliphant 33.0 

W.   J.   Calvin 40.4 

C.   R.    Montgomery 13.0 

F.  B.   Cressy 15.7 

W.    D.    Eaton 31.7 

H.   J.   Fallai 26.3 

L.    B.    Lindley 23.7 

W.    I.   Templeton 32.7 

E.    A.    Bannister 29.5 

J.    M.   Hollister 17.1 

G.  R.   Hubbard 74.4 

A.  K.   Nulty 20.4 

J.    F.    Taylor 20.8 

C.  R.  Hagbert 20.2 

L.    E.    Listen 7.5 

B.  F.   Moore 78.0 

L.    H.    Williams 24.1 

Average 28.6 


Trinidad — McNeil's     Ranch     

Howell— 1/4    mi.    S.    Keddie 

Sulphur  Creek — Boulder  Creek   Hill 

Viola — Forest    Boundary    

Farallone    City — Rockaway    Beach 

Route   68 — N.   City   limits   of   San   Jose 

Agnew    Underpass — San    Jose    (por.) 

21/2  mi.    E.— 31/4  mi.   E.   of   Monolith 

Box    Springs — 3    mi.    E.    of    Moreno 

Mountain    Pass — Nevada    State   Line 

2.5   mi.  W.  of  Java — 0.5   mi.   E.  of  Java 

Between   Amboy   and   17  mi.    E.   (por.) 

Conway  Summit — 1    mi.   W.   of   Bodie   Road 

4  mi.   S. — 1.7  mi.   S.  of   Fish   Springs 

Bishop — Owens    River 

Near    Inyokern 

1.2  mi.   SE. — 1.7   mi.    NW.   of   Rodemacher 

Mammoth    Lake — Route  23,   Casa    Diablo   Hot  Springs 

Vernal  is — Gates   Road 

Stoddard    Springs — McCoy    Saddle 

Mulberry    Avenue — Calipatria 

2.5   mi.    E.   of    Rincon — Rancho   Cuca 


Road  Mix 

Poulos    and    McEwen 

Hayward    BIdg.   Material   Co.-- 

Guy    F.    Atkinson    Company 

Fredericksen  &  Westbrook 

Granfield,    Farrar    &    Carlin 

Basich     Bros 

Raisch   &    Heple 

Young    and    Son 

Oswald    Bros 

Geo.    Pollock   Company 

Basich     Bros 

Basich     Bros 

Isbell   Construction  Co 

Basich     Bros 

Basich     Bros 

Basich     Bros 

Basich     Bros 

Oswald    Bros 

Basich     Bros 

Beerman,    Jones   &    Maestrett 

R.    E.    Hazard    &    Sons 

R.    E.    Hazard    &    Sons 


E.   L.   Miller 35.7 

C.     Brown 19.8 

P.   F.   Green 35.4 

G.  Sundman 35.0 

H.    A.   Simard 12.6 

C.   F.   Price 34.4 

C.  F.  Price 51.2 

D.  G.  Evans 33.3 

E.  A.   Bannister 16.8 

C.    V.    Kane 57.5 

G.  E.  Malkson 33.5 

G.  E.  Malkson 36.9 

J.    N.    Stanley 12.8 

M.    W.    Ellis 45.4 

R.    E.   Raley 41.9 

R.   V.    Murray 46.5 

R.   V.    Murray 28.7 

F.  R.   Pracht 23.7 

A.    N.    Lund 15.3 

E.   W.   Ray 39.2 

J.    F.    Taylor 34.2 

I.   W.   Littlefield 34.5 

Average 31.6 


Miscellaneous  Types 


Menio    Country    Club — Woodside Union    Pavin 

Waldo   Point — Golden  Gate   Bridge E.   A.    Forde 

Spence    Street — Downey    Road C.    F.    Robbi 


A.  Walsh 161.8 

_W.    A.    Rice 28.3 

_A.   W.    Hoy 72.6 

Average 65.7 


(Continued  from  page  15) 


Construction  Records 


One  outstanding  project  holds  the 
record  for  1937  for  maximum  aver- 


age daily  output,  strength  of  con- 
crete, and  surface  smoothness.  Con- 
tract 07XC3,  road  VII-Ora-171-A, 
Hnt  B,  on  Hampshire  Avenue  be- 
tween Coast  Boulevard  and  Gar- 
field  Street,   established   an   average 


output  of  465.7  cubic  yards  of  con- 
crete per  day,  an  average  compres- 
sive strength  of  5813  pounds  per 
square  inch,  and  an  all-time  record 
was    made    on    surface    smoothness 

( Continued  on  page  2  4 ) 


California  Highways  and  Public  Works  (May  1938) 


[Seventeen] 


Highway  Between  Redlands  and 
Crystal  Springs  to  Be  Realigned 

By  A.    EVERETT    SMITH,  Assistant  Hishway  Ensineer 


IN  LINE  with  recent  improve- 
ments on  State  Highway  Route 
26,  a  project  will  soon  be  under 
way  from  New  Avenue  in  Redlands 
easterly  to  Crystal  Springs,  a  distance 
of  two  and  thirty-six  one-hundredths 
of  a  mile.  Bids  were  opened  for  this 
project  on  April  21.     Claude  Fisher 


Avenue,  some  seven  hundred  feet,  the 
new  construction  will  follow  the  ex- 
isting traveled  way  along  Roosevelt 
Road.  From  Highland  Avenue  to  the 
eastern  terminus,  new  alignment  will 
be  used  throughout.  Along  the  west 
end  of  the  project,  for  the  convenience 
of  public  traffic,  a  detour  will  be  con- 
structed and  surfaced  with  road  mix 


of  Redlands  city  limits.  This  portion 
will  be  graded  to  rough  grade  only  at 
this  time.  It  is,  however,  designed 
to  modern  standards  of  alignment  and 
will  eventually  be  used  to  eliminate 
the  sharper  curves  in  the  Crystal 
Springs  Canyon.  Approximately 
ninety-four  thousand  cubic  j^ards  of 
roadway  excavation  is  to  be  moved, 


REDLANDS 


.submitted  the  low  bid.  This  is  a  link 
in  the  Los  Angeles  to  Imperial  Valley 
highway. 

The  project  beginning  at  New  Ave- 
nue extends  easterly  through  Reser- 
voir Canyon,  and  continues  on  up 
Crystal  Springs  Canyon  to  Crystal 
Spi-ings.  This  is  an  especially  de- 
lightful portion  of  highway.  It  is 
here  that  the  west  bound  traveler 
leaves  the  desert  roads  behind  and 
suddenly  finds  himself  swinging  down 
the  pleasant  Crystal  Springs  Canyon. 
A  little  farther  and  he  has  passed  the 
Redlands  City  Reservoir  and  imme- 
diately, without  previous  Avarning,  is 
in    the    midst    of    fragrant    orange 


NEW  ALIGNMENT 

From    New    Avenue    to   Highland 


surface  treatment.  Along  the  balance 
of  the  work,  traffic  will  be  permitted 
to  use  the  existing  road  during  con- 
struction. 

Prom  the  beginning  of  the  project 
to  the  east  city  limits  of  Redlands, 
approximately  four  thousand,  four 
hundred  cubic  yards  of  Class  "B" 
Portland  cement  concrete  will  be  used 
in  constructing  two  lanes  of  pave- 
ment, each  eleven  feet  in  width  and 
approximately  one  and  eight-tenths 
miles  in  length.  This  pavement  is  to 
be  bordered  with  road-mix  surface 
treated  shoulders  to  a  minimum  width 
of  eight  feet  on  each  side. 

Most  of  the  material  for  roadway 
embankment  will  be  obtained  from  the 
portion  of  the  project  that  lies  east 


involving    some    five    million    station 
yards  of  overhaul. 

THIRTY-EIGHT  FOOT  ROADBED 

Facilities  for  adequate  drainage 
will  be  supplied  by  placing  corrugated 
metal  pipes,  and  reinforced  concrete 
box  culverts. 

The  highway  is  to  be  constructed  in 
general  to  a  thirty-eight  foot  roadbed 
width,  so  designed  as  to  be  suitable 
for  ultimate  use  as  a  one-half  section 
of  a  four  lane  highway  with  a  central 
dividing  strip. 

When  complete,  this  new  highway 
will  present  a  two  lane  pavement  with 
wide  surfaced  shoulders,  all  con- 
structed to  modern  standards.  The 
alignment  will  be  greatly  improved 
and  will  have  a  minimum  radius  of 
curvature  of  one  thousand  feet. 


[Eighteen] 


(May  1938)  California  Highways  and  Public  Works 


!^^^??^^- 


Proposed   improvement  of   East  approach  to   Redlands.      Dotted   lines  sliow   new    alignment   through    valley    below   Crystal    Springs. 


The  new  highway  will  replace  an 
old  bituminous  macadam  pavement 
that  is  very  rough  and  is  fast  giving 
way  under  the  heavy  automobile  and 
truck  traffic  to  which  it  is  subjected. 
The  old  road  has  numerous  sharp 
curves  with  inadequate  sight  dis- 
tances, making  driving  slow  and  haz- 
ardous.     Here,    as   was   the    ease    on 


other  sections  of  this  route  before  im- 
provement, the  lighter  and  faster  ve- 
hicles foi-m  long  lines  of  traffic  behind 


Proposed  project  at  the  east  entrance 
to  Redlands.  Dotted  lines  show  new 
alignment  eliminating  steep  and  danger- 
ous curves. 


the  big  slow  moving  trucks  where 
sight  distance,  due  to  outmoded  align- 
ment, is  inadequate  for  safe  passing. 
This  improvement  will  greatly  facili- 
tate traffic  movement  and  will  elimi- 
nate another  section  on  this  route 
where  this  particular  type  of  diffi- 
culty has  been  encountered  to  a  seri- 
ous extent. 


■;^5«a^!K^ 


STATE  SURVEYS  ITS  SNOW  CROP 

By    FRED    H.    PAGET,    Associate  Hydraulic  Engineer 


SNOW  surveys  are  conducted  an- 
nually by  the  Division  of  Water 
Resources  to  gage  the  area,  depth 
and  density  of  the  California  snow- 
pack.  Prom  this  sno^vpack  will  come 
the  water  necessary  during  the  fol- 
lowing summer  for  crop  irrigation, 
power  generation,  mining,  manufac- 
turing and  municipal  needs;  as  well 
as  for  navigation  requirements,  salin- 
ity prevention,  and  a  multiplicity  of 
smaller  uses. 

While  man  can  not  regulate  or  con- 
trol the  release  of  water  stored  in  the 
mountain  snowpack,  he  can,  if  he 
knows  the  amount  that  will  be  at  his 
disposal,  arrange  ahead  of  time  an  in- 
telligent program  to  get  the  full  bene- 
fit of  this  water  as  it  is  released  by  the 
forces  of  nature.  It  is  to  get  this  ad- 
vance knowledge  that  the  snow  sur- 
veyors each  spring  trek  into  the  snow 
covered  mountains  to  measure  and 
gage  the  snow  crop. 

HEAVY  SNOVr  PACK 

Pew  people  fully  appreciate  the 
immensity  of  the  water  storage  ca- 
pacity provided  by  the  snow  fields 
which  reach  from  the  Tehachapi  on 
the  south  to  Mount  Shasta  on  the 
north,  covering  an  area  of  approxi- 
mately 17,000  square  miles,  as  the 
rainy  season  in  California  closes  and 
the  irrigation  season  begins. 

On  April  1st  of  this  year  some  33 
million  acre  feet  of  water  were  held 
stored  in  the  Sierra  snowpack  as 
compared  to  4  million  acre  feet  total 
storage  in  the  man-made  reservoirs 
of  this  same  region.  Outranking 
many  times  in  volume  the  man  con- 
trolled water  supply  and  even  more 
advantageously  placed  as  regards 
distribution  and  elevation,  it  is  ex- 
tremely important  to  have  an  accu- 
rate measurement  made  annually  of 
this  most  valuable  water  crop. 

Since  1929  the  California  Coopera- 
tive Snow  Surveys  have  been  in  op- 
eration. Each  year  many  organiza- 
tions, including  private  corporations, 
public  utilities,  municipalities,  irri- 
gation, water  storage,  and  municipal 
districts,  as  well  as  governmental 
agencies — State  and  Federal — unite 
under  the  leadership  of  the  Division 


of  Water  Resources  to  make  the  an- 
nual measurements. 

NETWORK  OF  SNOW  COURSES 

During  the  summer  months,  under 
the  guidance  of  the  Division,  the 
necessary  preparatory  work  is  done. 
New  snow  courses  are  laid  out  and 
old  ones  cleared  of  encroaching  brush 
and  young  trees ;  the  use  of  existing 
cabins  is  arranged  for  or  new  ones 
built,  while  snow  measuring  equip- 
ment in  each  area  is  put  in  good 
shape  and  new  men  are  instructed  as 
to  its  use. 

A  network  of  snow  courses  covers 
each  watershed,  each  snow  course  rep- 
resenting a  surrounding  area  varying 
in  extent  according  to  topographic 
conditions.  The  snow  course  as  a  rule 
is  laid  out  in  the  shape  of  a  cross  large 
enough  to  allow  of  about  20  samples 
being  made  at  50-foot  intervals,  both 
ends  of  each  line  being  permanently 
marked  with  a  yellow  and  red  snow 
course  marker  spiked  to  a  convenient 
tree,  high  enough  to  be  above  the 
deepest  snow  of  a  severe  winter. 

TAKING   OF   SAMPLES 

A  sketch  map  showing  the  location 
of  the  sampling  points  with  relation 
to  the  markers  is  carried  by  each  snow 
survey  party.  At  each  sampling 
point  shown  on  the  map  a  measure- 
ment must  be  made.  Using  a  hollow 
steel  or  aluminum  tube  with  sharp 
teeth  along  the  lower  cutting  edge  a 
sample  is  cut  from  the  snowpack,  from 
the  surface  to  the  ground  beneath,  iii 
much  the  .same  manner  as  an  apple  is 
cored.  The  depth  of  the  snow  is  noted 
from  graduations  on  the  outside  of 
the  tube  and  then  the  tube  with  its 
core  of  snow  is  withdrawn  and 
weighed  on  special  spring  scales  so 
calibrated  that  the  amount  of  water  in 
the  snow  is  indicated  directly  by  the 
reading  of  the  scales.  An  average  of 
the  twenty  samples  taken  at  each  snow 
course  irons  out  any  inequalities  due 
to  uneven  ground  or  drifted  snow. 

The  snow  surveyors,  men  of  sound 
physique  and  stout  heart,  travel  from 
10  to  30  miles  a  da.v,  depending  upon 
their  schedule,  the  condition  of  the 
weather  and  tlie  state  of  the  snow. 
Shelter  cabins  for  stops  and  emergen- 


cies as  a  rule  are  available  at  12-mile 
intervals.  These  are  equipped  with  a 
bed,  a  stove  and  a  table,  and  stocked 
ahead  of  time  with  fuel,  food  and  bed- 
ding. 

SOME    HARDSHIPS 

Primitive  though  the  comforts  of 
the  shelter  cabins  are,  they  are  much 
to  be  preferred  to  a  night  in  the 
open  such  as  was  the  unhappy  lot  of 
two  of  our  snow  surveyors  who  last 
year  lost  their  way  in  the  gloom  of 
an  early  evening  snow  storm. 
Jammed  together  into  their  one 
sleeping  hag  in  a  shallow  depression 
in  the  snow,  sheltered  by  a  clump  of 
pine  trees  they  holed  up  to  wait  for 
dawn.  Fortunately  the  weather  was 
not  extremely  cold  and  beyond  hav- 
ing to  put  up  with  rather  cramped 
quarters,  a  mild  pang  of  hunger  or 
two,  and  the  diflSculty  of  getting 
their  feet  back  into  frozen  boots 
excavated  from  under  a  foot  of  fresh- 
ly fallen  snow,  they  came  through  in 
good  shape. 

Backtracking  after  daylight  they 
found  where  they  had  missed  the 
turnofF  and  an  hour  later  they  were 
enjoying  a  good  hot  breakfast  in  the 
shelter  cabin  they  should  have 
reached  the  evening  before. 

This  year  150  men  took  part  in  the 
main  survey  of  the  snowpack.  On 
skis  or  webbed  snow  shoes  according 
to  their  personal  choice,  those  parties 
entrusted  with  the  longer  trips  into 
the  more  isolated  regions  started  out 
on  March  23d,  and  the  last  man  re- 
ported back  on  April  8th. 

BEAR  STEALS  GRUB 

The  routine  reports  of  their  trips 
included  delays  on  account  of  storms, 
snow  blindness  and  equipment  trouble. 
Cabins  in  some  instances  were  crushed 
in  by  the  unusually  heavy  snow.  Grub 
caches  rifled  by  unscrupulous  hunters 
were  reported,  and  in  the  Kern  River 
watershed  a  bear,  with  a  hunger  for 
fattening  food,  clawed  his  way 
through  one  end  of  a  shelter  cabin, 
and  after  devouring  most  of  the  grub 
supply  and  spoiling  the  rest,  forced 
his  way  out  through  the  other  end. 
The  snow  had  flattened  the  weakened 

(Continued  on  page  24) 


[Twenty] 


(May  193  8)  California  Hightvays  and  Public  Works 


Befoie  and  after  pictures  of  secondary  highways  in  Imperial  County.  These  views 
show  sections  of  the  same  roads  prior  to  improvement  and  following  regrading  and 
surfacing. 


Secondan 
Improveij 

By  W.  L.  McFADDEl 


IN  1933  the  Legislature  added  to 
the  State  Highway  System,  one 
hundred  sixty-seven  mile?  of 
secondary  roads  in  Imperial  County. 
Of  this  mileage  only  seventy-four 
miles  had  been  previously  surfaced, 
and  the  existing  surfacing  was  gener- 
ally, at  that  time,  badly  in  need  of 
repair,  or  abandonment  and  realign- 
ment. The  remaining  ninety-three 
miles  were  unsurfaced,  and  were  made 
passable  by  flooding  alternate  sections 
to  overcome  the  dust  and  ruts. 

The  natural  material,  with  the 
proper  amount  of  moisture,  made  a 
fair  road  for  light  travel,  but  was  not 
suitable  for  heavy  truck  hauling,  and 
when  dry,  was  very  dusty.  After 
even  a  slight  rainfall,  such  as  the 
valley  experiences,  it  was  necessary 
to  use  tractors  to  tow  wagons  and 
trucks  on  all  unsurfaced  roads. 

FARM    TO    MARKET    ROADS 

This  was  the  existing  condition  of 
the  major  portion  of  these  roads  when 
taken  into  the  State  Highway  System 
five  years  ago.  In  order  to  properly 
serve  the  increasing  traffic  load  of 
these  secondary  highways,  which  are 
chiefly  farm-to-market  roads,  and 
upon  which  the  agricultural  areas 
depend  for  communication  and  trans- 
portation, the  Division  of  Highways 
has  set  up  a  stage  construction  pro- 
gram 

The  program  consisted  of  construct- 
ing, as  soon  as  possible,  with  the  funds 
available,  low  cost  bituminous  type 
surfaced  roads.  This  construction  con- 
sists of  bringing  the  roads  to  proper 
grade  and  alignment,  improving  the 
base  by  importing  suitable  material, 
the  repair  of  irrigation  facilities  to 
prevent  their  damaging  the  roadbed 
with  moisture  in  the  future,  and  sur- 
facing the  roadbed  with  plant  or  road 
mix  bituminous  treated  gravel. 

"While  this  tj^pe  of  construction  can 
not  be  expected  to  carry  the  heavy 
truck  traffic  for  any  length  of  time 
without  high  maintenance  costs,  it 
will  probably  serve  its  purpose  until 


[Twenty-two] 


(May  19}  s)  California  Highways  and  Public  Works 


Highway 
Int 

ssociate  Highway  Engineer 


funds  are  available  to  eonstruet  the 
higher  types  of  pavement,  and  will 
at  that  time  serve  as  a  suitable  base 
which  is  essential  because  of  the  un- 
stable soil  conditions  encountered  in 
the  valley. 

CONSTRUCTION    PROBLEMS 

It  has  been  possible  to  improve  the 
secondary  system  in  the  Imperial 
Valley  to  its  present  stage  only  by 
utilizing,  to  the  fullest  extent,  the 
local  materials  available.  Adverse 
soil  conditions,  seepage  water  from 
adjacent  irrigation  facilities  and  the 
long  distances  from  the  source  of 
supply  of  the  ordinary  road  construc- 
tion materials,  have  been  some  of  the 
problems  to  meet  and  overcome  with 
the  limited  funds  available  for  road 
construction.  Nearly  all  of  the  aggre- 
gate used  in  the  oiled  surfacing,  and 
for  improving  the  base  on  which  the 
surfacing  is  placed,  has  come  from 
the  ancient  beach  line  which  parallels 
the  valley  on  the  east. 

The  completion,  the  latter  part  of 
January,  of  the  improvement  on  the 
four  miles  between  Brawley  and  Cali- 
patria,  provides  a  dustless  and  mud- 
less  surface  on  the  entire  State  High- 
way System  in  the  valley. 

THIRTEEN    MAJOR    HIGHWAYS 

Since  1933,  the  Department  of 
Public  Works,  through  the  Division 
of  Highways,  has  completed  thirteen 
major  projects,  expending  a  total  sum 
of  approximately  $785,700,  in  the  im- 
provement of  one  hundred  twenty- 
eight  miles  of  highway.  The  average 
cost  per  mile  has  been  approximatelv 
$6,200. 

Recent  traffic  counts  have  shown 
that  travel  on  some  of  these  roads 
that  have  been  improved,  has  in- 
creased from  one  hundred  to  one 
thousand  cars  per  day.  This  increase 
indicates  the  advantage  to  the  valley 
traffic  of  such  improvement,  and  addi- 
tional surfacing  or  paving  will  be 
added  as  required  in  order  to  properly 
provide  for  the  traffic. 


Hard  to  believe,  but  true.     Views  of  old  and  new  secondary  highway  in  Imperial  County. 

Bay  Bridge  Traffic  Increases 

AN  INCREASE  in  daily  traffic  on  the  San  Francisco-Oakland  Bay  Bridge 
of  1,523  cars  over  the  previous  month  was  announced  by  State  Director 
-of  Public  Works  Earl  Lee  Kelly  from  a  report  of  April  traffic  figures 
for  the  span,  filed  by  State  Highway  Engineer  C.  H.  Purcell.  During  last 
month  23,118  vehicles  per  day  crossed  the  bridge. 

Total  number  of  vehicles  for  April  was  693,547  as  against  669,431  vehi- 
cles for  March.  Total  collections  for  April  were  $367,996.88,  as  compared 
to  March  figures  of  $348,235.23. 

Comparative  figures  and  totals  follow: 

Total  Total  Total  since 

April  March  opening 

Passenger   Autos    645,603  617,244  12,383,228 

Auto   Trailers    892  595  20,165 

Motorcycles     2,247  1,895  44,073 

Tricars    1,077  1,061  12,883 

Trucks                                 -       31,719  36,878  442,924 

Truck  Trailers    1,244  1,172  26,634 

Buses               10,765  10,586  144,491 

Total    Vehicles              .-     693,547  669,431  13,074,398 

Extra  Passengers 188,120  166,045  2,897,624 

Freight  Lbs.                         74,814,670  68,607,331  1,001,537,020 


California  Highivays  and  Public  Works    (May  193 s) 


[Twenty-three] 


State  Surveys 
Its  Snow  Crop 

(Continued   from    page    20) 

cabin  to  earth  by  the  time  th(>  bdvs 
arrived  and  the  blankets  were  a  mass 
of  ice.  Tired  as  they  were  tliere  was 
nothing:  else  to  do  but  take  up  a  few 
notches  in  their  belts  and  slog'  on 
twelve  miles  more  to  the  next  cabin. 
At  Sacramento  the  snow  survey  re- 
ports are  .segregated  as  to  watersheds 
and  by  a  systematic  procedure  the 
snowpaek  in  each  watershed  is  ap- 
])raised  and  forecasts  of  run-off  are 
made.  During  the  past  few  years 
most  of  the  forecasts  have  had  an 
accuracy  of  better  than  10  per  cent 
\\hile  many  are  much  closer  tlian  th;it 
figure. 

For  the  Sierra  as  a  whole  this 
year's  snowpaek  is  well  above  nor- 
mal and  in  most  watersheds  heavier 
than  any  measured  during  the  nine 
years  that  snow  surveys  have  been 
made.  A  tabulation  of  all  the  snow 
survey  measurements  together  with 
forecasts  of  flow  from  14  watersheds 
are  contained  in  the  Snow  Survey 
Bulletin  issued  by  the  Division  of 
Water  Resources  on  April  11th. 
Copies  of  this  bulletin  may  be  had 
from  the  Division  upon  request. 


PAVEMENT  RECORDS 


Motorways  Plan  for  South 

The  1937  traffic  survey  of  the  Los 
Angeles  metropolitan  area  made  by 
the  Automobile  Club  of  Southern 
California  presented  as  the  logical 
solution  to  Los  Angeles  County's  acute 
congestion  and  accident  problems, 
proposes  a  network  of  new  intersec- 
tion-free divided  motorways  exclu- 
sively for  motor  vehicles  across  the 
juetropolitan  area.  These  would  con- 
tinue on  upper  story  levels  through 
specially  designed  parking  and  office 
buildings  in  liusiness  disti'iets,  and  on 
bridges  across  existing  streets. 

Other  recommendations  include 
prohibiting  curb  parking  on  all  com- 
mercial .streets  and  highways  and  de- 
veloping off-street  parking  facilities, 
restricting  curb  parking  on  residen- 
tial streets,  removing  all  street  rail- 
ways within  a  reasonable  period  of 
time,  establishing  an  adequate  motor 
bus  system  with  off  street  termiiuds. 
and  separating  grades  of  commercial 
street  intersections  wherever  practical. 


I  Twenty-four] 


(Continued  from  page  IT) 


(if  .'!..')  iiu-lies  ])pv  mile,  with  the  use 
of  the  Johnson  drag  finisher.  J.  E. 
Haddock.  Ltd.,  was  the  contractor. 
W.  D.  Eaton,  the  resident  engineer, 
and  H.  D.  Johnson,  street  assistant. 
It  is  indicated  on  later  work  that 
the  John.son  drag  finisher  is  capable 
of  producing  a  surface  smoothness 
superior  to  that  produced  on  this 
project. 

The  average  daily  concrete  pave- 
ment output  for  the  entire  State 
during  1937  was  396  cu.  yds.,  com- 
pared to  386  cu.  yds.  in  1936.  The 
average  compressive  strength  for 
Class  "A"  concrete  pavement  laid 
(luring  1937  was  4470  pounds  per 
square  inch,  as  against  4550  ])ounds 
in  1936.  On  Contract  610TC10. 
road  X-Sol-7-C,Vac.D,  Class  "B" 
concrete  was  placed,  having  a 
strength  of  3417   pounds. 

The  average  surface  smoothness 
for   the    State    during    1937    was   8.2 


inches    per    mile    compared    to    I'i.l 
inches  in  1936. 

The  record  for  cement  control  was 
made  on  Contract  87XC25,  road 
VII-L.A-168-A,B,  Center  Street  to 
Firestone  Boulevard,  with  an  aver- 
age variation  of  0.28  per  cent.  Ma- 
tich  Bros,  were  the  contractors,  F.  B. 
Cressy,  resident  engineer,  and  G.  H. 
Lamb,  street  assistant.  The  average 
variation  in  cement  control  for  1937 
was  0.817o,  compared  to  0.857^  in 
1936. 


Asphalt  Concrete 


CONSTRUCTION     METHODS 

During  the  1937  season,  an  ex- 
perimental section  was  constructed 
on  Contract  66VC5-86VMC1,  road  VI- 
Ker-4-C,Bkd,  from  10.5  miles  south 
of  Bakersfield  to  Grove  Street,  using 
asphaltic   cement   of   a   much   higher 


/^^^K,.  =^^^  ^^•^^"  "  ■  ^7"^^^^^  ^^-U^  '"^ Vvy/W  JHi^^gg^  "N^ y 


r-'^^"^^^"'^'^'^'k^->^''^^g^'^'-v^^^\_^''''"^^S 


,rr-^ji^—'^  1^.  ■■■^v—^ 


*>'    »lkAI>j"'^ISW^»'* 


■V'^^w^.J- 


1_ 

Vi  inch 


-20  ft.- 

Graphs  Obtained  by  Los  Angeles  County  Road  Department 

(May  19}  8)  California  Hightcays  and  Public  Works 


nple   of  20-foot  asplialt  concrete   la 


ith  concrete  curbs  and    earth    dividing   strip    in    IVIontecito,    Santa    Barbara    County. 


peiu-'tration  than  the  usual  standard 
of  40  to  60.  2540  lineal  feet  of  sur- 
face was  laid  with  70  to  80  pene- 
tration asphalt,  2350  lineal  feet  with 
no  penetration,  2635  lineal  feet  with 
160  penetratioin  and  3910  lineal  feet 
with  90-95  road  oil. 

It  was  necessary  to  revise  the  roll- 
ing procedure  on  the  sections  in 
which  the  softer  grades  of  asphalt 
were  used,  but  this  did  not  materi- 
ally complicate  construction  methods, 
and  the  surface  smoothness  of  the 
experimental  sections  compares  fa- 
vorably with  the  standard  sections. 

Since  the  use  of  asphaltic  cement 
of  higher  penetrations  is  increasingly 
evident  in  asphalt  concrete  pavement 
construction,  the  department  is 
adopting  ranges  of  71  to  85,  86  to 
100,  and  101  to  120  penetration,  for 
future  work. 

Compensation  in  tlie  asjihalt  con- 
tent is  being  made  for  the  asphalt- 
enes  as  indicated  in  the  petroleum 
ether  solubility  test,  and  this  cor- 
rection has  resulted  in  a  uniformity 
in  mixtures  that  was  impossible  to 
obtain  inider  former  methods.  These 
corrections  will  be  continued  with 
the  softer  grades  of  asphalt. 


Construction  Records 


Tlie  maximum  daily  output  of  as- 
phalt concrete,  and  (he  highest  aver- 
age stability  of  surface  course  mix- 
tures   were    obtained    on    Conti'act 


AN  APPRECIATION 

Dept.  of  Public  Works, 
Sacramento,  Calif. 

Attention  Superintendent ; 
Highway  Maintenance  Service : 

It  is  with  great  pleasure  that 
I  compliment  you  for  the  mar- 
velous work  you  have  done  for 
the  motorists  of  this  State  and 
the  training  of  your  personnel. 

To  prove  the  above  state- 
ment, this  day  about  100  yds. 
west  of  the  west  terminal  of 
the  Broadway  Tunnel,  my  auto- 
mobile caught  fire.  It  was  only 
through  the  help  of  one  of  your 
courteous  maintenance  men, 
Mr.  J.  A.  Peirano,  that  my  car 
was  saved  from  a  total  loss. 

I  tried  to  compensate  Mr. 
Peirano  for  his  service  but 
he  flatly  refused  to  accept. 

If  all  organizations  had  their 
men  trained  to  be  as  obliging 
as  you  have,  wouldn't  we  be 
living  in  a  better  world? 

A  Most  Grateful  Motorist, 

Sincerely, 

AVARON    DAVIS 

1535  Scenic  Ave., 
Berkeley,  Calif. 


84TC13-64TC32,    road    IV-S.M-2-S. 
]M,Rmt,B,S.Car,Rdw.C,  from  San  Ma- 


teo to  Redwood  City.  An  average 
of  805  tons  of  asphalt  concrete  were 
laid  per  eight-hour  day,  and  the 
average  stability  of  .surface  course 
mixtures  was  45%.  Basich  Bros, 
were  the  contractors,  F.  W.  Montell 
the  resident  engineer,  and  E.  W. 
Herlinger,  the  street  assistant.  The 
average  daily  output  for  the  State 
during  1937  was  550  tons,  compared 
to  447  tons  in  1936.  The  average 
stabilitv  of  surface  mixture  was  36% 
during  1937. 

The  densest  surface  mixture  was 
jilaced  on  Contract  86TC4.  road  VI- 
P're-i-C,  Biola  Junction  to  Plerndon, 
in  which  the  average  relative  specifie 
gravity  was  97.6%.  Union  Paving 
Company  was  the  contractor,  F.  W. 
Howard,  the  resident  engineer,  and 
E.  Thomas,  the  street  assistant.  The 
State  average  was  94.6%,  compared 
to  94.3%   in  1936. 

The  record  foi'  surface  smoothness 
was  secured  on  Contract  03TC1.  road 
III-Gle-7-B,  Willows  to  Artois,  in 
which  the  average  roughness  was  8.2 
inches  per  mile.  N.  IM.  Ball  Sons 
were  the  contractors,  J.  C.  Womack 
the  resident  engineer,  and  J.  G.  Meh- 
ren,  the  street  assistant.  The  aver- 
age smootliness  for  the  State  was  15.5 
inches  as  compared  to  14.7  inches 
]ier  mile  in  1936. 

A  slightl}'  greater  mileage  of  plant- 
mix  surface  was  laid  in  1937  than  in 
previous  .years,  there  having  been 
constructed    120   miles   of   this    type 

(Continued  on  page  2S) 


California  Highways  and  Public  Works  (May  i9S8) 


[Twenty-five] 


J~- 


DIVISION   OF 


^tcr  WATER  RESOURCES 

W^^d.  l-ldnrM^        OFFICIAL  REPORT 


"--ffe-jSiy- 


^■f^^:6^it:4■'*^'*:i^i■>-,rniu.v:J. 


FOR  THE  MONTH  OF 

April,  1938 

EDWARD  HyATT,  Sfafe  Enginee- 


EXGIXEEPJXG  studies  for  ne- 
gotiations and  contracts  in  con- 
nection with  the  construction 
and  operation  of  the  Central  Valley 
Project  have  been  continued  by  the 
Division  of  Water  Resources,  repre- 
senting the  "Water  Project  Authority 
of  the  State  of  California,  under  a 
cooperative  work  agreement  with  the 
U.  S.  Bureau  of  Reclamation. 

During  the  month  studies  were 
made  of  the  general  plans  for  the 
Shasta  Dam  and  Miles  4  to  12  of 
the  Contra  Costa  Canal  and  approval 
of  these  plans  was  given  by  the  Water 
Project  Authority. 

The  Bureau  of  Reclamation  opened 
bids  on  April  11  for  a  diversion 
tunnel  and  temporary  relocation  of 
the  Southern  Pacific  Railroad  at  the 
Shasta  dam  site.  Announcement  has 
also  been  made  by  the  Bureau  that 
bids  for  another  eight  miles  of  the 
Contra  Costa  Canal  will  be  opened 
on  May  20  and  that  the  bids  for 
the  construction  of  the  Shasta  Dam 
will  be  opened  on  June  1. 

Work  has  continued  and  good  prog- 
ress is  being  made  on  the  construc- 
tion of  the  Contra  Costa  Canal  and 
the  Government  Camp  for  Shasta 
Dam.  The  first  four  miles  of  the 
canal  are  more  than  65%  completed 
and  the  buildings  for  the  Govern- 
ment Camp  are  practically  completed. 


IRRrCATION    DISTRICTS 


liiite  .storm.s  nm\  high  water  conditions 
have  delayed  .somewhat  the  opening  of  the 
irrigation  season,  but  in  many  of  the  dis- 
tricts water  has  been  turned  into  the  canals. 
Tlie  heavy  snow  pack  in  the  mountains  as- 
sures an  ample  supply  of  water  for  most 
areas  during  the  coming  summer.  Seep- 
age and  high  ground  water  have  given 
some  trouble  in  the  cultivation  and  plant- 
ing of  crops  and  plans  for  supplemental 
drainage  are  being  investigated  in  certain 
districts. 


SUPERVISION    OF    DAMS 


in  Riverside  County  and  McCarty  Dam  in 
Calaveras  County.  AVithin  the  month  Bo- 
nita  Canyon  Dam  in  Orange  County.  Gene 
Wash  Dam  in  San  Bernardino  County  and 
O'Shaughne.ssy  Dam  in  Tuolumne  County 
have  been  completed  and  will  be  ready  for 
approval  at  an  early  date.  There  has 
been  satisfactory  jirogress  made  on  the 
work  at  Bean  Hollow  Dam  in  San  Mateo 
County  and  North  Fork  Dam  in  Santa 
Clara  County,  and  the  work  at  Copjier 
Basin  Dam  in  San  Bernardino  County  is 
very   nearl.v  completed. 


WATER    RIGHTS 


l^iiperrisioii    of   Approprmlion    of    'Wnter 

Seventeen  applications  to  appropriate 
water  were  received  during  March.  G  ap- 
plications were  denie<l  and  S  applications 
were  approved.  In  the  same  period  4 
permits  were  revoked  and  the  rights  under 
6  permits  were  confirmed  by  the  issuance 
of  licenses. 

Field  work  for  the  year  1938  involving 
the  investigation  of  pro,iects  under  permits 
and  licenses  began  on  April  lltb.  There 
are  288  cases  Ii.sted  for  investigation  as 
compared  with  233  last  year  aod  259  in 
1936.  Visits  will  be  necessary  to  all  ex- 
cept  .5   counties   of   the    State. 


SACRAMENTO-SAN    JOAQUIN 
WATER    SUPERVISION 


Field  work  has  commenced  and  at  pres- 
ent consists  of  visiting  all  points  of  di- 
version to  insure  that  records  of  oi)era- 
tions  will  be  kept  during  the  coming  sea- 
son. Discharge  measurements  are  being 
made  of  the  larger  plants  which  are  at 
present  in  operation.  Due  to  the  abnor- 
mally heavy  rainfall  during  the  past  winter, 
it  will  he  some  time  before  all  of  the  smaller 
plants  along  the  rivers  are  in  operation. 


CALIFORNIA  COOPERATIVE 
SNOW    SURVEYS 


Two    applications    were    received    <lurins 
April,    namely    for    Fairmount    Park    Dam 


During  the  last  week  of  March  and  the 
first  week  of  April,  the  main  annual  snow 
survey  was  conducted  throughout  the  Sierra 
from   the   Klamath   to   the  Kern. 

Engaged  on  this  work  were  150  men  who 
took  part  in  the  survey,  working  from  40 
centers  strategically  located  to  give  access 
to  the  entire  area  with  a  minimum  of  travel. 


FLOOD    CONTROL    AND 
RECLAMATION 


Maintenance    of    Ran-amenin    Flood    Control 

Project 

During  this  period  there  were  no  ex- 
tremely high  stages  in  the  channels  of  the 
flood  control  project,  hut  during  the  entire 
interval  the  stages  remained  relatively  high 
for  this  time  of  the  year,  and  for  most  of 
the  iieriod  they  remained  above  bank  full 
stage.  As  a  result  of  this  extremely  un- 
usual condition,  excessive  seepage  is  caus- 
ing damage  to  land  bordering  the  Sacra- 
mento and  Feather  Rivers,  particularly 
to  the  orchards.  The  drainage  plants  of 
the  Sutter  B.v-pass  were  operated  contin- 
uously throughout  the  month  and  miscel- 
laneous maintenance  work  has  been  carried 
on.  Water  has  been  spilling  into  the  by- 
passes through  Colusa.  Tisdale  and  Fremont 
weirs    during    practically    the   entire    period. 

Relief  Labor  Work 

During  this  period  about  50  relief  labor- 
ers have  been  employed  in  clearing  the 
right-of-way  for  State-Federal  levee  con- 
struction on  the  left  bank  of  the  Sacra- 
mento River  from  Meridian  to  Butte  Slough. 
About  25  WPA  men  have  been  engaged  in 
miscellaneous  work  on  other  parts  of  the 
project.  All  by-pass  and  overflow  channels 
have  been  covered  with  water  .so  that  clear- 
ing with  relief  labor  could  not  proceed. 

Sacramento    Flood    Control    Project 

Construction  has  lieen  completed  on 
five  timber  bridges  in  the  Dry  Creek 
project  near  Wheatland. 

Emergency    Levee    Repairs 

Work  has  been  continued  in  making 
repairs  to  levees  in  Glenn,  Shasta,  Butte 
and  Tehama  Counties  under  Executive 
Order  No.  E  177,  and  at  this  date  approx- 
imately $75,000  has  been  expended.  In 
earl.v  April  it  was  found  necessary  to  do 
some  further  work  at  Robinson  Bend  on 
the  Feather  River,  due  to  the  excessive  bank 
erosion  at  low  water  stage.  A  set-back 
levee  was  constructed  1400  feet  long,  and 
aliout  2000  tons  of  Oroville  cobbles  were 
used  to  protect  the  bank. 

Emergency  Levee  Protection  and  Repair 

The  levee  breaks  on  the  Paradise  Cut 
in  San  Joaquin  County  have  been  closed 
and  all  emergency  protection  work  on  the 
San  Joaquin  River  in  San  Joaquin  County 
lias  been  discontinued,  except  at  a  point 
downstream  from  the  Banta-Carbona  Ir- 
rigation District  intake.  Bank  erosion 
is  continuing  at  this  place  in  a  manner 
which  may  endanger  the  levee  during  the 
rise  expected  from  the  melting  snows. 


[Twenty-six] 


(May  19}  s)  California  Hightvays  and  Public  Woi'ks 


Hishway  Bids  and  Awards 
for  the  Month  of  April,  1938 


ALAMEDA  COUNTY — East  approach 
to  the  San  Fiancisco-Oakland  Bay  Bridge 
betweefli  the  distribution  structure  and 
University  Avenue,  about  3.3  miles  red- 
wood curbs  to  be  constructed,  a  water  sup- 
ply line  installed  and  shoulder  widening 
and  parking  areas  to  be  constructed  and  a 
penetration  oil  treatment  applied  thereto. 
District  IV.  Route  5,69,  Section  Oak.,  Emv., 
Ber.  Underground  Construction  Co.,  Oak- 
land, $24,833;  L.  C.  Seidel,  Oakland,  $25,- 
S4S;  Lee  J.  Immel,  Berkeley,  §25.429; 
M.  J.  Lvnch,  San  Francisco,  $28,023; 
Chas.  L.  Harney,  San  Francisco,  $32,116; 
A.  Soda  and  Son,  Oakland,  $30,392 ;  Eaton 
&  Smith,  San  Francisco,  $33,822.  Con- 
tract awarded  to  ^Yilliams  Bros.  &  Haas, 
Inc.,   San  Francisco,  $23,642.18. 

GLENN  COUNTY— Elk  Creek  Road,  be- 
tween 7  miles  wast  of  Willows  and  10.5 
miles  west  of  WUlows,  about  3.5  miles  to 
be  surfaced  with  gravel  base  and  road-mix 
surfacing  and  shoulders  to  be  constructed. 
District  III,  Feeder  road.  Claude  C.  Wood, 
Stockton,  $17,448:  E.  A.  Forde,  San  An- 
selmo,  .$17,996;  N.  M.  Ball  and  Sons,  Ber- 
keley, $18.471 ;  Poulos  and  McEwen,  Sacra- 
mento. $18,834;  Oilfields  Trucking  Co., 
Bakersfield,  $19,259;  Fredericksen  &  West- 
brook,  Lower  Lake,  $19.544 ;  Harms  Bros., 
Susanville,  $19,634;  C.  W.  Calletti  &  Co., 
San  Rafael.  .$21,746;  Helwig  Construction 
Co..  Sebastopol,  $22,382;  Hanrahan  Co., 
San  Francisco.  .$22,518;  E.  B.  Bishop. 
Orland,  $23,446.  Contract  awarded  to 
Lee   J.    Immel,   Berkeley,   $17,411.00 

IMPERIAL  COUNTY— Furnishing  and 
spreading  gravel  between  four  miles  east 
of  Imperial  and  1  mile  east  of  Brawley. 
District  XI,  Route  201,  Section  B.  V.  R. 
Denis  Construction,  San  Diego.  $17,257; 
G.  W.  Ellis.  Los  Angeles.  $12,471.  Con- 
tract awarded  to  R.  E.  Hazard  &  Sons, 
San  Diego,  $10,983.90 

INYO  COUNTY  — A  t  Independence, 
about  1.5  mile  to  be  gi-aded  and  roadmix 
surfacing  applied.  District  IX,  Route  23, 
Sections  M.  A.  Vido  Kovacevich,  South 
Gate,  $19,792.  Contract  awarded  to  Ba- 
sich  Bros.,  Torrance,  $19,677.10. 

KER;N  COUNTY^ — Between  southerly 
boundary  and  5  miles  north  of  Rosamond, 
about  8.3  miles  to  be  graded  and  plant- 
mixed  surfacing  to  be  placed.  District  IX, 
Route  23,  Section  A.  V.  R.  Dennis  Con- 
struction Co.,  San  Diego,  $59,912;  Claude 
Fisher  Company,  Ltd.,  Los  Angeles,  .$64,- 
893;  Basich  Brothers.  Torrance.  $64,922; 
Griffith  Company,  Los  Angeles.  .$65.1.")0; 
R.  E.  Hazard  &  Sons.  San  Diego.  .$66,129; 
Gibbons  &  Reed  Co..  Burbank,  $67,910; 
George  R.  Curtis  Paving  Co.,  Los  Angeles, 
$70,892;  Piazza  and  Huntley,  San  Jose, 
$71,871 ;  Hanrahan  Company,  San  Fran- 
cisco, .$91,180;  L.  A.  Paving  Co.,  Los  An- 
geles, $119,772.  Contract  awarded  to  G.  W. 
Ellis,  North  Hollywood,  $54,294.80. 

LASSEN  COUNTY— Between  Nubieber 
and  8J  miles  northeast  of  Bieber,  about 
10.4  miles  to  be  graded  and  surfaced  with 
plant  mixed  surfacing.  District  II,  Route 
28,  Sections  A,  B.  J.  A.  Casson.  Hayward, 
$116,0.55 :  Larsen  Bros,  and  Harms  Bros., 
Sacramento,  .$134,835 ;  Hanrahan  Co.,  San 
Francisco,  .$151,989;  Pacific  States  Con- 
stnicttion  Co.,  San  Francisco,  $157,943; 
Union  Paving  Co.,  San  Francisco,  $162.- 
.391;  Claude  C.  Wood.  Stockton,  $127,817. 
Contract  awarded  to  Poulos  and  McEwen, 
Sacramento.     $106,534.90. 


LOS  ANGELES  COUNTY— Undergrade 
crossing  under  tracks  of  S.P.R.R.  near 
Hewitt  Station  and  approaches  to  be  con- 
sti-ucted.  District  VII,  Route  159,  Sec- 
tion L.A.  C.  O.  Sparks  and  Mundo  En- 
gineering Co.,  Los  Angeles.  $184,986 ;  Gib- 
bons &  Reed  Co.,  Burbank,  $175.452 ; 
Claude  Fisher  Co..  Ltd.,  Los  Angeles,  $180.- 
909;  L.  A.  Paving  Co..  Los  Angeles.  .>);198.- 
618;  Griffith  Co..  Los  Angeles,  $190,493; 
B.verts  &  Dunn,  Los  Angeles.  .$172.166 ; 
Winston  Bros.  Co.,  Los  Angeles,  $188,247 : 
Gates  &  Huntley.  Los  Angeles.  $215,431: 
John  Strona,  Pomona,  $169,890;  United 
Concrete  Pipe  Corp.,  Los  Angeles,  $183,057  ; 
Minnis  and  Moody  and  Werner  and  Webb, 
Los  Angeles,  $179,741 ;  J.  E.  Haddock,  Ltd., 
Pasadena,  $181,415.  Contract  awarded  to 
Oscar  Oberg,  Los  Angeles,  $165,732.25. 

MENDOCINO  COUNTY — Between  Hen- 
ry Gulch  and  Westport  Gulch,  about  1.3 
miles  to  be  graded  and  penetration  oil 
treatment  applied.  District  I,  Route  56. 
Sections  A,B,C,D,F.  Harold  Smith,  St. 
Helena,  $31,506;  Chas.  L.  Harney,  San 
Francisco,  $32,432  ;  John  Burman  and  Sons, 
Eureka,  $34,265 ;  Valley  Construction  Co.. 
San  Jose,  $35,719;  F.  J.  Maurer  &  Son, 
Inc.,  Eureka,  $35,764;  Guerin  Bros..  San 
Francisco,  $38,443 ;  Claude  C.  Wood,  Stock- 
ton,$41,483;  Lee  J.  Immel.  Berkeley.  $44,- 
985 ;  C.  W.  Calletti  &  Co..  San  Rafael,  $48,- 
122.  Contract  awarded  to  Rock  &  Gravel 
Trucking   Co.,   Oakland,   .$28,449.90. 

MENDOCINO  COUNTY  — Between  * 
mile  north  of  McCoy  Creek  and  Piercy. 
about  1.5  miles  to  be  graded  and  surfaced 
with  untreated  crushed  gravel  or  stone 
surfacing.  District  I,  Route  1,  Section  K. 
C.  W.  Caletti  &  Co.,  San  Rafael,  $89,788; 
Chas.  L.  Harney,  San  Francisco,  $89,536 ; 
Young  &  Son  Co.,  Ltd.,  Berkeley,  $91,411; 
N.  M.  Ball  Sons,  Berkeley,  $94,839;  Hem- 
street  and  Bell,  Marysville,  $97,255;  Fred- 
ericksen and  Westbrook.  Lower  Lake,  $98.- 
217 ;  Contract  awarded  to  Poulos  and  Mc- 
Ewen,   Sacramento.   $82,550. 

MONTEREY  COUNTY  —  At  Willow 
Springs  Maintenance  Station,  a  12-man 
bunkhouse  and  appurtenances  to  be  con- 
structed. District  V,  Route  56,  Section  B. 
George  AVaters.  Santa  Maria.  $9,422;  M. 
J.  Murphy,  Inc.,  Carmel,  $9,368;  Theo.  M. 
Maino,  San  Luis  Obispo,  $8,740;  F.  C. 
Stolte  Co.,  Pacific  Grove,  $8,494;  O.  R. 
Ochs,  San  Luis  Obispo,  $7,600.  Contract 
awarded  to  Victor  L  and  William  B. 
Jacobson,    Los    Angeles.    $7,484.00. 

SANTA  BARBARA  COUNTY  — Be- 
tween Gaviota  Pass  and  Santa  Ynez  River, 
about  2.9  miles  to  be  graded.  Paved  with 
Portland  cement  concrete  and  four  rein- 
forced concrete  bridges  to  be  constiiicted. 
District  V.  Route  2.  Section  D.  Macco 
Construction  Co.  Clearwater  $299,709;  J. 
E.  Haddock,  Ltd.,  Pasadena.  $285,923; 
Claude  Fisher  Company,  Ltd.,  Los  Angeles, 
$280.6.33:  Griffith  Company.  Los  Angeles, 
.<;20O.9.")4 :  Firedericksen  and  Westbrook, 
I>n\vcr  Lake,  $297,165;  United  Concrete 
Pipe  Corp.,  Los  Angeles,  .$308,684.  Con- 
tract awarded  to  C.  O.  Sparks  and  Mundo 
Engineering   Co..   Los  Angeles.   $278,535.90. 

SANTA  CLARA  COUNTY  —  Between 
Coyote  and  Llagas  Creek,  about  10.9  miles 
to  be  graded  and  paved  with  asphalt  con- 
crete and  a  reinforced  concrete  bridge  to 
be  constructed.  District  IV.  Route  2.  Sec- 
tion B,  Mg,H,C.  Union  Paving  Co.,  San 
Francisco  .$332,599;   Chas.  L.  Harney,  San 


Modoc  Highway 

Project  Completed 

(Continued  from  page  3) 

The  work  under  the  contract  in- 
volved the  excavating  and  handling  of 
approximately  140,000  cnbic  yards  of 
earth  and  rock,  the  placing  of  68,000 
cubic  yards  of  gravel  for  base  surfac- 
ing and  the  placing  of  some  18,000 
tons  of  bituminous  plant-mixed  sur- 
facing. This  work  involved  the  expen- 
diture of  approximately  $202,500. 

No  effort  was  spared  by  the  con- 
tractor in  the  performance  of  the 
work  under  the  contract.  The  expe- 
ditious maruaer  in  which  the  work  was 
executed  and  the  results  obtained  were 
greatly  appreciated  by  all  concerned, 
and  particularly  so  by  the  motoring 
public.  The  major  items  of  work  were 
as  a  general  nUe  conducted  with  three 
working  shifts  per  day  and  with  sev- 
eral operations  in  progress  simulta- 
neou.sly. 

The  Hanrahan  Company  of  San 
Francisco  was  the  contractor  with 
A.    L.    Gladney,    as    superintendent. 

Francisco,  $3S7..343  ;  A.  J.  Raisch.  San  Jose, 
$362.865 :  Hanrahan  Company.  San  Fran- 
cisco, .$.309,962 ;  Griffith  Company,  Los  An- 
geles, $354,535.  Contract  awarded  to  Jones 
and   King,    Hayward,   .$282,703.05. 

SANTA  CLARA  COUNTY— Between 
Agnew  Underpass  and  North  San  Jose 
Underpass,  about  2.6  miles,  curb  dividing 
strip  to  be  constructed.  District  IV,  Route 
68.  Section  B.  L.  C.  Seidel.  Oakland,  $24,- 
298;  Granite  Construction  Co.,  Ltd.,  Wat- 
sonville,  $22,726;  Palo  Alto  Road  Mate- 
rials Co..  Palo  Alto,  $19,434:  Chas.  L. 
Harney,  San  Francisco,  .$29.478 :  Piazza 
&  Huntley,  San  Jose,  $21,495;  U.  Peira  & 
Son.  San  Francisco,  .$20,643;  F.  Kaus. 
Stockton.  $20,185;  A.  J.  Raisch,  San  Jose, 
.$22.995 :  Valley  Construction  Co.,  San 
Jose.  $20,799 ;  Parish  Bros..  Los  Angeles, 
.>23.265:  Eari  W.  Heple.  San  Jose,  $23,- 
362  ;  B.  A.  Howkins  «Sc  Co..  San  Francisco, 
.*28..501 ;  Lee  J.  Immel.  Berkeley,  $21,958. 
Contract  awarded  to  Harvey  E.  Conner, 
Redwood  City.  $18,992.90. 

SAN  DIEGO  COUNTY — In  San  Diego, 
between  Barnett  Avenue  and  Jliramar 
Road.  9.7  miles  to  be  graded  and  paved  with 
Portland  cement  concrete  and  asphalt  con- 
crete. District  XI.  Route  2,  Section  S.D. 
Oswald  Bros.,  Los  Angeles,  $358,332;  V. 
R.  Dennis  Construction  Co.,  San  Diego, 
$3.54.005;  R.  E.  Hazard  and  Sons,  San 
Diego.  .$376.224 ;  Metropolitan  Construc- 
tion Co.,  Los  Angeles,  $372,420;  Griffith 
Company,  Los  Angeles,  $354,127;  United 
Concrete  Pipe  Corp.,  Los  Angeles,  $398,- 
208;  J.  E.  Haddock  Co..  Ltd..  Pasadena, 
$401,523;  Daley  Corp.,  San  Diego.  $348.- 
429.  Contract  awarded  to  David  H.  Ryan, 
San    Diego.    $339,886.07. 

SAN  DIEGO  COUNTY — Furnish  and 
apply  diesel  oil  to  roadside  vegetation  at 
various  locations,  6S.9  miles.  District  XI, 
various  locations.  R.  E.  Hazard  &  Sons, 
San  Diego.  $1,458;  Consumers  Oil  Co..  Los 
Angeles.  $1,066.  Contract  awarded  to 
Stiuare  Oil  Co.,  Los  Angeles,  $1,057.50. 


California  Highways  and  Public  Works  (May  19} s) 


[Twenty-seven  ] 


•H^i.     --\ 


Air  spade  breaking  bank  and  air  tampers  backfilling  on  Cuesta  grade. 


PROGRESS  ON  CUESTA  GRADE 


four  foot  ceutei-s  staked  with  wil- 
lows and  set  in  trenches  flush  with 
the  plane  of  the  fill  slope. 

No  further  wash  occurred  during 
the  heavy  rains  following  this  instal- 
lation. 

Surfacing.  The  road  is  to  be  sur- 
faced with  plant  mix  on  crusher  run 
base,  divided  four  lane  construction 
with  four  foot  parting  strip  all  on 
selected  material  subgrade. 

Surfacing  operations  are  expected 
to  start  about  July  first. 

Mr.  Vic  Pearson  is  Resident  Engi- 
neer on  the  project  and  the  Metro- 
politan Construction  Company  is  the 
contractor. 

This  is  a  Federal  Aid  Project,  the 
total  cost  of  which  will  amount  to  in 
excess  of  $800,000. 

CUESTA  GRADE  OVERHEAD 

As  a  part  of  this  project  there  is 
being  constructed,  under  separate  con- 
tract, a  reinforced  concrete  overpasa 
across   the    tracks    of   the    Southern 


(Continued  from  page  7) 

Pacific  Railroad  approximately  0.25 
miles  north  of  the  summit  of  Cuesta 
Pass.  While  the  old  road  crossed  over 
a  railroad  tunnel  it  proved  imprac- 
ticable to  use  the  same  crossing  with- 
out sacrificing  the  high  standard  of 
alignment  prevailing  throughout  the 
balance  of  the  project. 

Among  the  interesting  features  of 
the  structure,  which  will  consist  of 
10  spans  A'arying  in  length  from  32 
to  59  feet  and  a  total  length  of  465 
feet,  are  the  small  angle  between  the 
road  and  the  railroad,  22  degrees, 
which  presented  quite  a  design  prob- 
lem;  a  "rigid  frame"  type  of  design 
with  girders  and  deck  continuous  over 
several  spans ;  girders  with  a  para- 
bolic arch  of  pleasing  appearance  ;  two 
25  foot  roadways  separated  by  a  four 
foot  curbed  parting  strip ;  and  deep 
footings  founded  on  rock. 

The  structure  is  being  constructed 
bv  Contractor  R.  R.  Bishop,  at  a  cost 
to  the  State  of  $90,000.  Federal 
grade  separation  funds  provide  the 
financing. 


Pavement  Records 

(Continued  from  page  25) 

as  compared  to  82  miles  in  1936.  109 
miles  of  road-mix  surface  were  placed 
in  1937  by  this  department,  com- 
pared to  126  miles  in  1936. 

The  record  for  surface  smooth- 
ness of  plant-mix,  7.5  inches  per  mile, 
was  made  on  Contract  811XC4,  road 
XI-S.D-77-B,  Lake  Hodges  to  Escon- 
dido;  R.  E.  Hazard  &  Sons  were  the 
contractors  and  L.  E.  Liston,  the  resi- 
dent engineer.  The  average  rough- 
ness for  the  State  in  1937  was  28.6 
inches  per  mile  as  compared  to  33.5 
inches  in  1936. 

The  record  for  smoothness  of  road- 
mix,  12.6  inches  per  mile,  was  made 
on  Contract  84PWC5-04WC1,  road 
IV-S.M-56-D,  Farallone  City  to  Rock- 
away  Beach.  Granfield,  Farrar,  & 
Carlin  were  the  contractors  and  H. 
A.  Simard,  the  resident  engineer. 
The  average  roughness  for  the  State 
in  1937  was  31.6  inches  per  mile 
as  compared  to  30  inches  in  1936. 


[Twenty-eight] 


(Mayi9ss)  California  Highways  and  Public  Works 


STATE  OF  CALIFORNrA 


Department  of  Public  Works 

Headquarters:   Public  Works  Building,  Twelfth  and  N  Streets,  Sacramento 


FRANK  F.  MERRIAM Governor 

HARRY  A.  HOPKINS Assistant  Director 


CALIFORNIA  HIGHWAY  COMMISSION 


H.  R.  JUDAH,  Chairman,  Santa  Cruz 

PHILIP   A.   STANTON,   Anaheim 

PAUL  G.  JASPER,  Fortuna 

WILLIAM  T.  HART,  Carlsbad 

ROBERT  S.  REDINGTON,  Los  Angeles 

JULIEN  D.  ROUSSEL,   Secretary 


DIVISION  OF  HIGHWAYS 


C.  H.  PURCELL,  State  Highway  Engineer 

G.  T.   McCOY,   Assistant   State   Highway   Engineer 

J.  G.   STANDLEY,   Principal  Assistant   Engineer 

R.  H.  WILSON,  Office  Engineer 

T.  E.  STANTON,  Materials  and  Research  Engineer 

FRED  J.  GRUMM,  Engineer  of  Surveys  and  Plans 

R.  M.  GILLIS,  Construction  Engineer 

T.  H.  DENNIS,  Maintenance  Engineer 

F.  W.  PANHORST,  Bridge  Engineer 

V.  CAMPBELL,  Engineer  of  City  and  Cooperative  Projects 

R.  H.  STALNAKER,  Equipment  Engineer 

J.  W.  VICKREY,  Safety  Engineer 

E.  R.  HIGGINS,  Comptroller 

DISTRICT  ENGINEERS 

E.  R.  GREEN   (Acting),  District  I,  Eureka 

F.  W.  HASELWOOD,  District  II,  Redding 
CHARLES   H.  WHITMORE,   District  III,  Marysville 

JNO.  H.  SKEGGS,  District  IV,  San  Francisco 

L.  H.  GIBSON,  District  V,  San  Luis  Obispo 

E.  T.  SCOTT  (Acting),  District  VI,  Fresno 

S.  V.  CORTELYOU,  District  VII,  Los  Angeles 

E.  Q.  SULLIVAN,  District  VIII,  San  Bernardino 

S.  W.  LOWDEN    (Acting),  District  IX,  Bishop 

R.  E.  PIERCE,  District  X,  Stockton 

E.  E.  WALLACE,  Disrict  XI,  San  Diego 

SAN   FRANCISCO-OAKLAND  BAY  BRIDGE 
O.  E.  ANDREW,  Bridge  Engineer 


EARL  LEE  KELLY Director 

EDWARD  J.  NERON Deputy  Director 


DIVISION  OF  WATER  RESOURCES 


EDWARD  HYATT.  State  Engineer,  Chief  of  Division 

GEORGE  T.  GUNSTON,  Administrative  Assistant 

HAROLD  CONKLING,  Deputy  in  Charge  Water  Rights 

A.  D.  EDMONSTON,  Deputy  in  Charge  Water 
Resources  Investigation 

R.  L.  JONES,  Deputy  in  Charge  Flood  Control  and  Reclamation 

GEORGE  W.  HAWLEY,  Deputy  in  Charge  Dams 

SPENCER  BURROUGHS,  Attorney 

EVERETT  N.  BRYAN.  Hydraulic  Engineer  Water  Rights 

GORDON  ZANDER,  Adjudication,  Water  Distribution 


DIVISION  OF  ARCHITECTURE 


GEORGE  B.  McDOUGALL,  State  Architect,  Chief  of  Division 

P.  T.  POAGE,  Assistant  State  Architect 

W.  K.  DANIELS,  Assistant  State  Architect 

HEADQUARTERS 
H.  W.  DeHAVEN,  Supervising  Architectural  Draftsman 

C.  H.  KROMER,  Principal  Structural  Engineer 
CARLETON  PIERSON,  Suijervising  Specification  Writer 
J.  W.  DUTTON,  Principal  Engineer,  General  Construction 

W.  H.  ROCKINGHAM,  Principal  Mechanical  and  Electrical 

Engineer 

C.  E.  BERG,  Supervising  Estimator  of  Building  Construction 


DIVISION  OF  CONTRACTS  AND  RIGHTS  OF  WAY 


C.  C.  CARI-ETON,  Chief 

CLARENCE  W.  MORRIS,  Attorney.  San  Francisco 

FRANK  B.  DURKEE,  Attorney 

0.  R.  MONTGOMERY,  Attorney 

ROBERT  E.  REED.  Attorney 


DIVISION  OF  PORTS 


Port  of  Eureka— E.  S.  MACKIXS,  Surveyor 


57316      5-.58      10,700 


GEORGE  H.  MOORE, ST 


PM:    If  addressee  has  moved 
notify  sender  on 

Form  3547 

Division  of  Highways 

P.  O.   Box  1499 

Sacramento,  California 


Seattle   Public   Library, 
Seattle, 


JlA/'^6f838 


SEC.  562  P.  L.  &  R. 
U.   S.  POSTAGE 

PAID 

Sacramento,  Cal. 
Permit  No.  152 


MAP 

SHOWING 

STATE  HIGHWAY  SYSTEM 


LOS  ANGELES  AND  VICINITY 


^^^S^-iU^V^^-'y^'' 


Mifon,  rreiMO  Coum 
is  under  CoHstrttction.      ^i 

artment  of  Pubilc  Worb 


CALIFORNIA  HIGHWAYS  AND  PUBLIC  WORKS 

Official  Journal  of  the  Division  of  Highways  of  the  Department  of  Public  Works,  State  of  California 

EARL  LEE  KELLY,  Director    C.  H.  PURCELL,  State  Hishway  Engineer     JOHN  W.  HOWE,  Editor     K.  C.  ADAMS,  Associate  Editor 

Published  for  information  of  the  members  of  the  department  and  the  citizens  of  California 

Editors  of  newspapers  and  others  are  privileged  to  use  matter  contained  herein.     Cuts  will  be  gladly  loaned  upon  request. 
Address  communications  to  California  Highways  and  Public  Works,  P.  O.  Box  1499,  Sacramento,  California. 

Vol.16  JUNE,  1938  No.  6 


Table  of  Contents 


Page 
$35,939,450  Bid  for  Shasta  Dam 1 

By  Edward  Hijalt,  Htate  Engineer 

Panoramic  View  of  Government  Camp  near  Site  of  Shasta  Dam 2-3 

Narrow  Santa  Cruz  Highway  Doomed,  Illustrated 4^7 

By  H.   R.  Judah,  Cliairnian   Ciinfornia  Hiyhway  Commission 

Highwaj'  Safety  Being  Increased,  Illustrated 8-9 

By   R.    S.   Badger,   Distri-rt   Cojislriictioti   Enrjineer 

Review  of  Accidents  on  Rural  State  Highways  During  1937 10-11 

By  II.  L.   Kile,  Assistant   Safety  Enyincer 

Highway  Soil  Studies,  Illustrated 12-14 

By  Thomas  E.  Stanton,  Jr..  Materials  and  Research  Engineer 

State  Using  New  Type  of  Double  Line  on  Crests  of  Grades 15 

Construction  View  of  Contra  Costa  Conduit  of  Central  Valley  Pro.iect 16 

Cities  Get  Gas  Tax  for  Year  Ending  June  30,  1938 17-20 

By  L.   V.   Campbell,  Engmeer  of  Cities  and  Cooperative  Projects 

Out  of  the  Mail  Bag 21 

World's  Fair-Bay  Bridge  Highway,  Illustrated 22-23 

Towne's  Pass  Highway  into  Death  Valley  Improved,  Illustrated 24-25 

By  II.  /■'.  Calon.  Associate  Highway  Engimir 

Monthly  Report  of  Division  of  Water  Resources 26 

Highway  Bids  and  Awards  for  Month  of  May,  1938 27 


fsa 


SEATEE  mm  LIBRARY 


Site    of    Shasta    Dam    looking    downstream.      White    line    shows    approximate    outline    of    dam    which    will    be    second    largest    in    world, 
towering  560  feet,  storing  4,500,000  acre  feet  of  water  and  creating  a   lake  35   miles   long. 

$35,939,450  Bid  for  Shasta  Dam 

By   EDWARD    HYATT,   State   Ensineer 


THE  first  day  of  June,  1938, 
records  an  event  of  outstanding 
significance  in  tlie  progress  of 
the  Central  Valley  Project — the  open- 
ing of  contract  bids  for  the  construc- 
tion of  Shasta  Dam.  This  leads  the 
way  to  the  building  of  the  major  and 
most  important  unit  of  the  project. 
It  foreshadows  the  beginning  of  large 
scale  construction  activities  on  the 
project  in  the  near  future. 

Shasta  Dam  is  the  "key  unit"  of 
the  Central  Valley  Project.  It  will 
store  and  regulate  the  waters  of  the 
Sacramento  River  to  furnish  addi- 
tional water  supplies  urgently  needed 
for  many  purpo.ses  in  the  Sacramento 
and  San  Joaquin  valleys  and  the 
upper  San  Francisco  Bay  Region. 
Practically  all  of  the  new  regulated 
water  sujjplies  to  be  made  available 
by  the  project  will  depend  upon  the 
operation  of  this  major  storage  unit. 
It,  therefore,  constitutes  the  very 
heart  of  the  project. 

L.\KE    .■>.-,    MILES    LOXG 

The  site  of  Shasta  Dam  is  in  the 
Sacramento  River  Canyon  about  14 
miles  upstream,  north  of  the  city  of 
Redding'  in  Shasta  County,  California. 


EDWARD    HYATT 

The  dam  when  completed  will  control 
the  run-off  from  about  6650  square 
miles     of     mountain     watersheds 


drained  by  the  upper  Sacramento 
River  and  its  tributaries,  chief  of 
which  are  the  McCloud  and  Pit 
rivers.  It  will  create  a  great  artifi- 
cial lake  46  square  miles  in  area  and 
35  miles  in  length  at  maximum  level. 

Situated  in  the  "Shasta  Wonder- 
land" in  the  midst  of  rugged  timber- 
covered  mountains  crowned  by  majes- 
tic Mt.  Shasta  from  which  the  Dam 
takes  its  name,  this  lake  will  eon- 
tribute  greatly  to  the  recreational  ad- 
vantages of  the  area,  in  addition  to 
its  more  important  objectives  of  water 
conservation. 

SECOND  L.\RGEST  DAJt  IN'  THE  WORLD 

Shasta  Dam  will  be  one  of  the 
largest  in  the  world — a  monumental 
structure  which  wiU  rank  vath  the 
recently  completed  Boulder  Dam  on 
the  Colorado  River,  and  the  Grand 
Coulee  Dam  now  under  construc- 
tion on  the  Columbia  River  in  the 
State  of  Washington.  It  will  rise  to 
a  height  of  500  feet  above  present 
low  stream  level  and  560  feet  above 
lowest  foundation,  or  nearly  one  and 
one-third  times  the  height  of  the 
tallest  skyscrapers  in  San  Francisco. 


..i^ 


jti-*---- 


Heavy   grading    equipment    in    operation    on    Los   Gatos- Inspiration    Point    link    of   new    Santa    Cruz    Highway. 

Narrow  Santa  Cruz  Highway  Doomed 

By  H.  R.  JUDAH,  Chairman,  California  Highway  Commission 


4N0THER  important  high  point 
a\  was  reached  in  the  history  of 
-^  California  highway  building, 
when  Governor  Frank  P.  Merriam 
played  the  leading  role  in  cerenaonies 
on  ]\Iay  22d  near  Lexington,  in 
.Santa  Clara  County,  celebrating  the 
heavy  grading  work  now  under  way 
in  the  construction  of  the  important 
seven-mile  unit  of  the  Santa  Cruz- 
Los  Gatos  highway.  This  unit  ex- 
tends from  Inspiration  Point  in  Santa 
Cruz  County  to  the  Oaks  Road,  which 
lies  about  one  and  a  half  miles  south- 
erly from  the  city  of  Los  Gatos. 

Ideal  weather,  coupled  with  an 
interesting  program  brightened  by 
the  music  of  the  champion  Los  Gatos 
High  School  band,  served  to  pro- 
vide an  air  of  pleasure  in  the  realiza- 
tion lliat  the  most  important  stretcli 
i)f  tliis  highly  patronized  road,  used 
by  tens  of  thousands  of  Californians 
and   other  motorists  from   all   iiai-ts 


of  the  United  States  and  from  across 
the  seas,  is  really  under  way. 

Former  State  Senator  Bertram  B. 
Snyder  was  the  master  of  ceremonies 
and  all  of  the  arrangements  for  the 
successful  affair  were  managed  by 
representatives  of  the  chambers  of 
commerce  of  Los  Gatos,  San  Jose 
and  Santa  Cruz,  ably  aided  by  Mayor 
Marc  Vertin  of  Los  Gatos  and  J.  D. 
Far\vell  of  the  Gem  City,  one  of  the 
most  enthusiastic  highway  boosters 
in  the  central  section  of  the  State. 

In  the  main  address  at  the  cere- 
monies, Governor  Merriam  spoke  in 
behalf  of  the  excellence  of  the  Cali- 
fornia Highway  System  and  its  effi- 
cient personnel  throughout  Califor- 
nia. 

The  Governor  said  the  gasoline 
tax  is  a  fairer  means  of  financing 
highways  than  "bonds  which  out- 
last the  roads  they  built." 

Touching  on  the  element  of  safety 
which  the  California  Highway  De- 


jjartment  is  now  building  into  the 
highway  system,  he  said : 

"Safety  is  a  personal  matter.  The 
highways  are  being  made  as  safe  as 
the  engineers  can  design  them.  Acci- 
dent prevention  is  an  individual 
problem  with  every  autoist  and 
should  be  treated  as  such." 

Ceremonies  following  the  speak- 
ing program  included  the  breaking 
of  a  bottle  of  prune  juice  from  Santa 
Clara  County  over  the  side  of  a 
giant  shovel  stationed  on  the  grade 
by  pretty  Miss  Gloria  Daily,  clad  as 
"Jliss  Santa  Cruz"  in  an  attractive 
swimming  suit. 

An  important  personality  in  the 
dedication  was  District  Engineer 
Jno.  H.  Skeggs,  closel.y  associated 
for  a  quarter  of  a  century  with  high- 
way work  in  one  of  California's  most 
important  districts,  embracing  the 
counties  of  Santa  Cruz,  Santa  Clara, 
San  Francisco,  Alameda,  Marin, 
Napa,    Sonoma    and    Contra    Costa. 


I Four] 


(June  193  s)  California  Highways  and  Public  Works 


?;^.-^ 


{m^m\ 


In   upper  picture  is  section  of  present  winding   Los  Gatos-Santa   Cruz  Highway  which  is  to  be  replaced  by  broad,  straight  road  shown 
under  construction  in  center.     Lowei — Portion  of  huge  drainage  system  for  new  road. 


California  Highways  and  Public  Works  (June  19}  s) 


[Five] 


/  k 


Official  group  at  dedication  of  Los  Gates- Inspiration  Point  Highway.  Left  to  right;  Fred  G.  Swanton,  Santa  Cruz;  Col.  Jno.  H. 
Skeggs,  District  Highway  Engineer;  H.  R.  Judah,  chairman,  California  Highway  Commission;  Governor  Frank  F.  Merriam,  Miss 
Gloria  Daily,  "Miss  Santa  Cruz';  Harry  A.  Hopkins,  Assistant  State  Director  of  Public  Works;  J.  W.  Vickrey,  State  Highway 
Safety  Engineer. 


It  was  Colonel  Skeggs  who  watched 
the  progress  of  the  original  paving- 
job  from  Santa  Cruz  to  Los  Gatos  in 
]921  when  the  old  style  fifteen  foot 
"trail,"  costing  .$39,000  per  mile  was 
built,  and  it  was  the  same  man  who 
made  a  short  but  interesting  talk 
at  the  dedication  ceremonies  on  May 
22d  at  Lexington,  when  he  contem- 
plated the  work  at  hand  on  the 
magnificent  stretch  of  modern  high- 
way, four  lanes  wide,  that  will  cost 
$180,000  per  mile. 

The  Los  Gatos-Santa  Cruz  high- 
way was  one  of  the  original  1911 
bond  issue  laterals  built  to  connect 
county  seats  with  the  main  state 
arteries.  It  has  served  faithfully 
hundreds  of  thousands  of  motorists 
passing  from  the  north  and  from  the 
east,  southerly  into  the  marvelous 
recreational  area  skirting  tlic  ncjrth 
shores  of  Monterey  Bay  o!  wliieli 
Santa  Cruz  is  the  center. 

Brief  talks  were  made  by  Mayor 
Vertin,  J.  W.  Vickrey,  State  High- 
way Safety  Engineer ;  and  Harry  A. 
Hopkins,  Assistant  Director  of  Pub- 
lic Works.  Following  the  dedication, 
Governor  Merriam  and  a  group  of 
officials  who  participated  were  enter- 
tained at  dinner  in  the  Hotel  Lyndon 
in  Los  Gatos. 

The  new  highway  will  have  a  sur- 
faced width  of  forty-six  feet  and  will 
require  the  excavation  of  about 
2,300,000  yards   of   dirt.     The   best 


ECONOMY  OF  HIGHWAYS 

"As  a  rule,  citizens  think  of 
good  roads  chiefly  in  terms  of 
speed,  convenience  and  com- 
fort. The  highway  research 
board  in  Washington  has  found 
another  advantage — savings  in 
cost  of  car  operations  and 
maintenance.  The  study  was 
made  among  rural  mall  car- 
riers in  Iowa.  It  costs  them 
3.07  cents  a  mile  to  drive  their 
automobiles  over  dirt  roads. 
Gravel  roads,  at  2.17  cents  per 
mile,  are  much  better.  But  a 
good  paved  highway  is  easy 
enough  on  gasoline,  oil.  tires 
and  the  like  to  cut  the  figure  to 
1.44  cents  per  mile.  As  be- 
tween the  old  dirt  road  and  the 
modern  highway  is  a  saving  of 
1.63  cents  per  mile — $163  an- 
nually for  the  driver  who 
covers  10,000  mUes  a  year.  So 
good  roads  become  a  matter  of 
good  business.  Motorists  will- 
ingly paid  for  them  even  before 
the  pocketbook  argument  was 
evident.  But  where  special 
taxes  levied  for  road  building 
are  diverted  to  other  needs,  the 
driver  may  well  wonder  if  one 
factor  doesn  't  offset  the  other.' ' 
— Fergus  Falls  Tribune. 


routing  for  the  new  stretch  of  high- 
way was  not  easily  solved.  An  en- 
tirely new  piece  of  work,  it  pre- 
sented a  difficult  problem,  not  only  in 
establishing  of  acceptable  grades  and 
alignment  in  developing  within  a 
short  distance  a  descent  from  summit 
to  canyon  floor  before  reaching  Los 
Gatos,  but  also  in  designing  the 
roadway  through  large  cuts  and  over 
deep  ravines  where  the  character 
of  soil  and  the  presence  of  underly- 
ing water  indicated  probable  insta- 
bility. 

Approximately  two  miles  were 
saved  on  the  new  grade  as  against 
tlie  present  distance  from  Inspiration 
Point  to  Oaks  Road.  The  curves 
will  be  reduced  from  132  to  twenty 
and  the  total  curvature  now  at  7700 
degrees  will  be  reduced  to  lllS 
degrees.  The  minimum  radius  on 
curves  on  the  new  road  is  500  feet, 
an  excellent  sight  distance  on  a 
mountain  highway.  The  present 
liigliway  has  radii  as  short  as  75 
feet  on  curves. 

This  new  million-dollar  road  unit 
will  be  one  of  the  most  fascinating 
from  a  scenic  standpoint  in  Western 
America.  It  will  mean,  when  entire- 
ly completed  to  Los  Gatos.  that  a 
motorist  can  leave  the  beautiful 
Santa  Clara  Valley,  cross  over  the 
Santa  Cruz  range  through  unsur- 
passed mountain  scenery  on  a  four- 
lane  road  and  arrive  on  the  north- 


ISix] 


(l,n,e  19}8) 


California  Highways  and  Public  Works 


Road  Crews  Praised 

Big  Sur,  California. 

Governor    Frank    F.    Merriam, 
Sacramento,  California, 


Dear  Sir 
Before 
resume 
staff     of 
Tribune 


returning  to  New  York  to 
ny  editorial  duties  on  the 
the  New  York  Herald- 
after  a  six  months'  stay 
here  at  Big  Sur,  I  want  to  take  this 
occasion  to  express  to  you  my  ap- 
preciation of  the  splendid  work  of 
your  highway  department.  We  have 
lived  since  November  on  the  new 
part  of  the  Coast  Highway,  just 
three  miles  south  of  the  Big  Sur 
Lodge,  and  have  seen  the  terrific 
rains  of  this  season  cause  frequent 
slides   and    washouts. 

What  has  struck  us  particularly 
has  been  the  promptness  and  per- 
sistence with  v*/hich  the  road  crews 
have  gone  out,  in  all  sorts  of 
weather,  to  clear  the  roads,  and 
the  efficiency  with  which  they  have 
done  their  work.  It  has  been  a 
tough  job  for  them  because  of  the 
exceptionally  heavy  rains,  but  day 
after  day  they  have  worked  hard 
and  long,  and,  as  far  as  we  could 
see,  always  cheerfully  in  the  face 
of    many    hardships. 

Will  you  be  good  enough  to  pass 
on  to  the  head  of  your  highway 
department  this  word  of  apprecia- 
tion from  an  outsider?  Such  good 
work  is  so  rare  these  days  that  it 
deserves  special   commendation. 

Sincerely  yours, 

(Signed)   NICHOLAS  ROOSEVELT. 


AN  ACKNOWLEDGMENT 

Hon.    Nicholas    Roosevelt, 

Big    Sur, 

California. 

My   dear    Mr.    Roosevelt: 

Thank  you  for  your  very  thought- 
ful letter  of  April  20,  commenting 
upon  the  condition  of  the  highways 
in    and    around    Big    Sur.   California. 

It  is  always  gratifying  to  know 
that  the  various  departments  of 
state  government  are  functioning  to 
the  best  of  their  ability,  and  your 
courtesy  in  writing  me  is  greatly 
appreciated. 

Your  communication  is  being  re- 
ferred to  the  department  respon- 
sible for  this  splendid  service,  the 
Division  of  Highways  of  the  State 
of  California,  which  is  under  the 
direction  of  Hon.  Earl  Lee  Kelly, 
Director  of   Public   Works. 

I  am  glad  that  you  enjoyed  your 
visit  in  California  and  trust  you 
may   soon   return. 

With  kindest  personal  regards,  I 
am 

Very   sincerely  yours, 
(Signed)    FRANK    F.   MERRIAM, 
Governor  of  California. 


eni  sliore  of  Jlonterej-  Bay  in  little 
over  a  half  hour,  probably  forty 
minutes  at  the  most  from  San  Jose 
to  Santa  Cruz. 

The  higlnvay  is  the  main  artery 
from  the  north  into  the  Santa  Cruz 
mountain  and  sea  recreational  area 
and  will  carry  motorists  over  easy 
grades  from  the  great  population 
areas  of  the  San  Francisco  Bay  dis- 
trict and  the  Santa  Clara  Valley, 
Avhere  1.250,000  people  reside. 

Its  completion,  scheduled  for 
about  July  1.  1939,  will  follow  the 
completion  this  autumn  of  the  great 
Altamont  Pass  improvement  between 
Greenville  and  Mountain  House. 
There  is  a  direct  relation  between 
these  two  roads  by  reason  of  the  fact 
that  seasonal  travel  from  May  to 
November  from  the  great  central 
valleys  of  the  State,  passing  over 
the  Altamont,  normally  takes  the  Los 
(Tatos-Santa  Cruz  highway  to  reach 
^lonterey  Baj\ 

Despite  all  of  the  inconveniences 
of  the  present  narrow  highway  lead- 
ing southerly  from  Los  Gatos  to 
Santa  Cruz  covering  many  years, 
traiific  load  records  at  Los  Gatos  at 
peak  in  recent  years  revealed  14,000 
cars  in  16  hours.  It  is  the  opinion 
of  the  writer  that  a  conservative  esti- 
mate of  trafiSc  on  the  new  highway, 
when  completed,  will  raise  these  fig- 
ures to  at  least  20,000  cars  within 
thirty  days  after  the  job  is  done,  and 
2-'i.000  cars  within  a  few  years. 


N.  y.  Federal  Projects 

In  a  survey  of  community  improve- 
ments in  New  York  City  made  pos- 
sible by  federal  relief  projects.  Mayor 
La  Guardia  of  New  York  saj^s,  "A 
striking  illu.stration  is  to  be  found  in 
tlie  field  of  transportation.  In  the 
last  four  years  through  federal  funds 
931  miles  of  public  highways  were 
reconstructed,  the  Triborough  Bridge, 
the  Lincoln  Tunnel,  and  two  new 
bridges  over  Westchester  Avenue  in 
the  Bronx  and  over  Wallabout  Creek 
in  Brookhn  were  built." 


Automobiles  now  use  more  lubri- 
cating oil  than  all  the  industrial 
machinery  in  the  United  States.  A 
recent  survey  by  the  American 
Petroleum  Institute  found  that 
motor  cars  and  trucks  used  22,000,- 
000  barrels  of  lubricating  oil  last 
\ear.  while  industry  consumed 
slightlv  more  than  20.000.000  bar- 
rels. 


Highways  Come  High 

Highways  in  the  old  days, 
remarked  Governor  Merriam  in 
his  address  last  Sunday  to  an 
audience  of  valley  and  Santa 
Cruz  people,  could  be  built  for 
between  twelve  and  fifteen 
thousand  dollars  a  mile.  That 
those  days  are  gone  forever  is 
due  to  the  fact  that  roads  now- 
adays have  to  be  built  for  faster 
and  heavier  traflQc.  The  Los 
Gatos-Inspiration  Point  road, 
for  instance,  when  it  is  com- 
pleted, wall  have  cost  approxi- 
mately $180,000  a  mile  to  build. 
This  is  an  unusually  costly 
project,  of  course,  but  it  is  in- 
dicative of  the  amazing  in- 
crease in  cost  of  road  construc- 
tion. Roads  are  built  wider 
and  sturdier  for  present  day 
needs. 

The  Governor  brought  out 
another  interesting  point  in  his 
speech,  concerning  the  actual 
saving  that  motorists  will  make 
when  they  use  the  new  road. 
It  will  reduce  the  present  dis- 
tance to  Santa  Cruz  by  two 
and  a  half  miles.  Thus  each 
motorist,  figuring  that  it  costs 
him  five  cents  a  mile  to  operate 
his  car,  will  save  12  Jc,  or  a 
quarter  on  the  round  trip.  Dur- 
ing the  peak  season,  as  many  as 
15,000  cars  will  use  the  high- 
way daily.  So  in  dollars  and 
cents  motorists  will  save — well 
you  figure  it  out. 

Anyway,  Mr.  Merriam's  point 
makes  good  sense,  in  our  opin- 
ion. Motorists  wrill  pay  in 
taxes  for  the  new  highway,  but 
they  will  have  the  pleasure  of 
getting  some  of  it  back. — Los 
Gatos  Ti)ius. 


SNOW  REMOVAL  APPRECIATED 

A  portion  of  a  letter  from  the 
Susanville  Chamber  of  Commerce, 
addressed  to  J.  H.  Kust.  Main- 
tenance Superintendent,  Susanville, 
says : 

"At  the  regular  meeting  of  the 
board  of  directors  of  the  Susanville 
Chamber  of  Commerce  on  April  7th, 
the  board  went  on  record  as  taking 
this  means  of  thanking  you.  for  the 
fine  work  that  you  and  your  main- 
tenance crew  did  this  winter  in  keep- 
ing the  highways  clear  of  snow." 


California  Hightvays  and  Public  Works  (junc  i9}s) 


f  Seven 1 


Contractor's  trucks  on   new  future  southbound   lane  of   Bakersfield-Grapevine  Highway.    Cars  on  present  pavement  which  will  be  future 
northbound  lane  of  four-lane  divided  highway  now  under  construction. 

Highway  Safety  Being  Increased 

By  R.  S.  BADGER,  District  Construction  Engineer 


THE  highway  -which  connects 
the  metropolitan  area  around 
Los  Angeles  with  California's 
great  central  valleys  is  one  of  the 
most  heavily  traveled  and  impor- 
tant arterials  on  the  State  system. 
Traveling  north  from  Los  Angeles 
County  through  the  deep  gorges  of 
Piru  Creek  on  the  modern  Ridge 
Route  Alternate  highwaj'  the  motor- 
ist arrives  at  the  southern  end  of  the 
Snn  Joaquin  Valley,  passes  down  the 
recently  reconstructed  Grapevine 
Grade  and  out  onto  the  floor  of  the 
vallej'  on  the  long  tangent  south  of 
Bakersfield. 

While  the  line  of  this  section  is 
tangent,  it  nevertheless  consists  of 
approximately   a   5  per  cent   grade 


and,  because  of  the  high  speeds  at- 
tained in  its  descent,  many  accidents 
have  occurred  when  drivers  of  both 
trucks  and  cars  were  unable  to 
gauge  the  speeds  at  which  they  and 
other  vehicles  were  traveling.  To 
remedy,  to  a  considerable  extent, 
this  condition  by  providing  more 
safe  highway  facilities,  the  Division 
of  Highways  now  has  under  way  a 
construction  project  19.1  miles  in 
length  between  one  mile  north  of 
Grapevine  Station  and  ten  miles 
south  of  Bakersfield. 

This  project  consists,  in  the  main, 
of  constructing  a  new  highway  par- 
allel to  and  with  its  centerline  sev- 
enty feet  to  the  west  of  the  center- 
line  of  the  existing  pavement.     The 


])urpose  of  the  design  being  to  pro- 
vide divided  traffic  ways,  north- 
bound traffic  to  use  the  existing 
easterly  side  and  southbound  cars 
to  use  the  new  pavement  on  the  west. 
This  division  of  traffic  flow  will 
entirely  eliminate  the  chance  of  the 
"head  on"  collision  type  of  accident 
and  should  materially  reduce  the  so- 
called  "side  swiping"  type. 

With  the  exception  of  the  connect- 
ing transitions  at  each  end,  the  new 
construction  will  consist  of  a  23-foot 
asphalt  concrete  pavement  with  3- 
foot  plant-mix  rock  borders  on  each 
side.  The  flat  roadbed  shoulders 
beyond  the  borders  will  be  oil 
treated  for  a  width  of  five  feet. 

The    23-foot    pavement    will     be 


[Eightl 


(June  i9}8)  California  Highways  and  Public  Works 


A  19.1  mile  section  of  divided  four-lane  highway  proposed  for  construction  in  Kern  County,  between  one  mile  north  of  Grape- 
vine and  ten  miles  south  of  Bakersfield.  Upper — A  wide  separation  strip  which  will  reduce  the  opposing  light  hazard  and  provide 
protection  to  cross  traffic  at  intersections.  Lower — Curbed  dividing  strip  where  right  of  way  width  is  restricted  and  approaching 
transition  of  three-lane  highway. 


divided  into  an  11-foot  travel  lane 
on  the  outside  and  a  12-foot  passing 
lane  on  the  left.  These  widths  con- 
form to  the  new  standard  construc- 
tion practice  adopted  by  the  Divi- 
sion of  Highways  in  1937  to  provide 
for  greater  freedom  and  safety  of 
movement  on  the  highway. 

Various  other  safety  features 
which  have  proven  themselves  on 
other  construction  are  being  incor- 
porated in  this  project  at  intersec- 


tions and  at  the  transitions  where 
the  divided  highway  connects  with 
the  three-lane  pavements  at  either 
end. 

An  important  esthetic  feature  of 
the  project  consists  in  the  preserva- 
tion of  the  row  of  shade  trees  which 
line  the  west  side  of  the  existing 
road.  As  they  grow  larger  these 
trees  will  not  only  beautify  the 
dividing  strip  but  will  serve  to  shade 
the  eves  of  motorists  traveling  north 


from  the  rays  of  the  late  afternoon 
sun  and  will  to  some  extent  lessen 
the  headlight-glare  at  night  from 
traffic  traveling  in  both  directions. 

IMPORTANT  TRAFFIC  VOLUME 

The  divided  section  will  connect 
at  its  southerly  end  with  the  three- 
lane  pavement  placed  on  the  reloca- 
tion of  the  Grapevine  in  1935  and 
at  its  northerly  end  with  the  ten-mile 

(Continued  on  page  28) 


Looking    south    on    Bakersfield-Grapevine    Highway    showing    present   road   which    is   being 


to  a  four-lane  divided   highway. 


California  Hightvays  and  Public  Works  (June  i95s) 


[Ninel 


Review  of  Accidents  on  Rural 
State  Highways  During  1937 

By  H.  L.  KILE,  Assistant  Safety  Engineer 


IN  any  attempt  at  numerical  com- 
parison of  the  motor  vehicle  acci- 
dent records  as  between  the  cur- 
rent year  and  any  preceding  year  we 
immediately  become  in  a  sense  the 
victims  of  our  own  efforts. 

It  must  be  emphasized  that  only 
through  the  proper  marshalling  of  all 
available  facts  surrounding  the  actual 
occurrence  of  these  accidents  can  we 
hope  to  arrive  at  a  solution  of  the 
problem.  Every  endeavor  is  there- 
fore made  to  accumulate  more  and 
more  data. 

We  know  that  in  the  past  many 
accidents  were  not  reported  and  that 
many  occur  now  for  which  no  report 
i.s  made.  However,  the  growing  con- 
cern in  all  walks  of  life  over  traffic 
hazards,  and  the  constant  reiteration 
by  these  engaged  in  the  search  for 
remedies  that  we  must  have  all  the 
facts  pos.sible,  is  gradually  bringing 
results. 

BETTER   COOPERATION 

More  accidents  are  being  reported, 
not  necessarily  because  more  acci- 
dents are  happening  but  because  per- 
sons involved  in  these  accidents  are 
to  a  greater  extent  either  submitting 
reports  to  the  proper  authorities  or 
cooperating  more  fully  with  the 
traffic  officers,  whose  complete  and 
carefully  prepared  reports  form  an 
indispensable  basis  for  intelligent 
study  of  the  hazards  of  traffic. 

Traffic  accidents,  for  purposes  of 
treatment  or  comment,  are  in  general 
broadly  grouped  into  three  classes 
according  to  the  gravity  of  the  result- 
ing consequences,  as  Fatal,  Personal 
Injury,  and  Property  Damage  Only. 

Provided  always  that  the  area 
under  consideration  is  sufficiently 
large,  and  the  period  of  time  also 
sufficiently  long,  any  increase  or  de- 
crease in  the  number  of  fatal  acci- 
dents for  the  same  amount  of  travel 
provides  the  most  accurate  guide  for 
comparison  for  the  reason  that  where 
a  death  is  involved  there  is  little  pos- 


sibility that  it  will  escape  the  atten- 
tion of  all  of  the  many  public  agen- 
cies concerned. 

The  record  of  fatal  accidents  may 
be  considered  as  being  complete  in 
any  period  and  is  therefore  a  reliable 
basis  for  comparisons  if,  as  stated 
above,  the  data  are  adequately  nu- 
merous. 

The  California  Vehicle  Code  re- 
quires that  in  the  event  of  any  motor 
vehicle  accident  that  results  in  either 
personal  injurj-  or  death,  the  driver — 
or  if  the  driver  be  disabled,  another 
occupant  of  the  vehicle — shall  make 
or  cause  to  be  mnde  a  report  of  the 
same  upon  prescribed  forms. 

There   is   not   much    doubt   that   a 

TABLE    I— ACCIDENTS   ON    RURAL 
STATE    HIGHWAYS   IN   1937 

(1936 
Per   Percent - 
Type  Number  Cent     ages) 

Single    Motor   Vehicle 

Involved     2,579       29.61        30.97 

Two    or    More    Motor 

Vehicles  Involved--   6,130       70.39       69.03 

Total     8,709     100.00     100.00 

Pedestrian  also  in- 
volved (included  in 
above   total) 576         6.61  6.64 

TABLE    II— ACCIDENTS    INVOLVING 
SINGLE     MOTOR    VEHICLES 

(1936 
Per   Percent- 
Type  Number   Cent      ages) 

Vehicle  vs.  Pedes- 
trian           544       21.09       20.47 

Vehicle    vs.     Pole     or 

Tree     313       12.14       11.21 

Vehicle  vs.   Bridge   or 

Culvert 140         5.43         5.64 

Vehicle       vs.       Guard 

Rail    or    Posts 75         2.91  3.92 

Vehicle   vs.    Animal--         98         3.80         3.37 

Vehicle    vs.    Bicyclist        85         3.30         2.23 

Miscellaneous  Colli- 
sion           199         7.72         9.35 

Drove  Off  Road, 
Skidded,  Turned 
Over    1,086       42.10       40.86 

Miscellaneous  Non- 
Collision     39  1.51  2.95 

Total    2,579     100.00     100.00 


considerable  difference  exists  between 
the  completeness  of  the  record  of 
personal  injurj-  accidents  and  that  of 
fatal  accidents.  There  is  not  only 
lack  of  knowledge  of  the  legal  re- 
quirements but  also  wide  variation  in 
the  interpretation  of  how  serious  an 
injury  must  be  before  it  is  to  be  con- 
sidered as  reportable,  and  in  addition 
there  are  those  cases  where  reports  are 
purposely  left  unmade  and  the  chance 
taken  that  the  omission  will  not  be 
discovered. 

Where  such  conditions  prevail  we 
ma.y  naturally  expect  that  with  in- 
creased pressure  from  many  direc- 
tions the  total  of  such  accidents  re- 
ported will  more  nearly  approach  100 
per  cent  of  those  that  occur  and  thus 
to  such  degree  invalidate  comparisons 
with  preceding  periods. 

In  the  matter  of  accidents  that  re- 
sult in  property  damage  only,  there  is 
in  California  no  legal  obligation 
placed  upon  the  driver  to  render  an 
accident  report.  Fortunatel.y,  how- 
ever, and  primarily  through  the  ef- 
forts of  traffic  officers,  many  of  these 
accidents  are  reported  and  these  re- 
ports serve  to  substantially  augment 
tlie  basic  data  essential  to  the  deter- 
mination of  those  traffic  conditions 
and  characteristics  that  most  fre- 
quently result  in  accident. 

COMPLETE  DATA  ESSENTIAL 

There  is  little  inherent  difference 
between  an  accident  which  produces 
only  property  damage  and  one  in 
which  a  driver,  occupant,  or  pedes- 
trian also  suffers  injury  or  perhaps 
death.  In  countless  instances  the 
finest  thread  of  chance  is  all  that  sep- 
arates one  from  the  other.  Natural- 
ly, we  encourage  in  every  way  prac- 
ticable the  reporting  of  accidents, 
whether  they  be  fatal,  personal  in- 
jury, or  simply  property  damage, 
and  make  the  widest  use  possible  of 
all  the  data  to  be  derived  from  each 
and  every  report  submitted. 


[Ten] 


(jiiue  19}  8)  California  Highways  and  Public  Works 


TABLE    III— ACCIDENTS    INVOLVING    TWO    OR    MORE    VEHICLES   SHOWING   COURSE    BEING    PURSUED 

AND   LANE   WIDTH   OF   ROADWAY. 


Type  of  Accident  Two 

by  1936 

Course   Being    Pursued                    No.  %  % 

Overtaking 1.139  26.69  27.15 

Approaching 1,926  45.14  46.46 

Paths  Intersecting — 

(On  same  road) 674  15.80  14.18 

Paths  Intersecting — 

(Vehicles  traveling  different 

roads) 496  11.62  11.15 

Undetermined 32  0.75  1.06 

Total 4,267  100  100 


NUMBER 

OF    LANES 

Three 

Four 

Miscellaneous 

Total 

1936 

1936 

1936 

1936 

No. 

% 

% 

No. 

% 

% 

No. 

% 

% 

No. 

% 

% 

391 

35.13 

34.33 

262 

38.47 

39.34 

17 

24.64 

27.88 

1,809 

29.51 

29.39 

375 

33.69 

33.06 

146 

21.44 

20.88 

8 

11.59 

34.62 

2,455 

40.05 

41.83 

216 

19.41 

19.59 

132 

19.38 

19.12 

17 

24.64 

23.08 

1,039 

16.95 

15.67 

126 

11.32 

11.29 

135 

19.83 

17.36 

27 

39.13 

10.58 

784 

12.79 

11.70 

5 

0.45 

1.73 

6 

0.88 

3.30 

— 

-- 

3.84 

43 

0.70 

1.41 

1,113 

100 

100 

681 

100 

100 

69 

100 

100 

6,130 

100 

100 

The  total  number  of  accidents  on  istics    are    segregated    into    definite  single  car  type 

the  rural  portion  of  the  State  high-  group.s  and  combinations,  the  patterns  A  primary  division  of  all  accidents 

way   system    in    1937    for   which    re-  become    more    and    more    fixed    and  Ijetween  those  in  which  a  single  motor 

ports  were  received,  was  8712,  iudi-  cleareut.     Here,  too,  situations  which  vehicle  is  involved  and  those  where 

eating  an   increase  of  13.6   per  cent  on  ca.sual  thought  appear  discouraging.  more  than  one  car  must  be  considered, 

over  the  7665  reported  in  1936.    Con-  are  in  fact  cause  for  encouragement.  is    particularly    desirable.      In    those 

sidered   alone,   this   might   present   a            Persistent  percentages,  almost  iden-  cases  where  a  second  vehicle  was  not 

di-scouraging  picture,  since  the  traffic  tical  in  every  period  analyzed,  of  va-  present  to  contribute  either  directly 

increase   during   the   same   period   is  rious  accident  types  do  not  mean  that  rn-  indirectlj-  toward  the  accident,  the 

estimated    to   be   only   6.7    per    cent.  nothing  can  be  done  about  it.     Just  matter  of  traffic  as  the  word  is  ordi- 

However,  when  we  compare  fatal  ac-  the  reverse,  for  if  the  patterns  were  narily  used  need  not  be  taken  into 

eidents  only   for   the  two   yeai-s,   we  constantly  changing  the  effort  to  re-  account. 

find  the  increase  on  rural  State  high-  duee  the  hazards  would  simply  lead  On  the  other  hand,  where  two  or 

ways  to  have  been  only  1.2  per  cent,  to  bewilderment.  more  cars  are  involved,  the  question 

in  face  of  a  much  larger  percentage            Constantly  recurring  patterns  of  traffic  with  all  of  its  varied  ele- 

nicrease  m  traffic                                                 .^^   ^.^^^^j     ^^   ^^^^^  ^^^         ^^^^  ments  becomes  of  paramount  impor- 

Being  certani   that   the   record   of  ^      j^.^  treatment.    What  that  treat-  tance.    Intelhgent  study  of  such  acci- 

fata    accidents  m  both  years  is  prac-  ^'^^^  -^  ^^  ^               lil^^^     i^  ^^^  ^^_  dents  can  only  be  made  when  there  is 

tically  100  per  cent  accurate,  the  sit-  mediately   apparent;    but   with    the  also   available   definite   and   detailed 

uation     then    becomes    one    ot    en-  iiroblem  definitely  set  un  a  long  step  traffic  data. 

couragement;   and   instead   of   disap-  J^^  ^^^^  ^^^^^  J^^^^  f^'^  ^^1^^^^^  Table  I  presents  the  accident  pat- 

pointment  over  the  increase  m  total  tern  covering  these  two  general  types 

accidents   of   which   we   have   record.            Some  tables  are  presented  to  show  of  accidents  and  reveals  how  fixed  the 

there  is  the  satisfaction   of  knowing  a  few  of  the  major  groups  into  which  percentages   appear  to  be.     A  third 

we    are    acquiring   a    more    complete  the   accidents   reported   as   occurring  category   is  shown,   representing  the 

and    comprehensive    set    of    accident  on  the  rural  State  highways  may  be  percentage  of  pedestrian  accidents.  In 

facts.    Through  the  increased  number  most   easily  reviewed.     The   compar-  the  very  large  majority  of  instances, 

of  accurate  reports,  we  can  better  de-  able    percentages    for    1936    are    also  pedestrian    accidents   involve   only   a 

termine  how  to  lessen  the  number  of  shown.    The  manner  in  which  the  two  single  motor  vehicle, 

accidents   that    are   occurring.      And  so   closely   parallel   each    other   more  Table  II  shows  the  breakdown  of 

tliat  of  course  is  what  we  want  to  do.  firmly  establishes  the  validity  of  the  the  single-car  accidents  into  the  prin- 

As  the  records  of  accidents  accu-  patterns  outlined.    These  show  where  t-ijial  types  reported.    Here  again  one 

mulate  and  their  various  character-  efforts  must  be  concentrated.  frontmued  on  page  ifi) 

TABLE   IV— GENERAL  GROUPING  OF  CAUSES  REPORTED  AS  CONTRIBUTING  TO 
SINGLE-CAR   AND  TWO-OR- MORE-CAR   ACCIDENTS 

SINGLE  CAR  TWO  OR  MORE  CARS  TOTAL 
No.  of  1936  No.  of  1936  No.  of  1936 
GROUP                                             Times  %  of  Per-  Times  %  of  Per-  Times  %  of  Per- 
Re-  Total  cent-  Re-  Total  cent-  Re-  Total  cent- 
ported  Causes  ages  ported  Causes  ages  ported  Causes  ages 
Condition    of  Vehicle                                                        402  12.03  12.94  468  4.81  6.20  860  6.68  8.14 
Condition   of  Driver   ""   "                                               891  26.66  24.87  1,697  17.82  21.94  2.588  20.11  22.78 

Speed    Excessive  for  Conditions 828  24.78  22.25  1,286  13,50  12.83  2,114  16.43  15.53 

Violation  of  Right  of  Way 155  4.64  9.84  5.251  55.13  51.80  5.406  42.02  39.74 

Roadway                                                                                331  9.90  8.62  524  5.50  6.00  855  6.65  6.76 

Pedestrian    Involved        542  16.22  16.95  19  0.20  0.32  561  4.36  5.10 

Miscellaneous    or    Undetermined 193  5.77  4.53  290  3.04  0.91                 483  3.75  1-95 

Total 3,342  100  100  9.525  100  100  12.867  100  100 

Note:     Total   causes   reported    are   in   excess   of   the  total    number   of   accidents   because    of   the    fact   that    in    many   cases    more   than 
one  cause  is  reported  as  contributing   to  the  accident. 


California  Highivays  and  Public  Works  (jHnei9is) 


[Ele^ 


HrCHWAY  SOIL  STUDIES 


By  THOMAS  E.  STANTON,  Jr.,  Materials  and  Research  E 


ngineer 


The  following  article  comprises  the  first  part  of  a  paper  prepared  and  presented  at  a  recent  meeting  of  the  San  Diego 
County  Engineers  Association.    The  second  part  will  appear  in  a  later  issue  of  this  magazine. 


THE  study  of  soils  is  by  no  means 
a  new  science,  but  methods  of 
obtaining  accurate  information 
regarding  the  bearing  value  and  other 
factors  affecting  the  suitability  of  the 
various  type  soils  for  road  and  build- 
ing foundations  and  highway  sub- 
grades  and  surfaces  are  of  compara- 
tively recent  development. 

The  performance  of  soils  depends 
upon  the  character  and  grading  of 
the  constituents.  To  determine  these 
characteristics  a  large  number  of  tests 
has  been  devised,  only  a  limited 
number  of  which,  however,  are  cur- 
rent routine  practice  at  the  Labora- 
tory of  the  Materials  and  Research 
Department  of  the  California  Division 
of  Highways. 

Some  of  the  more  common  soil  tests 
are  the  determination  of  plastic  limit, 
liquid  limit,  centrifuge  moisture 
equivalent,  shrinkage  limit,  shrinkage 
ratio,  unit  weight,  void  content,  mois- 
ture content,  grain  size,  mineral  com- 
position, consolidation,  cohesive 
strength,  angle  of  internal  friction 
bearing  value,  and  swell. 

SIMPLE  METHODS  FOLLOWED 

A  complete  description  of  the  vari- 
ous identification  tests  for  subgrade 
soils  can  be  found  in  a  "Report  on 
Subgrade  Soil  Studies"  by  the  U.  S. 
Bureau  of  Public  Roads.  "Public 
Roads,"  June  to  October,  1931. 

Consolidation  and  shear  tests  are 
made  by  California  in  connection  with 
major  foundation  investigations  for 
structures  and  heavy  fills.  These  de- 
terminations are  necessary  to  estimate 
the  probable  extent  and  rate  of  settle- 
ment of  compressible  soils  and  their 
resistance  to  displacement.  The 
methods  are  also  applicable  to  re- 
search studies  of  subgrade  and  em- 
bankment soils,  but  tlie  test  proced- 
ures are  not  at  present  sufficiently 
simplified  to  be  practical  for  testing 
thousands  of  samples  yearly. 

Due  to  the  large  number  of  soil 
samples  to  be  tested,  our  routine 
methods  must  be  as  simple  and  eco- 
nomical as  possible  and  still  furnish 


BLARJNC  VALUE  TESTS 

COMPACTED  AND    SOAKED    SPECIMENS 

VmCAL  •M.UES 


PENETR/<noN- INCHES 


sufficient  information  to  properly 
evaluate  subgrade,  embankment,  and 
base  materials  in  relation  to  their 
probable  roadway  performance. 

We  usually  test  for  field  moisture 
equivalent,  lineal  shrinkage,  cement- 
ing value,  bearing  value,  swell  and 
relative  compaction. 

Chemical  tests  are  also  made  to 
detect  the  presence  of  injurious  salts 
such  as  some  of  the  alkalies. 

Field  moisture  equivalent  and 
lineal  shrinkage  tests  assist  in  identi- 
fying soils  and  estimating  probable 
reduction  in  volume  on  drying.  These 
tests  are  useful  as  simple  field  deter- 
minations for  detecting  poor  mate- 
rials. Soils  showing  a  lineal  shrink- 
age value  of  more  than  5  per  cent 
usually  consist  of  heavy  clay  or  adobe, 
unsuitable  for  use  in  the  upper  por- 
tion of  embankments  or  subgrade. 
Clays  having  shrinkage  values  of  3 
per  cent  to  5  per  cent  may  be  of  a 
sandy  or  silty  nature  requiring  a  sub- 
base  reinforcement  of  normal  thick- 
ness under  the  pavement  surface. 

Cementing  value  tests  determine 
the   degree  to  which  a  material  will 


bind  and  compact  under  watering  and 
rolling. 

The  bearing  value  and  swell  tests 
are  for  the  purpose  of  determining  the 
two  most  important  subgrade  proper- 
ties affecting  pavement  service,  name- 
ly, tlie  resistance  to  displacement 
under  moist  to  wet  conditions  and  the 
volume  increase  and  uplift  resulting 
from  absorption  of  moisture  subse- 
quent to  construction. 

The  favorable  correlation  between 
test  data  and  field  service  is  one  of  the 
principal  reasons  for  the  continued 
use  of  these  tests  in  lieu  of  practice 
which  is  based  largely  on  analyses  of 
the  minus  40-mesh  particles.  We  pre- 
fer methods  that  tend  to  directly 
measure  the  basic  physical  proper- 
ties of  the  combined  material  as  used 
in  the  work. 

Our  bearing  value  and  swell  tests  as 
adopted  in  1930  are  suitable  for  test- 
ing both  base  and  subgrade  materials 
including  all  of  the  coarse  sand  and 
rock  particles  up  to  1  inch  in  size. 
With  portable  equipment,  the  tests 
can  also  be  made  locality  in  the  field 
or  in  district  laboratories,  if  desired. 

Test  results  indicate  that  clays, 
adobes,  and  other  adverse  soils  usually 
have  a  good  supporting  value  when  in 
a  thoroughly  compacted  and  relative- 
ly dry  state.  This  ideal  condition, 
however,  does  not  maintain  over  a 
period  of  .years.  Such  material  usu- 
ally absorbs  sufficient  moisture  from 
rainfall,  ground  water,  or  by  capil- 
larity, to  cause  expansion  and  as  a 
consequence  of  the  increase  in  water 
content,  the  soil  often  reaches  a  state 
of  compaction  and  wetness  compar- 
able with  the  soaked  specimens  in  our 
standard  bearing  value  test. 

MINIMUM  BEARING  VALUE 

A  net  bearing  value  requirement  of 
"Not  less  than  eighty  (80)  per  cent" 
of  standard  for  untreated  crushed 
rock  surfacing  and  crusher  run  base 
is  included  in  the  Standard  Specifica- 
tions. Sjiecial  provision  requirements 
for  pit  run  gravel  base,  imported 
selected    subbase    material,    and    im- 


I  Twelve] 


(June  i9}s)  California  Highways  and  Public  Works 


SHOWING    COMPACTION  OUTFIT 
FOR  DETERMINATION  OF  OPTIMUM  MOISTURE 

AS    DEVELOPED    BY 
a  J.  PORTER- CALIF  DI\/l5ION  OF  HIGHWAYS   IN  /9^S> 


TAMPEiR_ 

IC  L33 


COMPACTION 
CYLINDER  '^ 


E 


p/s  roN^^  Z. 


CCMPACTLD 
SCIL 


-M 


n 


6z^ 


ROD    FOR 
HANDLING    PfSTON 


PLAN  THRU 
^PLIT    iECTION 


SPLIT  SECTION    REMOVED 


ME  THOD 
Sample  moistened  and 

COMPACTED     IN  S layers     WITH 
20-16'  FREE     DROPS  PER   LAYER 

Piston  placed  on  top  or 

LAST   LAYER  AND  SEATED      BY 
S'-I8"   FREE   DROPS   or   TAMPER 

Height  of  compacted  specimen 
head   frou^  tamping  pod  at  point 
level  with  top  of  cylinder 

Dry  wt  per  cu  ft  of  compacted 
specimen    computed 

Optimum  moisture  content  is 
percent  of  \a/ater  by  ivt  reouir  - 
ed   to  obtain  maximum  density 

The  dry  yi/t  per  cu.ft,  compacted 
AT  optimum  moisture  content,  is 

used    AS  A   STANDARD  IN  DETERMEN- 
INC  RELATIVE  COMPACTION  OF 
SOIL    IN    PLACE 


ReLATIYE  COMPACTION 


W  X  100 


V/Dry  wt/cu  ft  in  place. 
W,  ' Dry  ivjycu  rT  compacted. 


ported  borrow  are  varied  consider- 
ably to  fit  project  conditions  and  to 
obtain  the  best  material  economically 
available.  For  different  projects, 
however,  the  minimum  net  bearing 
value  may  be  set  within  the  following 
ranges : 

Pit  run  gravel  bases  and  sub- 
bases    40%  to  60% 

Imported       selected       subbase 

material     20%  to  60% 

Imported   borrow 10%  to  30% 

Standard  practice  calls  for  the  re- 
jection of  unsuitable  soils,  having  low 
bearing  value  and  high  swell  charac- 
teristics, in  the  top  layers  of  roadway 
embankments  and  subgrades.  It  is 
frequentlj^  impracticable  and  uneco- 
nomical, liowever,  to  avoid  using  poor 
materials  in  tlie  construction  of  tlie 
main  body  of  embankments  and  thi;-; 
fact  combined  with  necessity  for  se- 
curing tlie  greatest  practicable  con- 
solidation of  the  embankment  as  con- 
structed was  tlie  occasion  of  stvidies 
started  by  this  department  in  1929 
from  whicli  was  developed  the  tlieory 


of  optimum  moisture  content  for  soils 
and  construction  procedure  under 
which  our  embankments  are  now  being 
constructed  to  in  excess  of  90  per  cent 
of  the  greatest  theoretical  density 
with  a  given  soil. 

Bj-  optimum  moisture  in  consolidat- 
ing soils  is  meant  that  percentage  of 
moisture  which  is  just  sufficient  to 
permit  of  maximum  consolidation 
under  standard  construction  practice. 


Any  excess  of  moisture  above  the  op- 
timum results  in  excess  water  voids 
and  consequent  lower  density. 

The  first  work  along  this  line  was 
done  by  the  California  Division  of 
Highways  in  1929  when  an  extensive 
series  of  tests  was  conducted  from 
which  was  developed  field  equipment 
and  methods  of  consolidating  soil 
samples  to  determine  optimum  mois- 
ture requirements  before  construction 


TYPICAL  RESULTS  OF  BEARING  VALUE  AND  SWELL  TESTS 


Type   of   material 

Minimum 

bearing    value 

per   cent 

Swell 
per    cent 

Untreated    surfacing — all    crushed 

Good  crusher  run   bases — 50%  or  more  crushed-- 

Good    gravel    bases — uncrushed 

Good    disintegrated     granite 

Pit  run   gravel — poorly  graded 

S^ndy-clay    mixture — well    graded 

Clay— sandy    

Heavy  clay  and   adobe 

90  to   150 
80  to   120 
40  to  80 
30  to  60 
10  to  40 
15  to  40 
5  to  15 
1   to  5 

Oto  1 
0  to  2 
Oto  2 
0  to  2 
Oto  3 
0  to  3 
3  to  6 
6  to  20 

California  Highivays  and  Public  Works  (jnncisis) 


[Thirteen] 


and  subsequeutly  the  relative  com- 
paction of  tlie  completed  embankment. 
This  procedure  and  equipment  was 
adopted  as  standard  in  August.  1929, 
and  has  been  in  use  without  substaii- 
tial  cliange  to  the  present  date. 

About  1933  the  engineers  of  the 
bureau  of  water  works  and  supply  of 
the  city  of  Los  Angeles  conducted  a 
similar  study,  the  results  of  which 
were  described  in  a  series  of  articles 
by  R.  R.  Proctor,  field  engineer  of  the 
bureau,  published  in  several  issues  of 
Engineering  News-Record,  beginning 
August  31,  193^. 

Proctor  describes  a  field  consolida- 
tion outfit  somewhat  different  from 
the  California  Division  of  Highways 
equipment  but  using  similar  consoli- 
dation procedure. 

SOIL   NEEDLE  DESCRIBED 

In  addition  to  the  consolidation 
equipment.  Proctor  developed  a 
method  of  testing  consolidation  in 
place  by  means  of  an  instrument 
known  as  the  "soil-plasticity  needle" 
devised  to  measure  soil  plasticity  in 
terms  of  the  pressure  required  to 
force  a  rod  with  a  slightly  enlarged 
bearing  surface  to  penetrate  the  soil 
at  a  rate  of  about  |  inch  per  second. 
For  convenience  in  hand  operation 
rods  of  various  sizes,  usually  referred 
to  as  needles,  are  used  to  keep  the  ap- 
plied pressures  between  5  and  100  lbs. 
Tlie  pressures  are  expressed  in  pounds 
per  square  inch  on  the  penetrating 
area  and  are  known  as  the  plasticity- 


CURVES  SHOWING  TEST  RESULTS  USING 
CALIF  DIV  OF  HWY.  METHOD  FOR  DETERMININC 
OPTIMUM  MOISTURE  FOR  SOIL   COMPACTION 


JVC 

TYPE   SOIL 

tteeu/v  LJMJt 

jr 

^cl/^"loam~ 

^o_r.  _MJL 

f 

iANOr  LOAM 

^0            J.  9_ 

SILTY  CLAY 
BLACH  AD09£ 

16            ST^ 

smaly  ADoae 

39            70 

Mo/sTURC  cohtent,  pcrcent  or  dhy  wt 


Hydraulic   jacks   compression    testing    assemblies.      A — For   consolidating    soil 
sample.     B — For  bearing   test. 


needle  penetration  resistances  or  the 

plasticity  needle  readings. 

The  very  excellent  series  of  articles 
by  Proctor  describe  the  application  of 
the  method  to  the  design  and  con- 
struction of  rolled  earth  dams  and 
further  describe  construction  methods 
of  compacting  soils  so  that  they  will 
be  sufficiently  watertight  and  will  not 
become  soft  and  unstable  if  complete- 
ly saturated  with  water.  He  points 
out  that  the  effect  of  the  moisture 
content  of  a  soil  upon  the  density  to 
which  it  may  be  compacted  is  the  mosl 
important  principle  of  soil  compac- 
tion. 

This  department  has  never  used  the 
penetration  needle  for  control  pur- 
poses primarily  for  the  reason  that  it 
is  not  deemed  practicable  for  this 
purpose  in  the  con.struction  of  high- 
way embankments  where  there  is  con- 
siderable variation  in  grading  of  the 


fill  material  and  considerable  coarse 
aggregate  near  the  surface  which  will 
vitally  affect  the  results  as  deter- 
mined by  the  penetration  of  the 
needle. 

(To  be  concluded  next  month.) 


CARS  ENTERING  STATE 

AVERAGE  TWO  A  MINUTE 

Entering  the  state  in  a  steady 
stream  at  an  average  rate  of  about 
two  cars  each  minute  of  the  year, 
motor  tourists  established  new  records 
for  California  during  1937,  accoi'ding 
to  official  figures  reaching  the  Auto- 
mobile Club  of  Southern  California 
touring  bureau. 

Final  tallies  revealed  that  946,434 
passenger  cars  with  2,588,435  passen- 
gers entered  the  state  at  the  various 
border  stations  during  1937. 


[Fourteen] 


(}i<ne  193S)  California  Hightvays  and  Public  Works 


State  Using  New  Type  of  Double 
L!ne  on  Crests  of  Grades 


PASSING  PERMITTED 

IF  YELLOW  LINE  IN 

YOUR  LANE 


]iassin<i'    tlie    slow 
ahead  (if  them. 


inovino'    vehicles 


THIS  is  a  roadside  sign  motorists 
in  California  are  beginning  to 
frequently  observe  as  a  result  of 
experiments  b.y  the  State  Division  of 
Highways  to  determine  the  best  type 
of  double  line  to  be  used  on  California 
highways  to  prevent  passing  on 
grades.  The  Division  has  adopted  the 
use  of  a  yellow  line  placed  over  one 
line  of  the  double  white  stripe. 

The  original  marking  at  points  of 
limited  visibilitv  of  sight  distance  on 


EXPERIJIENTS    MADE 

In  passing  such  slow  moving  ve- 
hicles on  the  descending  grade,  it  was 
necessary  to  cross  over  the  double 
white  line,  the  signs  reading.  ''NO 
PASSING  OVER  DOUBLE  LINE." 
In  order  to  meet  this  situation  and 
follow  the  policy  used  in  all  signing, 
that  is,  "to  give  the  correct  informa- 
tion at  all  times  with  no  signs  to  bluff 
the  motorist,"  the  Division  of  High- 
ways began  experiments  to  determine 
the  best  method  to  quickly  advise  the 
motorist  that  passing  on  down  grade 
or  at  the  end  of  horizontal  carves  vpas 
permitted. 

The  methods   used   elsewhere   were 


to  pass  if  it  is  safe  to  do  so.  but  it 
continues  the  use  of  the  double  line, 
and  if  any  confusion  exists  as  to 
whether  it  is  a  double  white  line  or  a 
white  and  yellow  line,  and  the  motor- 
ist does  not  pass,  he  will  alwa.vs  be  on 
the  safe  side. 

At  those  locations  where  the  visibil- 
ity is  restricted  and  the  passing  might 
be  dangerous,  the  double  white  line 
will  continue  to  be  used. 

NEW'    SIGNS 

On  three  lane  highways,  the  double 
striping  at  crests  of  grade  to  give  one 
lane  up  two  lane  down,  will  continue 
as  it  is  now  used. 

Signs  reading.  "PASSING  PER- 
MITTED IF  YELLOW  LINE  IN 
YOUR  LANE"  will  be  positioned  at 


PASSING 

PERMITTED 

F  YELLOW  LINE 

IN  YOUR  LANE 


]' 


, CREST  OF 
f      GRADE 


NO  PASSING 

OVER 
DOUBLE  LINE 


-UP  GRADE 


JZ. 


YELLOW  LINE 


X. 


-WHITE   LINE 


WHITE  LINE 


zz 


^=T=^ 


YELLOW  LINE- 


UP GRADE ■ 


NO  PASSING 

OVER 
DOUBLE  LINE 


PASSING 

PERMITTED 

IF  YELLOW  LINE 

IN  YOUR  LANE 


two-lane  pavements  with  the  "NO 
PASSING  OVER  DOUBLE  LINE" 
signs  and  corresponding  white  double 
lines,  restricted  traffic  to  the  use  of 
only  one  lane  for  the  entire  length  of 
the  double  stripe.  The  observance  of 
this  double  line  was  excellent.  Motor- 
ists recognized  that  it  was  ))laced  on 
these  crests  and  horizontal  curves, 
where  the  visibOity  was  limited,  foi' 
their  benefit.  However,  when  they 
had  passed  the  crest,  vinder  the  terms 
of  the  Vehicle  Code,  if  the  way  was 
clear  there  was  no  rea.son  why  they 
should  not  pass  over  the  double  line 
and  continue  on  the  descending  grade. 


studied  and  tried  out.  From  the  re- 
sults of  these  experiments,  the  yellow 
line  was  selected  and  is  now  being 
placed  over  one  line  of  the  double 
stripe,  beginning  at  the  cre.st  of  a 
grade  and  continuing  on  the  descend- 
ing grade  to  the  end  of  the  double 
line. 

WHEN  PASSING  IS  PERMITTED 

Signs  are  also  being  placed  at  the 
point  of  beginning  of  the  yellow  line, 
advising  the  motorist  that  passing  is 
permitted  if  the  yellow  line  is  in  his 
lane.  This  method  of  marking  not 
only  gives  the  motorist  the  permission 


the   crest   near  the  beginning  of  the 
yellow  line. 

The  Division  of  Highways  appre- 
ciates the  observance  given  the  warn- 
ing and  regulatory  signs  by  the  mo- 
torist, and  will  continue  to  correct 
any  wrong  information  or  regulation 
so  the  motorist  will  be  assured  that  all 
signs  mean  just  what  they  say. 


■Halt: 


oriiHl  the  young  rookie  on  his  first 
MMitr.v-go.     The  major  halted. 

'Halt !"  the  rookie  cried  again. 

"I've  halted."  snapped  the  ma.ior.  "What 
of  it?" 

"Well."  faltere<l  the  rookie,  "in  the  manual 
it  savs.    Sav  halt  three  times,  then  shoot"  I" 


California  Highways  and  Public  Works  (June  ms) 


[Fifteen] 


.^SiUlV^ 


Construction  view  of  Contra  Costa  Conduit  showing  syphon   under  county   ruud 
and  earth  canal   east  of  Oakley. 

SHASTA  DAM  BIDS  OPENED 

(Continued  from  page  3  ) 


present  river  level.  Preliminary  sur- 
veys have  been  made  for  the  reloca- 
tion of  the  State  highway  (U.  S. 
Route  99)  and  plans  are  being  pre- 
pared by  the  State  Division  of  High- 
ways. 

Preparations  are  well  advanced  for 
starting  work  on  Shasta  Dam.  Con- 
struction under  contracts  let  last  year 
is  nearing  completion  on  a  govern- 
ment camp  situated  about  2  miles 
southeasterly  of  the  dam  site.  This 
will  house  the  government's  forces 
engaged  on  the  dam  and  related 
works.  Independent  camp  facilities 
will  be  built  by  the  contractor  at  a 
location  yet  to  be  .selected. 

In  order  to  expedite  the  construc- 
tion work  at  the  dam  prior  to  the 
completion  of  the  permanent  railroad 
relocation  to  I'eplace  the  present  line 
along  the  Sacramento  River  Canyon 
passing  through  the  dam  site,  a  tun- 
nel will  be  constructed  about  1600 
feet  long  around  the  right  or  westerly 
abutment  of  the  dam  to  temporarily 
by-pass  the  railroad.  A  contract  for 
this  by-pass  tunnel  was  awarded  to 
the  Colonial  Construction  Company 
of  Spokane,  Washington,  on  May  11, 
1938.  Work  thereon  is  expected  to 
begin  shortly  and  to  be  completed  for 
railway  traffic  early  in  1939.  In  the 
meantime,  preparations  for  starting 
work  on  the  permanent  railroad  re- 
location are  progressing. 

Commissioner  of  Reclamation  John 
C.  Page  has  announced  that,  barring 
unforeseen  difficulties  in  making  an 
award,  work  on  the  dam  proper  can 


be  started  in  August.  Thus,  nearly 
20  years  after  the  possibility  of  a 
storage  reservoir  at  the  Shasta  site 
was  originally  conceived,  work 
should  be  actively  underway  to 
transform  a  dream  into  a  reality. 

CONSTRUCTION   ON    CONTRA   COSTA 
CONDUIT 

The  first  actual  construction  on  the 
Central  Valley  Project  got  under  way 
in  October,  1937,  when  work  was 
started  on  the  initial  four-mile  sec- 
tion of  the  Contra  Costa  Conduit. 
This  initial  section  is  now  nearly  80 
per  cent  completed.  It  is  an  open 
unlined  earth  canal  extending  from 
the  intake  at  the  westerly  end  of  Rock 
Slough  to  the  first  pumping  lift  near 
Oakley,  with  four  reinforced  concrete 
siphons  to  carry  the  water  under 
highways  and  drains. 

Bids  were  opened  on  May  20,  1938, 
for  an  additional  eight-mile  section 
of  this  conduit  which  will  consist 
chiefly  of  an  open  concrete-lined 
canal,  but  also  one  tunnel  1360  feet 
in  length  and  numerous  structures. 
Seventeen  bids  were  received,  the 
lowest  of  which  was  submitted  by 
Pearson.  Minnis  and  Moody  and  Wer- 
ner and  Webb  of  Los  Angeles,  at 
$340,992.  These  bids  are  now  being 
studied  and  it  is  anticipated  that  an 
award  will  be  made  shortly. 

PROGRESS  ON  REMAINDER  OF  PROJECT 

Start  of  con.struction  on  the  remain- 
ing units  of  the  Central  Valley  Proj- 
ect including  Friant  Dam,  the  Ma- 
dera and  Friant-Kern  canals  and  the 
San  Joaquin  Pumping  System,  awaits 


State  Highway 
Accidents  in  1937 

(Continued  from  page  11) 

sees  how  little  is  the  change  in  per- 
centages of  total  between  the  two 
years. 

SIMILARITY  APPARENT 

In  Table  III  we  have  given  not 
only  the  major  types  of  two-or-more- 
car  accidents  as  represented  by  the 
course  of  the  vehicles  but  have  also 
shown  the  apparent  influence  of  the 
various  lane  widths  upon  the  accident 
pattern.  A  glance  at  this  table  brings 
out  the  remarkable  similarity  which 
exists  between  1937  and  1936,  not 
alone  for  the  total  but  for  each  sepa- 
rate lane-width  type. 

The  first  three  tables  deal  with  ac- 
cident types.  In  Table  IV  are  shown 
the  "general  cause  groups,"  being  a 
compilation  of  all  causes  reported  as 
having  been  contributing  influences  in 
the  occurrence  of  all  the  various  types 
of  accidents.  No  claim  is  to  be  made 
that  all  causes  are  in  every  ease  re- 
ported. Many  may  be  so  obscure  as 
to  escape  attention  of  even  skilled  in- 
vestigators. But  all  evident  causes 
are  taken  into  account  and  the  impor- 
tance of  each  individual  cause  may  to 
a  large  degree  be  determined  b}'  the 
freqnency  of  its  appearance  over  a 
period  of  time.  The  general  groups 
listed  in  this  table  reveal  the  same 
tendency  to  follow  a  fixed  pattern  as 
that  shown  in  the  case  of  accident 
types. 

While  no  attempt  has  been  made  in 
this  presentation  to  prescribe  the  vari- 
ous remedies  necessary,  it  is  thought 
that  by  demonstrating  factually  just 
what  the  accident  patterns  are  on  our 
rural  State  highways,  all  interested 
groups  can  more  intelligently  co- 
operate in  their  efforts  to  lessen  the 
hazards  that  confront  all  of  us. 

the  completion  of  negotiations  for  ac- 
quisition of  necessary  water  rights 
and  rights  of  way.  It  is  possible  that 
1938  will  also  see  the  beginning  of 
construction  work  on  one  or  more  of 
these  otlier  units.  The  general  plans 
have  been  prepared  and  approved  fnr 
Friant  Dam :  and  final  locations  ha^' 
been  made  covering  a  considerable 
length  of  the  canals  so  that  the  work 
could  be  advertised  for  bids  soon  after 
right  of  M'ay  and  water  right  matters 
are  disposed  of  satisfactorily. 


[Sixteen! 


(juuc  i9is)  California  Highways  and  Public  Works 


cities  Get  $7,790,000  Gas  Tax 
for  Year  Ending  June  30, 1938 

By  L.  V.  CAMPBELL,  Engineer  of  City  and  Cooperative  Projects 


GASOLINE  tax  allocations  for  expenditure  within  the  cities  of  California  for  the  fiscal  year  ending  June  30,  1938, 
will  approximate  $7,790,000.  For  streets  of  major  importance  the  apportionment  represents  the  net  amount 
of  I/4C  per  gallon  tax,  which  amounts  to  $3,896,814.22.  An  equal  amount  was  apportioned  for  expenditure 
upon  state  highway  routes  within  cities. 

These  gasoline  tax  allocations  to  cities  result  from  legislation  passed  in  the  1933  and  1935  session  of  the  state 
legislature.  The  State  Highway  Department's  fiscal  year  ends  on  June  30,  but  since  the  April  quarterly  apportionment 
is  the  last  apportionment  to  be  made  before  that  date,  the  revenue  for  the  fiscal  year  can  be  determined  upon  receipt 
of  the  April  apportionment. 

The  fiscal  year  figures  below  represent  the  quarters  of  July,  1937,  October,  1937,  January,  1938,  and  April,  1938. 
In  accordance  with  a  ruling  of  the  Department  of  Finance,  revenue  is  considered  to  fall  within  the  fiscal  year  in  which 
it  is  paid  into  the  State  Highway  Fund  and  becomes  available  for  expenditure  by  the  Division  of  Highways. 

The  July  apportionment,  while  considered  as  coming  within  the  next  fiscal  year,  actually  represents  collec- 
tions of  the  gasoline  tax  paid  into  the  State  Treasury  during  the  months  of  April,  May  and  June.  As  the  money  is 
not  apportioned  by  the  State  Controller  until  July,  at  which  time  it  becomes  available  for  expenditure,  it  is  consid- 
ered as  revenue  of  the  next  fiscal  year. 

There  follows  here  the  final  apportionment  for  each  city  in  California  for  the  fiscal  year  1938  and  a  revised 
estimate  for  the  fiscal  year  1939. 


District  I 


STREETS  OF 

MAJOR 
IMPORTANCE 


CITY  AND  COUNTY 

Del   Norte 

Crescent    City    

Humboldt 

Areata    

Blue   Lake   

Eureka    

Ferndale     

Fortuna    

Trinidad     


Totals    

Lake 

Lakeport     

Mendocino 
Fort    Bragg 
Point  Arena 

Ukiah     

Willits     


Totals    

Totals    District    !_ 


Fiscal 
Year 
Ending 
June  30,  1938 

$1,559.21 

$1,549.25 

503.11 

14,279.53 

805.90 

1,123.18 

97.01 

$18,357.98 

$1,194.80 

$2,739.51 

349.02 

2,831.97 

1,290.89 

$7,211.39 

$28,323.38 


Fiscal 

Year       Biennlum 

Ending         Ending 

jne  30,  1939     1937-39 


$1,590 

$1,580 

510 

14,650 

820 

1,150 

90 


$3,150 

$3,130 
1,010 

28,930 

1,730 

2,270 

190 


$18,800 

$1,220 

$2,810 

350 

2,900 

1,320 

$7,380 

$28,990 


$37,260 

$2,420 

$5,550 

700 

5,730 

2,610 

$14,590 

$57,420 


Lassen 

Susanville 
Modoc 

Alturas    -. 
Shasta 

Redding    _. 

Siskiyou 

Dorris    

Dunsmuir 


District  II 

$1,231.06 

$2,119.45 

$3,796.51 


$1,260  $2,490 

$2,170  $4,290 

$3,890  $7,690 


$690.77 
2,366.01 


$700 
2,420 


$1,390 
4,790 


District  II— ^Continued 


STREETS  OF 

MAJOR  S 

IMPORTANCE        H 
Fiscal 


CITY  AND  COUNTY 
Etna    

Fort  Jones 

Montague     

Mt.    Shasta    

Tulelake   

Yreka     


Totals 
Tehama 
Corning 


Red    Bluff 
Tehama     - 


Totals   District    II- 


Fiscal 

Year 

Ending 

une  30,  1938 

$343.57 

273.78 

459.61 

938.93 

271.96 

1,995.25 

$7,339.88 


$1,248.28 

3.188.24 

172.24 

$4,608.76 

$19,095.66 


Year      Ble 

Ending 

June  30,  1939 

$350 

280 

470 

980 

270 

2,040 


Ending 

1937-39 

$690 

550 

930 

1,920 

550 

4,040 


$7,510 

$1,280 

3,270 

170 


$4,720 


$19,550 


$14,860 

$2,520 

6,450 

340 

$9,310 

$38,640 


District  III 


Butte 

Biggs     -. 
Chico     -. 
Gridley 
Oroville 


$419.72 
7,216.81 
1,759.57 
3,352.33 


$430  $850 

7,400  14,620 

1,800  3,560 

3,430  6,790 


Totals    $12,748.43 


Colusa 
Colusa   -- 
Williams 


$1,918.21 
787.76 


$2,705.97 


$13,060 


$1,960 
800 


$2,760 


$25,820 


$3,880 
1,590 


$5,470 


California  Highways  and  Public  Works  (ju«e  isss) 


[Seventeen] 


Gasoline  Tax  Apportionments  to  Citid 


District  111^ — Continued 


STREETS  OF 

MAJOR 
IMPORTANCE 
Fiscal 
Year 


CITY  AND  COUNTY 

El   Dorado 

Placerville    

Glenn 

Orland     

Willows     


STATE 
HIGHWAYS 
Fiscal 

Year       Biennium 
Ending  Ending 

ie  30,  1939     1937-39 


Totals    

Nevada 

Grass  Valley 
Nevada    City 


Totals 
Placer 
Auburn  _ 
Colfax  __ 
Lincoln  _ 
Rocklin  . 
Roseville 


$2,145.74 

$1,083.30 
1,834.79 

$2,918.09 

$3,460.19 
1,542.00 

$5,002.19 

$2,412.27 

826.75 

1,898.26 

656.31 

5,824.39 


$2,200 


$1,110 
1,880 


$4,340 


$2,190 
3,710 


$2,990 


$3,550 
1,580 


$5,900 


$7,010 
3,120 


$5,130 

$2,470 

840 

1,940 

670 

5,970 


Totals    $11,617.98 

Sacramento 

North   Sacramento $1,900.98 

Sacramento     84,986.46 


Totals    $86,887.44 

Sierra 

Loyalton     $758.76 

Sutter 

Yuba   City    $3,268.01 

Yolo 

Davis $1,126.81 

Winters     812.25 

Woodland     5,052.46 


Totals    -_ 
Yuba 

Marysville 
Wheatland 

Totals    -_ 


$6,991.52 


$5,224.28 
434.23 


$5,658.51 


$11,890 

$1,950 
87,200 

$89,150 

$770 

$3,350 

$1,150 

830 

5,180 

$7,160 

$5,360 
440 

$5,800 


$10,130 

$4,880 
1,670 
3,840 
1,320 

11,800 

$23,510 

$3,850 
172,190 

$176,040 

$1,530 

$6,620 

$2,280 

1,640 

10,240 

$14,160 

$10,580 
870 

$11,450 


Totals    District    III    $140,702.64         $144,260         $284,970 

District  IV 

STREETS  OF 

MAJOR  STATE 

IMPORTANCE        HIGHWAYS 
Fiscal  Fiscal 

Year  Year      Biennium 

Ending  Ending         Ending 

CITY  AND  COUNTY  June  30,  1938       June  30,  1939     1937-39 

Alameda 

Alameda     $31,758.20 


Albany    7,768.00 

Berkeley     74,433.63 

Emeryville 2,117.64 

Wayward    5,013.07 

Livermore    2,827.43 

Oakland    257,509.42 

Piedmont     8,460.57 

Pleasanton 1,121.37 

San   Leandro 10,384.21 


$32,580 
7,970 
76,370 
2,170 
5,140 
2,900 

264,220 
8,680 
1.150 
10,650 


$64,340 

15,730 

150,800 

4,290 

10,150 

5,720 

521,730 

17,140 

2,270 

21,030 


Totals 
Contra  Costa 
Antioch    ._ 
Concord    ._ 


$401,393.54         $411,830         $813,200 


$4,086.60 
1,019.84 


$4,190 
1,040 


$8,270 
2,060 


District  IV  —  Continued 


STREETS  OF 

MAJOR 
IMPORTANCE 


CITY  AND  COUNTY 

El    Cerrito    

Hercules 

Martinez     

Pinole    

Pittsburg    

Richmond     

Walnut    Creek 


Fiscal 
Year 
Ending 
June  30.  1938 
$3,508.24 
355.36 
6,670.85 
707.99 
8,711.67 
18,301.78 
919.21 


Totals    $44,281.54 


Marin 

Belvedere     

Corte    Madera 

Fairfax     

Larkspur    

Mill    Valley    __. 

Ross     

San   Anselmo 

San    Rafael     

Sausalito    


$453.27 
930.99 
2,651.57 
1,125.00 
3,774.76 
1.228.34 
4.215.33 
7,272.12 
3.324.21 


Totals    $24,975.59 

Napa 

Calistoga    $906.51 

Napa     5,835.28 

St.   Helena   1,434.13 


Totals    $8,175.92 

San    Francisco 

San    Francisco $575,092.25 

San   Mateo 

Atherton     $1,200.23 

Bay  Shore   1,041.60 

Belmont    905.61 

Burlingame    12,029.54 

Daly    City    7,646.51 

Hillsborough     1,714.24 

Lawndale   334.50 

Menio    Park    2,043.32 

Redwood    City    8,124.25 

San   Bruno 3,272.54 

San  Carlos    1,026.18 

San    Mateo     12,198.17 

South    San    Francisco 5,614.09 


Totals    $57,150.78 

Santa  Clara 

Alviso    $345.37 

Gilroy    3,174.63 

Los    Gatos    2,871.87 

Morgan    Hill    823.12 

Mountain     View    2,998.78 

Palo   Alto   12,541.73 

San    Jose    56,224.33 

Santa    Clara    5,712.91 

Sunnyvale    2,804.79 


Totals    $87,497.53 

Santa   Cruz 

Santa   Cruz   $13,049.40 

Watsonville     7,833.26 


Totals    $20,882.66 

Sonoma 

Cloverdale    $688.05 

Healdsburg     2,081.36 

Petaluma    7,474.28 


Fiscal 
Year      E 
Ending 
June  30,  1939 
$3,590 
360 
7,360 
720 
8,930 
18,770 
940 


$45,900 

$460 
950 
2,720 
1,150 
3,870 
1,260 
4,320 
7,460 
3,410 


$25,600 


$930 
5.980 
1,470 


$1,830 
11,820 
2,900 


$8,380 


$16,550 


$590,090   $1,165,180 


$1,230 

1,060 

920 

12,340 
7,840 
1,750 
340 
2,090 
8,330 
3,350 
1,050 

12,510 
5,760 


$2,430 

2,110 

1.830 

24.370 

15.490 

3.470 

670 

4.130 

16,460 

6,630 

2,070 

24.710 

11.370 


$58,570 

$350 

3,250 

2,940 

840 

3,070 

12,860 

57,690 

5,860 

2,870 


$115,740 

$690 
6,430 
5,810 
1,660 
6.070 

25,410 
113,910 

11,570 
5,680 


$89,730         $177,230 


$13,380 
8.030 


$26,430 
15,870 


$21,410 


$42,300 


$700  $1,390 

2,130  4,210 

7.660  15.140 


[Eighteen] 


(juue  i9}s)  California  Highways  and  Public  Works 


II 

tor  Fiscal  Year  Ending  June  30,  1938 


District  IV  —  Continued 

STREETS  OF 

MAJOR  STATE 

IMPORTANCE        HIGHWAYS 

Fiscal  Fiscal 

Year  Year  Biennium 

Ending  Ending  Ending 

CITY  AND  COUNTY                          June  30,  1938  June  30,  1939      1937-39 

Santa    Rosa    $9,641.78  $9,890  $19,530 

Sebastopol     1,597.30  1,630  3,230 

Sonoma     888.39  910  1,790 

Totals    $22,371.16  $22,920  $45,290 

Totals    District    IV $1,241,820.97  $1,274,430  $2,516,230 

District  V 

Monterey 

Carmel    $2,048.73  $2,100  $4,150 

King    City    1,344.38  1,370  2,720 

Monterey    8,286.52  8,500  16,780 

Pacific   Grove   5,038.46  5,160  10,200 

Salinas    9,485.84  9,730  19,210 

Soledad     538.49  550  1,090 

Totals    $26,742.41  $27,410  $54,150 

San  Benito 

Hollister   $3,405.80  $3,490  $6,900 

San  Juan   Bautista 699.84  710  1,410 

Totals    $4,105.64  $4,200  $8,310 

San    Luis  Obispo 

Arroyo  Grande $808.60  $820  $1,630 

Paso    Robles    2,332.48  2,390  4,720 

San    Luis    Obispo    7,502,38  7,690  15,200 

Totals    $10,643.46  $10,900  $21,550 

Santa   Barbara 

Lompoc     $2,579.06  $2,640  $5,220 

Santa   Barbara 30,470.93  31,260  61,730 

Santa   Maria   6,397.33  6,560  12,960 

Totals    $39,447.32  $40,460  $79,910 

Totals    District    V $80,938.83  $82,970  $163,920 

District  VI 

Fresno 

Coalinga   $2,584.51  $2,650  $5,230 

Clovis    1,192.98  1,220  2,410 

Firebaugh    458.70  470  920 

Fowler     1,061.55  1,080  2,150 

Fresno     47,933.27  49,180  97,110 

Kingsburg    1,198.43  1,220  2,420 

Parlier     511.28  520  1,030 

Reedley     2,346.99  2,400  4,750 

Sanger     2,689.64  2,750  5,440 

San   Joaquin    147.76  150  290 

Selma    2,762.16  2,830  5,590 

Totals    $62,887.27  $64,470  $127,340 

Kern 

Bakersfield     $23,583.17  $24,190  $47,780 

Delano     2,385.97  2,440  4,830 

Maricopa    970.89  990  1,960 

Shafter     266.96  1,170  1,440 

Taft    3,120.26  3,200  6,320 

Tehachapi    667.19  680  1,350 

Totals    $30,994.44  $32,670  $63,680 

Kings 

Corcoran     $1,602.74  $1,640  $3,240 

Hanford    6,371.04  6,530  12,900 


District  VI  —  Continued 

STREETS  OF 

MAJOR  STATE 

IMPORTANCE        HIGHWAYS 

Fiscal  Fiscal 

Year  Year  Biennium 

CITYANDCOUNTY  J  u  nf  30,' "l  938        J  u  n^"3o',7939     T9"37-39 

Lamoore     $1,268.22  $1,300  $2,560 

Totals    $9,242.00  $9,470  $18,700 

Madera 

Chowchilla     $767.82  $780  $1,550 

Madera    4,228.92  4,330  8,660 

Totals    $4,996.74  $5,110  $10,210 

Tulare 

Dinuba     $2,690.56  $2,760  $5,450 

Exeter 2,434.02  2,490  4,930 

Lindsay     3,515.49  3,600  7,120 

Porterville    4,807.29  4,930  9,740 

Tulare   5,626.77  5,770  11,400 

Visaha     6,584.08  6,750  13,330 

Totals    $25,658.21  $26,300  $51,970 

Totals    District    VI $133,778.66  $138,020  $271,900 

District  VII 

Los  Angeles 

Alhambra     $26,717.03  $27,410  $54,130 

Arcadia 4,728.41  4,850  9,580 

Avalon     1,719.67  1,760  3,480 

Azusa     4,358.56  4,470  8,830 

Bell     7,147.02  7,330  14,480 

Beverly    Hills   15,799.78  16,210  32,000 

Burbank    15,104.47  15,490  30,600 

Compton 11,346.03  11,640  22,980 

Covina     2,514.69  2,580  5,090 

Culver  City 5,139.08  5,270  10,410 

Claremont    2,464.84  2,520  4,990 

El    Monte    3,153.79  3,230  6,380 

El   Segundo   3,175.54  3,250  6,430 

Gardena    6,385.54  6,550  12,930 

Glendale     56,871.57  58,350  115,220 

Glendora     2,502.91  2,560  5,070 

Hawthorne    5,979.42  6,130  12,110 

Hermosa    Beach    4,347.68  4,460  8,800 

Huntington    Park    22,292.29  22,870  45,160 

Inglewood     19,418.61  19,920  39,340 

La   Verne   2,592.65  2,660  5,250 

Long    Beach    129,231.99  132,620  261,850 

Los   Angeles    1,124,608.81  1,153,940  2,278,550 

Lynwood     6,638.45  6,810  13,450 

Manhattan    Beach 1,714.24  1,750  3,470 

Maywood     6,158.91  6,310  12,470 

Monrovia    9,872.03  10,120  20,000 

Montebello 4,984.06  5,110  10,090 

Monterey  Park 5,807.19  5,950  11,760 

Pasadena    69,223.85  71,020  140,250 

Pomona     18,859.29  19,350  38,210 

Redondo    Beach    8,473.27  8,690  17,160 

San    Fernando    6,859.65  7,030  13,890 

San   Gabriel     6,616.70  6,780  13,400 

San    Marino     3,381.32  3,460  6,850 

Santa    Monica    33,673.68  34,550  68,220 

Sierra    Madre    3,218.16  3,300  6,520 

Signal    Hill    2,657.93  2,720  5,380 

South    Gate    17,796.85  18,260  36,050 

South    Pasadena    12,446.55  12,770  25,210 

Torrance     8,008.20  8,210  16,220 

Vernon    1,150.38  1,180  2,330 

West    Covina    868.11  920  1,790 

Whittier   13,458.23  13,800  27,260 

Totals    $1,719,467.43      $1,764,160      $3,483,640 


California  Highways  and  Public  Works  (june  19}  g) 


I  Nineteen] 


District  VII  — Continued 

STREETS  OF 

MAJOR  STATE 

IMPORTANCE        HIGHWAYS 

Fiscal  Fiscal 

Year  Year  Biennium 

Ending  Ending  Ending 

CITY  AND  COUNTY                          June  30,  1938  June  30,  1939     1937-39 
Orange 

Anaheim $9,983.53  $10,240  $20,220 

Brea     2,207.38  2,260  4,470 

Fullerton    9,844.84  10,100  19,940 

Huntington    Beach    3,345.08  3,430  6,770 

Laguna    Beach    1,795.82  1,840  3,630 

La  Habra 2,060.53  2,110  4,170 

Newport     Beach     1,997.06  2,040  4,040 

Orange    7,312.01  7,500  14,810 

Placentia    1,455.87  1,490  2,940 

San  Ciemente 604.65  620  1,220 

Santa  Ana 27,487.56  28,200  55,690 

Seal    Beach    1,047.94  1,070  2,120 

Tustin   839.43  860  1,700 

Totals    $69,981.70  $71,760  $141,720 

Ventura 

Fillmore    $2,622.56  $2,690  $5,310 

Ojai    1,330.77  1,360  2,690 

Oxnard    5,697.49  5,840  11,540 

Santa   Paula    6,755.41  6,930  13,680 

Ventura    10,518.39  10,790  21,310 

Totals    $26,924.62  $27,610  $54,530 

Totals    District    VII $1,816,373.75  $1,863,530      $3,679,890 

District  VIII 

Riverside 

Banning    $2,508.35  $2,570  $5,080 

Beaumont    1,207.49  1,230  2,440 

Corona    6,361.97  6,520  12,880 

Elsinore    1,223.80  1,250  2,470 

Hemet  2,026.07  2,070  4,100 

Perris    691.68  700  1,400 

Riverside    26,920.09  27,620  54,540 

San    Jacinto    1,220.18  1,250  2,470 

Totals    $42,159.63  $43,210  $85,380 

San   Bernardino 

Chino     $2,826.54  $2,900  $5,720 

Colton   7,264.87  7,450  14,710 

Needles    2,850.11  2,920  5,770 

Ontario  12,313.29  12,630  24,940 

Redlands    12,851.77  13,180  26,030 

Rialto    1,488.50  1,520  3,010 

San    Bernardino    35,416.01  36,330  71,750 

Upland    4,272.43  4,380  8,650 

Totals    $79,283.52  $81,310  $160,580 

Totals    District    VIII $121,443.15  $124,520  $245,960 

District  IX 

Inyo 

Bishop $1,050.65  $1,070  $2,120 

District  X 

Arrador 

Amador    City    $155.01  $150  $310 

Jackson     1,817.57  1,860  3,680 

Plymouth   310.94  310  620 

Sutter  Creek 918.31  940  1,860 

Totals    $3,201.83  $3,260  $6,470 

Calaveras 

Angels     $829.47  $850  $1,680 

Mariposa 

Hornitos $56.20  $50  $110 

Merced 

Atwater    $831.28  $850  $1,680 


District  X — Continued 

STREETS  OF 

MAJOR  STATE 

IMPORTANCE        HIGHWAYS 

Fiscal  Fiscal 

Year  Year  Biennium 

Ending  Ending  Ending 

CITY  AND  COUNTY                        June  30,  1938  June  30,  1939     1937-39 

Dos    Palos    $843.07  $860  $1,700 

Gustine    921.03  940  1,860 

Livingston    727.93  740  1,470 

Los    Banos    1,699.74  1,740  3,440 

Merced    6,405.48  6,570  12,970 

Totals    $11,428.53  $11,700  $23,120 

Sacramento 

Isleton     $2,634.35  $2,700  $5,330 

San    Joaquin 

Lodi     $6,596.76  $6,760  $13,360 

Manteca    1,463.13  1,500  2,960 

Stockton  43,479.53  44,610  88,090 

Tracy     3,471.07  3,560  7,030 

Totals    $55,010.49  $56,430  $111,440 

Solano 

Benlcia    $2,640.70  $2,700  $5,350 

Dixon     906.52  930  1,830 

Fairfield     1,025.27  1,050  2,070 

Rio  Vista  1,186.64  1,210  2,400 

Suisun 820.41  840  1,660 

Vacaville    1,410.55  1,440  2,850 

Vallejo    13,848.93  14,210  28,050 

Totals    $21,839.02  $22,380  $44,210 

Stanislaus 

Ceres    $889.31  $910  $1,800 

Modesto    12,566.94  12,900  25,470 

Newman   1,150.38  1,180  2,330 

Oakdale    1,914.58  1,960  3,870 

Patterson     820.40  840  1,660 

Riverbank    727.93  740  1,470 

Turlock 3,876.28  3,970  7,850 

Totals    $21,945.82  $22,500  $44,450 

Tuolumne 

Sonora     $2,065.06  $2,110  $4,180 

Totals    District   X $119,010.77  $121,980  $240,990 


District  XI 

Imperial 

Brawley    $9,463.19 

Calexico     5,710.18 

Calipatria     1,408.74 

El    Centre    7,645.60 

Holtvllle     1,593.67 

Imperial    1,761.37 

Westmorland    1,338.03 

Totals    $28,920.78 

Riverside 

BIythe   $924.66 

Indio     2,357.86 

Totals    $3,282.52 

San    Diego 

Chula  Vista $3,507.34 

Coronado    4,917.88 

El    Cajon    951.84 

Escondido     3,101.21 

La   Mesa 2,278.10 

National   City 6,618.52 

Oceanside     3,185.52 

San    Diego   137,512.05 

Totals    $162,072.46 

Totals    District    XI $194,275.76 


$9,710 

$19,170 

5,850 

11,560 

1,440 

2,850 

7,840 

15,490 

1,630 

3,220 

1,800 

3,560 

1,370 

2.710 

$29,640 

$58,560 

$940 

$1,870 

2,410 

4,770 

$3,350 

$6,640 

$3,590 

$7,100 

5,040 

9,960 

970 

1,920 

3,180 

6,280 

2,330 

4,610 

6,790 

13,400 

3,260 

6,450 

141,100 

278,610 

$166,260 

$328,330 

$199,250         $393,530 


I  Twenty] 


(juHei9}s)  California  Highways  and  Public  Works 


PROPERTIES,    INC. 

Citizens    National    Trust    and    Savings 
I  Bank 

736  South    Hill    Street 
Los  Angeles,   California 

Mr.  S.  V.  Cortelyou, 
Division  of  Highways,  District  VII, 
808   State    Building, 
.     Los  Angeles,  California. 

I     Dear  Mr.  Cortelyou: 

I         I    presume  that   most  of  the   letters  you 
I     receive    regarding    your    work    in    the   field 
'    say  little  about  the  "effort  to   please'  put 
forth  by  your  different  field  organizations. 
I     However,    I    know    of    one    instance    where 
!    one  of  your  departments  certainly  exerted 
[    more  than  "the  usual  effort"  to  do  a  good 
job    for    the    public    at    large,    the    State, 
I    county,  and  the  owners  of  Wheeler's    Hot 
Springs,  located  seven  miles  from  Ojai  on 
the    Maricopa    Highway,    Ventura    County. 
i         As  you    know,  the   winter  floods    played 
I    havoc  with  the  highway  between  Ojai  and 
'    Wheeler's   Hot   Springs,  but  your  efficient 
j    superintendent    in   charge   of   maintenance 
and    his    loyal    and    hard    working    organi- 
zation,  immediately  after  the  flood   "went 
I    to  work,"  and  I  know  they  spared  no  per- 
I    sonal  effort  and  gave  no  thought  to  them- 
selves   physically    in    getting    the    roadway 
open,   which    resulted    In    moving   the   gate 
I    beyond    our  entrance    on    Friday    morning 
i    the    8th    instant,    for    which    The    Citizens 
I    National   Trust  and   Savings   Bank,   Prop- 
;    erties.  Inc.,  and  myself  and  entire  organi- 
zation thank  you  and  your  men,  and  I  feel 
that    from    the    Governor    down,    including 
every  taxpayer  In  southern  California,  we 
have  just  cause  to   be   proud   of  your   de- 
partment. 

May  the  opportunity  present  itself  when 
we  can  show  our  appreciation  in  some 
way. 

Very  truly  yours, 

JOHN  SHERROD  HARRIS, 

Vice  President. 


UNIVERSITY  OF  ALASKA 
COLLEGE,  ALASKA 

i    Mr.  Earl   Lee  Kelly,  Director, 

i    California   Highways  and   Public  Works, 

i    P.  O.  Box  1499, 

1    Sacramento,  Calif. 

Dear  Sir: 
I  Will  you  kindly  place  my  name  on  your 
mailing  list  in  order  that  I  may  receive 
copies  of  the  official  journal  of  the  De- 
partment of  Public  Works.  I  find  the 
articles  interesting  and  desire  to  use  the 
material   In  our  upper  division  civil   engi- 


neering   courses   along   with    various   other 
references. 

Yours  very  truly, 

(Signed)    WM.    E.   DUCKERING, 

Dean  of  Faculty. 

Ensenada,   Baja   Calif.,    Mexico. 
Earl  Lee  Kelly,  Esq., 
Director  of  Public  Works, 
Sacramento,  Calif. 

Dear   Sir: 

I  have  had  a  chance  to  see  the  Califor- 
nia Highways  and  Public  Works  Magazine 
in  the  office  of  our  California  representa- 
tive, Capt.  A.  F.  Somellera. 

If  it  is  not  asking  too  much,  I  would 
greatly  appreciate  being  put  on  your  mail- 
ing list.  I  sincerely  believe  your  maga- 
zine to  be  one  of  the  most  interesting  pub- 
lications and  one  that  can  teach  a  lot  to 
all   of   us   highway   builders. 

My  address  is: 

Ing.  Arturo  Carrillo, 
Construction   Engineer, 
Federal  Highways  Bureau, 
Ensenada,    Baja    California, 
Mexico. 
Thanking    you    for   your    kindness,    I    am 

Faithfully  yours, 
(Signed)   ING.  ARTURO  CARRILLO. 

Construction    Engineer. 


INTERSTATE  TRANSIT    LINES 
Omaha,   Nebraska 
Mr.    H.    R.   Judah, 
California    Highway    Department, 
Gacramento,  California. 

Dear  Sir: 

The  many  times  when  members  of  your 
maintenance  crews  have  rendered  such 
able  assistance  to  our  drivers,  make  it  a 
real   pleasure  to  write  this  letter. 

The  fine  work  being  done  by  the  High- 
way Commission  in  building  better  high- 
ways and  in  keeping  them  in  first  class 
condition  is  sincerely  appreciated  by  this 
Company.  When  you  add  to  this  the 
splendid  feeling  of  good-will  shown  our 
drivers  by  your  maintenance  men,  it 
makes  us  want  to  exert  ourselves  to  the 
utmost  to  cooperate  with   you. 

Kindly  express  to  your  men  our  sincere 
appreciation  for  their  courtesies. 

If,  at  any  time  in  the  future  we  may  be 
able  to  reciprocate,  please  do  not  hesitate 
to  call  on  us. 

Very   truly   yours, 

PATRICK    F.    PAYNE, 

Director  of  Safety. 


Hayfork,  Calif.,  May  2,  1938. 

Mr.   F.   W.    Haselwood, 
District   Engineer, 
Division   of   Highways, 
Redding,  Calif. 

Dear   Mr.   Haselwood; 

I  wish  to  take  this  opportunity  to  com- 
pliment your  organization  for  the  splendid 
work  you  accomplished  in  the  mainte- 
nance and  the  keeping  of  the  roads  open 
during  the  stormy  winter  just  past. 

Especially  should  the  workers  in  the 
mountain  areas  be  complimented  for  doing 
a  tireless  and  conscientious  work  without 
regard  for  number  of  working  hours  or 
fierceness  of  storm.     *     *     * 

Particularly  would  I  like  to  compliment 
the  efforts  of  a  worker,  in  the  Hayfork 
district,  a  Mr.  Archipinti.  One  night  when 
a  slide  had  closed  the  road  Mr.  and  Mrs. 
Vern  Hodges,  our  missionaries,  were 
stranded  20  miles  from  Hayfork.  Mr. 
Archipinti  got  up  and  went  out  there  in 
his  own  car,  carried  their  provisions 
across  the  mucky  slide  and  brought  the 
couple  into  Hayfork.  The  next  morning 
he  returned  to  the  slide  unusually  early 
and  had  a  road  bulldozed  over  the  slide, 
that  communication  might  be  maintained 
without  inconvenience.  If  Mr.  Archipinti 
was  not  such  a  conscientious  worker,  I 
am  sure  that  a  slide  of  such  proportions 
and  nature  would  have  closed  the  road 
and  inconvenienced  everyone  for  several 
days. 

I  believe  that  such  work  deserves  com- 
mendation, and  again,  I  wish  to  thank  you 
for  the  unselfish  efforts  of  your  organiza- 
tion  in  behalf  of   public  service. 

Sincerely   yours, 

(Signed)    HOWARD    L.  GRAY, 

Field  Director, 
Philippian  Faith  Mission. 


May   24,    1938. 
California  Highways 
and    Public    Works. 
Sacramento,   Calif. 

Dear  Sir: 

I  would  appreciate  being  placed  upon 
your  mailing  list  for  receiving  "Califor- 
nia Highways  and  Public  Works"  maga- 
zine. In  my  work  I  try  to  develop  good 
citizenship  in  our  boys  and  girls  and 
to  do  this,  endeavor  to  let  them  know 
what  their  state  is  doing  to  improve  the 
well-being  of  its  citizens.  I  feel  that  your 
magazine  has  a  contribution   to   make. 

Very  truly  yours, 
(Signed)   NORRIS  M.  HARTLEY. 


California  Hightvays  and  Public  Works  (june  i9)s) 


[Twenty-one  I 


This   drawing    by   Artist   Carl    Nuese  from   an   aerial    photograph   shows   the   contemplated   roadways  that  will   lead  from   San    Franc 
Oakland   Bay   Bridge  to  the  Golden  Gate   International   Exposition   in  1939. 

World's  Fair — Bay  Bridge  Highway 


ONLY  highway  access  to  the 
1939  Golden  Gate  Interna- 
tional Exposition  will  be  via 
the  San  Francisco-Oakland  Bay 
Bridge  to  Yerba  Biiena  Island  and 
thence  on  a  specially  constructed  six- 
lane  roadway  to  Treasure  Island. 
Passenger  ferryboats  will  provide 
other  transportation  facilities. 

Exposition-bound  motorists  from 
Metropolitan  Oakland  will  pass 
through  the  Bay  Bridge  tunnel  on 
Yerba  Buena  Island,  turn  right  and 
proceed  directly  to  Treasure  Island. 
They  will  pay  a  bridge  toll  at  the 
Toll  Plaza  at  the  Administration 
Building  entitling  them  to  a  return 
trip  from  the  World's  Fair. 

Returning  from  Treasure  Island. 
East  Bay  motorists  will  proceed 
over  a  roadway  wliich  will  cross 
the  Bay  Bridge  by  means  of  a  steel 
overhead  span  directly  in  front  of 
the  west  portal  of  the  tunnel.  The 
roadway  curves  around  Yerba  Buena 


Island  connecting  with  the  bridge  on 
the  south  side  of  the  east  portal  of 
the  tunnel. 

TREASURE    ISLAND    TOLL    PLAZA 

Motorists  from  San  Francisco  will 
reach  Treasure  Island  by  proceeding 
through  the  tunnel  on  Yerba  Buena 
Island  and  turning  right  over  the 
same  roadway  used  by  eastbound 
motorists  mentioned  above.  Bridge 
tolls  for  San  Francisco  motorists 
will  be  paid  at  a  toll  plaza  con- 
structed just  south  of  tlie  steel  over- 
head span.  This  toll  will  entitle 
motorists  to  a  return  trip  over  the 
bridge.  From  the  island  toll  gate, 
the  San  Francisco  motorists  will  pro- 
ceed over  the  overhead  and  down 
an  easy  grade  to  Treasure  Island. 

Returning  to  San  Francisco,  fair 
visitors  will  proceed  directly  to  the 
Bay  Bridge,  turning  right  from  the 
Treasure  Island  roadway  onto  the 
upper  deck  of  the  span. 


A  lower  deck  connection  is  also 
under  construction.  This  will  be  a 
permanent  three-lane  highway  which 
will  tap  the  bridge  on  the  north  side 
of  the  lower  deck  just  west  of  the 
tunnel,  and  will  connect  with  the 
artery  from  the  upper  deck. 

COST  IS   $600,000 

Traffic  lights  M'ill  be  installed  at 
the  lower  deck  connection,  which 
will  afford  the  only  left-hand  turn 
in  the  entire  Bay  Bridge  highway 
system.  The  lower  deck  ramp  will 
be  used  by  trucks  only  during  the 
fair,  but  will  carry  all  traffic  bound 
for  the  air  port  which  will  be  estab- 
lislied  on  Treasure  Island  at  the 
close  of  tlie  exposition. 

Only  this  section  of  the  "World's 
Fair-Bay  Bridge  highway  and  three 
lanes  of  the  six-lane  highway  be- 
tween Treasure  Island  and  the 
bridge  connecting  with  it,  will  be  of 
permanent   construction.     All  road- 


[T'wenty-twoJ 


(June  193  s)  California  Highways  and  Public  Works 


Connection    east   of   Verba    Buena   tunnel    with    World's    Fair- Bay    Bridge    highway.      San    Francisco    motorists    having    passed    throutjl 
tunnel,   will    turn    right    here   and    circle    Island;    those    leaving    Island,   bound   for   East   Bay   points,   will   also   turn   right. 


way  connections  with  the  upper  deck 
of  the  bridge  will  be  removed  when 
the  exposition  is  over. 

The  entire  project  is  being  con- 
structed at  a  cost  of  .$600,000,  part 
of  which  is  defrayed  by  funds  pro- 
vided in  a  PWA  grant  sponsored 
by  the  exposition,  and  part  directly 


by  the  exjiosition.  Lieutenant-Col- 
onel J.  A.  Dorst,  District  Engineer, 
is  directing  construction  on  the  proj- 
ect for  the  United  States  Army, 
while  exposition  participation  is  in 
charge  of  William  P.  Day,  Director 
of  ^yorks  for  the  fair. 

The     entire     temporary     roadway 


system  will  have  six  lanes  through- 
out, with  a  total  width  of  64  feet. 
The  construction  will  involve  a  total 
distance  of  7600  linear  feet,  includ- 
ing the  five  separated  branches  which 
will  serve  the  different  traffic  flows. 
Included  also   in  the   total   figure 

(Continued  on  Page  2S) 


Over  this  steel  overhead   motorists 


ill  travel   returning  from  the    Exposition  to  East  Bay  points  via  the   Bay   Bridge.     San   Francisco 
motorists  bound  for  the  Fair  will  also  use  the  overpass. 


TOWNE  S  PASS  HIGHWAY  INTO 
DEATH  VALLEY  IMPROVED 

By  H.  F.  CATON,  Associate  Highway  Engineer 


DURING  the  past  winter  a 
second  important  improvement 
has  been  accomplished  on  State 
Highway  127,  the  western  gateway  to 
Death  Valley  National  Monument,  by 
the  grading  and  surfacing  of  a  section 
of  the  Towne's  Pass  road  which  ex- 
tends from  the  Panamint  Sink  across 
the  Panamint  Mountains  into  the  val- 
ley near  Stovepipe  Wells.  The  im- 
provement covers  approximately  3.2 
miles  of  the  old  toll  road  on  entirely 
new  alignment  near  the  summit  of 
the  western  slope  of  the  Panamint 
range.  It  was  begun  January  5, 1938, 
and  the  road  opened  to  traffic  on  May 
10,  1938.  During  construction  the  old 
road  was  used  as  a  detour  carrying 
traffic  through  without  delay. 

The  original  road  was  constructed 
in  19'26  by  H.  W.  Eichbaum,  a  Death 
Valle.v  pioneer  resident,  under  a  fran- 
chise granted  him  by  the  Board  of 
Supervisors  of  Inyo  County.  A  toll 
of  $2  per  car  and  50  cents  per  passen- 
ger was  charged  and  the  franchise  was 
to  be  in  perpetuity  unless  the  county 
exercised  an  option  to  purchase. 

IiIADE  FREE  HIGHW^AY 

Shortly  after  the  inclusion  of  the 
Death  Valley  routing  in  the  State 
highway  system  in  1933,  negotiations 
were  begun  by  the  California  High- 
way Commission  for  the  purchase  of 


the  road.  The  negotiations  were 
brought  to  a  successful  conclusion  and 
title  vested  in  the  State  on  December 
22,  193-t,  at  a  cost  of  $25,000,  making 
it  a  free  highway. 

The  toll  road  was  approximately  31 
miles  in  length  and  extended  from  the 
mouth  of  Darwin  Wash,  across 
Panamint  Valley  and  over  the  Pana- 
mint range.  The  first  improvement 
made  by  the  Division  of  Highways 
eliminated  the  tortuous  Darwin 
Wash  sector  and  was  completed  in 
October,  1937. 

The  original  alignment  of  the  toll 
road  was  verj^  irregular,  of  no  par- 
ticular standards  and  with  icurves 
having  a  radius  as  low  as  twenty  feet 
and  gradients  varying  from  10  to  17 
per  cent.  Much  of  the  road  was  a 
bladed  trail  along  the  gravel  bed  of 
various  washes  and  consequently  sub- 
ject to  destruction  at  various  points 
during  and  after  heavy  rain  storms 
that  occur  during  summer  periods  in 
that  area. 

THROUGH  NARROW  CANYON 

The  first  1.4  miles  of  this  I'ecent  im- 
provement traversed  the  southerly 
side  of  a  narrow  desert  canyon  con- 
sisting of  solid  and  semisolid  rock. 
Drilling  and  blasting  was  required 
through  this  section.  Blasted  mate- 
rial was  moved  with  a  power  shovel 


and  dump  trucks  and  placed  in  the 
embankments. 

The  next  1.5  miles  consisted  of 
stony,  sandy  cla.y  with  scattered  boul- 
ders underlaid  with  a  strata  of  caliche. 
This  material  was  moved  with  scraper 
equipment. 

As  this  section  of  road  is  through  a 
cloudburst  area,  and  the  cost  of  in- 
stalling culverts  to  accommodate  all 
drainage  would  be  prohibitive,  the 
tills  across  the  larger  washes  were 
made  permeable  to  allow  the  water  to 
pass  through. 

In  the  larger  washes  a  relief  pipe 
was  placed  close  to  the  top  of  the 
fills.  For  flood  protection  of  the  fills, 
selected  rocky  material  was  placed  on 
the  stream  side. 

The  central  twenty-foot  portion  of 
the  roadbed  was  given  a  penetration 
oil  treatment  consisting  of  approxi- 
mately 0.75  gallon  per  square  yard  of 
liquid  asphalt,  SC-2. 

During  the  progress  of  the  work, 
certain  attachments  were  made  and 
installed  on  two  pieces  of  finishing 
eqviipment.  One  attachment  consist- 
ed of  cutting  off  one  rooter  tooth 
and  welding  a  shoe  in  its  place. 
When  the  rooter  was  being  used  to 
rip  out  gutters,  this  shoe  tended  In 
keep   the   rooter  in  a   level   position. 

The     second     attachment     was     a 

(Continued   on   pas''   -^) 


Two   attachments  that   proved   very  satisfactory   were   made  and    bolted    on    finishing    equipment.      At    left,    plates    on    grader   to    make 
scraper.     At  right,  shoe  on   rooter  tooth   used   in   rooting  out  gutters. 


[Twenty-four] 


(June  l9iS) 


California  Highways  and  Public  Works 


I 


RePERTl 


^TTLE  f  iSilC  UBRARY 


^Bb. 

.^m^ 

^p 

L 

" 

-* 

^^ 

^- 

1 

Views  of  the  newlv  realigned  section  of  Towne  s  Pass  highway  entrance  to  Death  Valley  National  Monument.  On  the  left, 
views  1,  3  and  5  show  conditions  before  construction  that  compare  with  finished  highway  views  2,  4  and  6  on  the  right.  Drilling 
and    blasting    was    required    through    a    good    portion    of    the    job. 


California  Highways  and  Public  Works  (junc  19}  s) 


I  Twenty-five  I 


DIVISION  OF 


WATER  RESOURCES 


,i^^^M''i'T'i''*  v^.i,^.v  - 


OFFICIAL  REPORT 

FOR  THE  MONTH  OF 

May,  1938 

EDWARD  HYATT,  State  Engineer 


WORK  was  continued  by  tlie 
Division  of  Water  Resources, 
representing  the  Water  Proj- 
ect Authority  of  the  State  of  Califor- 
nia, on  engineering  studies  in  con- 
nection with  the  Central  Valley  Proj- 
ect which  are  being  carried  on  under 
a  cooperative  work  agreement  with 
the  IT.  S.  Bureau  of  Reclamation. 
These  studies  have  involved  the  ob- 
taining of  field  data  to  be  used  in 
connection  with  negotiations  for  the 
acquisition  of  water  rights  of  lands 
along  the  San  Joaquin  River  which 
are  now  being  served  from  that 
stream.  These  investigations  have  in- 
cluded topographic,  hydrologic,  geo- 
logic and  soil  surveys  and  studies  and 
the  preparation  of  reports  and  maps 
covering  these  data. 

Studies  have  been  continued  of 
matters  affecting  the  disposal  of  water 
and  power  made  available  by  the 
project  including  analyses  of  present 
ground  water  conditions  and  the  re- 
quirements of  certain  areas  for  addi- 
tional supplies. 

Negotiations  have  been  carried  on 
with  public  utility  companies  for  the 
relocations  of  their  facilities  affected 
bv  the  construction  of  certain  units  of 
the  project. 


ced  Count.v  ;  in  the  valle.v  countips  from  Sac- 
ramento south  to  Merced  and  in  the  coastal 
counties  from  San  Franci.sco  south  to  San 
Benito  County. 


WATER   RIGHTS 


tlupervision  of  Appropriation  of  Wafer 

Nineteen  appIication.s  to  appropriate  were 
received  during  April:  7  were  denied,  38 
were  approved,  5  permits  were  revoked  and 
S  licenses  were  issued. 

Among  the  permits  issued  were  one  to 
Maxwell  Irrigation  District  for  a  diversion 
of  70  c.f.s.  at  the  intake  of  the  Glenn-Colusa 
Canal  for  the  irrigation  of  2000  acres  from 
Sacramento  River,  and  one  to  Tanner  Slough 
Irrigation  Association  for  the  storage  of 
2600  acre  feet  per  annum  on  Willow  Creek 
for  the  irrigation  of  8850  acres  adjacent 
thereto. 

Because  of  the  continued  storms  and  un- 
usual flood  damage,  field  work  started  later 
than  usual.  However,  projects  were  in- 
spected during  the  month  at  the  lower  ele- 
vations from  Amador  Count.v  south  to  Mer- 


IRRIGATION    DISTRICTS 


Shafter-Wasco  Irrigation  District,  recentl.v 
organized  on  the  line  of  the  Friant-Kern 
Canal,  is  conducting  water  spreading  experi- 
ments this  ,vear  with  the  surplus  runoff  from 
Kern  River.  It  is  hoped  by  this  means  to 
determine,  before  Central  Valley  water 
arrives,  where  spreading  basins  can  be  placed 
to  best  advantage  to  recharge  the  under- 
ground   storage. 

Oakdale  Irrigation  District  contemplates 
construction  of  a  storage  reservoir  at  Beards- 
ley  Flat  on  the  Middle  Fork  of  Stanislaus 
River.  Water  filings  have  been  made  and 
an  application  has  been  placed  with  the 
Public  Works  Administration  for  a  grant 
and  loan  in  the  amount  of  ,$3,-500,000  to 
carry  out  the  project. 

East  Contra  Co.sta  In-igation  District  has 
completed  the  in.stallation  of  six  additional 
drainage  wells  and  auxiliary  ditches  at  an 
approximate  cost  of  .$40,000. 


CALIFORNIA    COOPERATIVE 
SNOW   SURVEYS 


During  the  first  week  of  May  the  final 
scheduled  snow  surveys  for  this  year  were 
made  at  all  key  snow  courses.  These  snow 
surveys  were  made  for  the  purpose  of  deter- 
mining the  amount  of  snow  melting  that  had 
taken  place  in  the  mountains  during  the 
preceding  month  and  to  serve  as  a  check  on 
the  previously  published  estimates  of  stream 
flow  forecast   early  in  April. 

The  results  of  these  surveys  were  incor- 
porated in  the  regular  May  snow  survey 
bulletin  (the  final  one  to  be  issued  this 
season)  released  May  11th.  A  study  of 
these  earl.y  May  snow  surveys,  with  due  con- 
sideration of  April  temperature  and  precipi- 
tation conditions,  points  to  the  conclusion 
that  no  modification  of  the  forecasts  issued 
a  month  earlier  is  justified  and  it  is  believed 
that  these  predicted  amounts  of  runoff  will 
be    realized. 


FLOOD    CONTROL    AND 
RECLAMATION 


Mdiiilciiinirr  of  Sdcramriitn  Flood  Coiitrnl 
Project 
During  this  period  streams  in  the  Sacra- 
mento Valley  have  remained  generally  above 


bank  full  stage,  and  the  seepage  has  con- 
tinued. Much  damage  has  been  done  to 
orchards  and  alfalfa,  and  planting  of  annual 
crops  has  been  prevented  in  many  places. 
The  extent  of  the  loss  from  this  seepage 
condition  will  not  be  known  for  several 
months. 

In  order  to  alleviate  this  condition  so  far 
as  pos.sible  and,  after  a  thorough  investiga- 
tion of  all  factors  related  thereto,  this  office 
opened  the  Sacramento  weir  on  the  morning 
of  May  14,  1938.  At  that  time  the  river 
was  rising,  but  it  was  immediately  reduced 
about  three  feet,  and  since  that  time  the 
stage  at  the  Sacramento  gauge  held  between 
22.0  and  23.0.  It  seems  probable  that  the 
stage  will  not  go  below  22.0  this  month. 

Relief  Labor  Work 

During  this  period  from  6.5  to  80  relief 
laborers  have  been  employed  in  cleaning  off 
levees  and  in  miscellaneous  work,  including 
clearing  for  construction  on  the  Sacramento 
River  from  Meridian  to  Butte  Slough,  con- 
struction being  done  by  the  California  Dcbiis 
Commission.  About  25  men  have  been  avail- 
able from  the  SRA  Camp  No.  7  in  the  Suttoi- 
Basin,  up  to  May  11th,  when  the  camp  w:is 
closed. 

Emergency  Levee  Repairs 

Work  has  continued  in  making  repairs  In 
levees  in  Glenn,  Shasta,  Butte  and  Teham.i 
counties  under  Executive  Order  No.  E  177 
At  this  date  approximately  $85,000  has  boon 
expended. 

It  has  been  necessary  to  do  further  work 
in  protecting  the  river  bank  at  Robinson 
Bend  on  the  Feather  River.  The  work  h.is 
been  done  with  timber  and  brush  and  of  an 
inexpensive  type.  More  permanent  protoc> 
tion  must  be  installed  later. 

Emergency  Levee  Protection 

In  order  to  avert  a  levee  break  in  the 
Liberty  Farms  levee  in  the  Lower  Yolo  B.v- 
pass,  this  oflice  undertook  emergency  work 
on  May  17th.  At  this  date  no  danger  exists. 
The  cost  of  the  work  has  been  approximatoly 
.$2,000  to  date. 

Emergency  work  is  continuing  on  the  S:ni 
.loaquin  River  near  the  Banta  Carbona  In- 
take and  on  Reclamation  District  No.  17. 

Flood  ileasuretnents  and  Oages 

The  radio  .senders  at  the  stations  so 
I'lpiipped  have  been  remove<l,  as  the  equip- 
ment is  now  needed  on  water  distribution 
work.  The  automatic  water  stage  recordors 
arc  in  operation  and  the  collection  of  flood 
data  has  been  continued. 


[Twenty-six] 


(June  193  8)  California  Hightvays  and  Public  Works 


Highway  Bids  and  Awards 
for  the  Month  of  May,  1938 


HUMBOLDT  COUNTY— An  existing 
bridge  across  Yager  Creek  at  Oarlotta  to  be 
repaired  and  approaches  to  be  graded.  Dis- 
trict I,  Route  35,  Section  A.  Mercer- 
Fraser  Co.,  Eureka,  $22,070;  Albert  H. 
Sierner  aud  John  Carcano,  San  Anselmo, 
$26,462;  M.  A.  Jenkins,  Sacramento,  $lt>,- 
S8S:  A.  Soda  and  Son.  Oakland,  $24,770; 
F.  J.  Maurer  &  Son,  Inc.,  Eureka.  $20.076 : 
Claude  C.  Wood,  Stockton,  $20,293.  Con- 
tract awarded  to  E.  E.  Smith,  Eureka, 
$19,423. 

LOS  ANGELES  COUNTY— Between 
Philadelphia  Street  and  Painter  Avenue, 
about  1.5  miles  to  be  graded  and  widened 
with  Portland  cement  concrete  and  plant- 
mixed  surfacing.  District  VII,  Route  2, 
Section  D.  Vido  Kovaeevich,  South  Gate, 
$36.777 ;  United  Concrete  Pipe  Corpora- 
tion. Los  Angeles.  $41,283 ;  JIatich  Bros., 
Ekinore.  $42,852;  W.  E.  Hall  Co.,  Alham- 
bra,  $43,S6S;  C.  R.  Butterfield-Kennedy  Co., 
San  Pedro,  $40,721;  L.  A.  Paving  Co., 
Los  Angeles,  $37,976;  Bebek  and  Brkic-h. 
Los  Angeles,  $40,700;  Griffith  Co.,  Los 
Angeles,  $35,991;  Oswald  Bros.,  Los 
Angeles,  37,910;  J.  E.  Haddock,  Ltd.,  Pasa- 
dena, $35,196.  Contract  awarded  to  George 
R.  Curtis  Paving  Co.,  Los  Angeles,  $34.- 
413.50. 

LOS  ANGELES  COUNTY— Between 
Tunnel  Station  and  Placerita  Canyon,  about 
3.7  miles  to  be  graded  and  paved  with 
Portland  cement  concrete  and  plant-mixed 
surfacing  and  a  reinforced  concrete  girder 
bridge  to  be  constructed.  District  VII, 
Route  23,  Sections  L.  A.,  H,  I.  Daley  Corp., 
San  Diego.  $467,814 ;  Macco  Construction 
Co..  Clearwater,  $401,020;  United  Concrete 
Pipe  Corp.,  Los  Angeles,  $438,954;  W.  E. 
Hall  Co.,  Alhambra.  $482,018;  Winston 
Bros.  Co..  Los  Angeles,  $560.S43;  Claude 
Fisher  Co.,  Ltd.,  Los  Angeles.  $368,027; 
Sander-Pearson-JIinnis  &  Moody.  Los  An- 
geles, $422,334;  Gibbous  and  Reed.  Bur- 
bank,  $431,038;  J.  E.  Haddock,  Ltd.,  Pasa- 
dena, $420,878:  Oswald  Bros.,  Los  Angeles, 
$395,741;  Ralph  A.  Bell,  Monrovia,  $428,- 
596.  Contract  awarded  to  Griffith  Co., 
Los  Angeles,  $348,496.75. 

MADERA  COUNTY— Between  Madera- 
Friant  Road  and  Kelshaw  Comers,  aboit 
10.9  miles  to  be  gradnd  and  penetration  oil 
treatment  applied.  I'istrict  VI.  Route  125. 
Section  B,  C.  Guy  F.  Atkinson  Co.,  San 
Francisco,  $431.114 ;  United  Concrete  Pipe 
Corporation.  Los  Angeles.  $448,228;  Win- 
ston Bros.  Co.,  Los  Angeles,  $428,321 ;  Geo. 
K.  Thompson  &  Co.,  Los  Angeles,  $369,297  ; 
<;rantield.  Farrar  iS:  Carlin,  San  Francisco, 
.■';:;r.s.441  :  Clyd,.  \V.  Wood,  Los  Angeles. 
.V.'i'.il.4:i2 ;  (Iritlitli  ('ciinpany,  Los  Angeles. 
.'f37Lt>."4 ;  (ieorge  I'ollo<-k  Co..  Sacramento. 
.$392,072:  Ralph  A.  Bell.  Monrovia.  $414,- 
037:  Isbell  Codnstruction  Co..  Reno.  Nevada. 
$421,5.34.  Contract  awarded  to  Piombo 
Bros.  &  Co..  San  Francisco,  $329,779. 

MARIN  COUNTY — Between  Ignacio  and 
San  Rafael,  about  7.5  miles  to  be  graded, 
surfaced  -nith  Portland  opment  concrete, 
asphalt  concrete  and  plant-mixed  surfac- 
ing, existing  structures  to  be  widened  and 
grade  separation  structures  to  be  con- 
structetl.  District  IV,  Route  1.  Sections  A, 
S.  Rf.  Chas.  L.  Haraey,  San  Francisco, 
$.379.68.8:  Hanrahan  Co.,  San  Francisco, 
$38.5.002 :  Fredericksen  and  Westbrook, 
Lower  Lake.  $395.594 :  Macco  Construction 


Co..  Clearwater.  $422,690:  Union  Paving 
Co..  San  Francisco.  $422,983:  Granheld, 
Farrar  and  Carlin.  San  I'rancisco,  $436,791. 
Contract  awarded  to  A.  G.  Raisch,  San 
Francisco.   $359,783.34. 

MENDOCINO  COUNTY  —  Twenty-one 
miles  sotith  of  Barberville.  a  bridge  across 
Bridges  Ci'eek,  consisting  of  one  3S-foot  steel 
beam  span,  four  19-foot  and  one  15-foot 
timber  spans,  all  on  concrete  footings  and 
timber  bents  and  two  19-foot  timber  side 
hill  spans  on  concrete  footings  to  be  con- 
stnicted  and  approaches  to  be  gi-aded  and 
surfaced  with  screened  gravel  surfacing. 
District  I,  Route  1.  Section  K.  F.  J. 
Maurer  aud  Son.  Inc.,  Eureka,  $24,818; 
Albeit  H.  Siemer  &  John  Carcano,  San 
Anselmo.  $25.522 :  C.  W.  Caletti  &  Co.,  San 
Rafael.  $26,165:  Valley  Construction  Co., 
.><an  Jose.  $27.798 :  J.  W.  Walker.  Berkeley, 
$28,740:  A.  Soda  and  Son.  Oakland,  $32.- 
125 ;  R.  G.  Cliflford.  San  Franeisc-o,  $34.570 ; 
Underground  Construction  Co.,  Oakland, 
$38,160.  Contract  awarded  Claude  C.  Wood. 
Stockton,  $22,790.50. 

ORANGE  COUNTY— A  bridge  across 
Santa  Ana  River  about  four  miles  south  of 
Yorba  Linda  to  be  repaired.  District  VII, 
Route  175,  Section  8.  E.  S.  and  N.  S.  John- 
son, Pasadena.  $15,268:  V.  R.  Dennis  Con- 
struction Co..  San  Diego.  $15,685;  E.  G. 
Perham.  Los  Angeles,  $16,005.18;  Dimmitt 
and  Taylor.  Los  Angeles,  $17.081 ;  Byerts 
and  Dunn.  Los  Angeles.  $15,949:  R.  R. 
Bishop.  Long  Beach.  $18,869;  G.  O.  Gartz. 
Los  Angeles.  $16..S.99 :  Contracting  Engi- 
neers Co..  Los  Angeles.  $16..58S ;  Werner 
and  Webb.  Los  -^geles,  $15,900;  J.  S. 
Metzger  and  Son,  Los  Angeles,  $16,985. 
Contract  awarded  to  Oberg  Bros.,  I^os 
Angeles,  $14,149. 

RIVERSIDE  COUNTY— Between  west 
city  limits  of  Indio  and  Route  64,  about 
2.6  miles  to  be  graded,  paved  with  asphalt 
concrete  and  road-mix  .surface  treatment 
to  be  applied  to  shoulders  and  widened  areas. 
District  XI.  Route  26.  Section  Ind.,  F. 
V.  R.  Dennis  Construction  Co..  San  Diego. 
$99,650;  Oswald  Bros..  Los  Angeles.  $100.- 
948;  W.  B.  Hall  Co.,  Alhambra.  $107,547; 
United  Concrete  Pipe  Corp.,  Los  Angeles, 
$111,859;  Griffith  Co..  Los  Angeles.  $109,- 
225.  Contract  awarded  to  R.  E.  Hazard 
&  Sons.   San  Diego,  $94,270. 

SACRAMENTO  COUNTY — Between  Ben 
Ali  and  U.  S.  Air  Depot,  about  3.1  miles 
to  be  graded  and  surfaced  with  crusher  run 
base  and  annor  coat  and  a  reinforced  con- 
crete bridge  to  be  constructed.  District 
III,  Route-Feeder  road.  Piazza  and  Hunt- 
ley and  Vallev  Construction  Co..  San  Jose, 
$66.700 :  J.  R.  Reeves.  Sacramento,  .$66.803 ; 
Union  Paving  Co..  San  Francisco,  $66,844: 
CTaude  C.  Wood.  Stockton.  $70,691;  Parish 
Bros..  IjOs  Angeles.  $75.782 ;  J.  A.  Casson. 
Hayward.  $77,600.  Contract  awarded  to  A. 
Teichert  &   Son.   Inc.,   Sacramento,  $63,452. 

SACRAMENO  COUNTY — Bridge  across 
Three  Mile  Slough.  7.4  miles  north  of  Contra 
Costa  County  line,  to  be  redeeked.  District 
X.  Route  11.  Section  C.  M.  A.  Jenkins. 
Sacramento,  $8,140:  Bundesen  &  Lauritzen. 
Pittsburg.  $9,822:  F.  Kaus.  Stockton.  $n.- 
038;  W.  C.  Tait.  Inc.,  San  FVancisco, 
$11,317.  Contract  awarded  to  C.  C.  Gilder- 
sleeve.  Berkeley.  $6,514.91. 

SAN  BERNARDINO  COUNTY— Be- 
tween New  Avenue  in  Redlands  and  Crystal 


Springs,  about  2.4  miles  to  be  graded  and 
paved  with  Portland  cement  concrete.  Dis- 
trict VIII,  Route  26,  Section  Rid,  B.  A.  S. 
Vinnell  Co..  Alhambra.  $101,005;  George  J. 
Bock  Co.,  Los  Angeles,  $103,987;  V.  R. 
Dennis  Construction  Co.,  San  Diego,  $124,- 
288;  Oswold  Bros.,  Los  Angeles,  $92,287; 
George  R.  Curtis  Paving  Co.,  Los  Angeles, 
.S89.967;  C.  O.  Sparks  and  Mundo  Engi- 
neering Co..  Los  Angeles.  $103.741 ;  Daley 
Corp..  San  Diego,  $93,987;  Matich  Bros., 
Elsinore,  $106,583  :  Basich  Bros.,  Torrance, 
.$95,971;  J.  E.  Haddock,  Ltd.,  Pasadena, 
$94.171 :  Griffith  Co.,  Los  Angeles,  $103,633  ; 
United  Concrete  Pipe  Corp..  Los  Angeles, 
$100,808.  Contract  awarded  to  Claude 
Fisher  Co.,  Ltd.,  Los  Angeles,  $89,920.50. 

SAN  JOAQUIN  COUNTY— Reinforced 
concrete  slab  bridge,  four  20-foot  9-inch  and 
two  1.5-foot  6-inch  spans  on  concrete  pile 
bents  across  Littlejohns  Creek,  about  0.4 
mile  east  of  Farmington.  to  be  constructed. 
Llistrict  X.  Route  75,  Section  C.  F.  Kaus, 
Stockton,  $9.377 :  Franzini  &  Predenburg, 
San  Rafael,  $9,565;  Claude  C.  Wood,  Stock- 
ton, $9,580:  J.  S.  Metzger  &  Son,  Los 
Angeles.  $10,772.  Contract  awarded  to 
Nelson  and  Wallace,  Escalon,  $9,067.50. 

SISKIYOU  COUNTY— Between  Cougar 
and  Macdoel,  about  24.1  miles  soil  cement 
base  to  be  constructed  and  imported  sur- 
facing material  to  be  placed  on  portions  of 
the  project  and  entire  project  surfaced  with 
road-mix  surfacing.  District  II,  Route  72, 
Section  B.  Hanrahan  Company,  San  Fran- 
cisco. $109,577;  Clifford  A.  Dunn.  Klamath 
Falls,  Oregon.  $113,322;  Harold  Blake, 
Portland,  Oregon,  $134,435;  J.  A.  Casson, 
Hayward,  $95,703;  Claude  C.  Wood,  Stodt- 
ton.  $100,567;  Frederickson  &  Westbrook, 
Lower  Lake,  $106,332.  Contract  awarded  to 
Oilfield  Trucking  Co.,  Bakersfield.  $95,479.78. 

SOLANO  COUNTY— One  mile  southwest 
of  Cordelia  Underpass,  about  0.2  mile  to 
be  graded  and  surfaced  with  plant-mixed 
surfacing  and  underdrains  to  be  constructed. 
District  X,  R.iute  7.  Section  H.  Lee  J. 
Immel,  Berkeley.  .$45,279;  Guerin  Bros., 
San  Francisco.  $47.848 :  Chas.  L.  Harney, 
San  Francisco.  $73. .317.  Contract  awarded 
to  J.  L.  Connor  and  Sons,  Monterey,  $38,- 
390.30. 

STANISLAUS  COUNTY— Between  Mo- 
desto and  Salida.  about  5.8  miles  to  be 
graded,  paved  with  Portland  cement  con- 
crete and  asphalt  concrete  and  reinforced 
concrete  bridges  to  be  constracted.  District 
X.  Route  4.  Section  Mod.,  B.  A  Teichert 
&  Son.  Inc.,  Sacramento,  $240,464 ;  ;  Louis 
Biasotti  &  Son.  Stockton.  $195,398:  Union 
Paving  Co.,  San  Francisco,  $197,313; 
Macco  Construction  Co.,  Clearwater.  $199,- 
839:  Griffith  Co..  Los  Angeles,  $211,232: 
Hanrahan  Co..  San  Francisco,  $211,9.51 ; 
I'nited  Concrete  Pipe  Corp..  Los  Angeles, 
$218,470;  Chas  L.  Harney.  San  Francisco. 
.$220,497.  Contract  awarded  to  Fredericksen 
&  Westbrook.  Lower  Lake,  $194,191.35. 

TEHAMA  COUNTY— At  Red  Bluff, 
about  0.5  mile  to  be  graded  and  paved 
witli  Portland  cement  conci-ete  and  road- 
mix  surfacing  on  crusher  run  base  to  be 
applied.  District  II.  Route  3.  Section  D.  R. 
Bl.  J.  F.  Knapp,  Oakland,  $53,642;  John- 
ston Rook  Co..  Inc..  Stockton,  $54,235. 
Contract  awarded  to  N.  M.  Ball  Sons,  Berk- 
eley. $41,625. 

TULARE  COUNTY— Between  Tulare 
and  Visalia.  four  concrete  bridges  to  be 
widened.  District  VI.  Route  132,  Section 
A.  Franzini  &  Fre<lenburg,  Sau  Rafael, 
$16,562:  Valley  Construction  Co..  San  Jose, 
$17,518;  John  Jurkovich.  Fresno,  $14,812; 
J.  S.  Metzger  &  Son.  Los  Angeles.  $18,500. 
Contract  awarded  to  Palo  Alto  Road  Mate- 
rials Co.,  Palo  Alto.  $13,694. 


California  Highivays  and  Public  Works  (juue  i9is) 


[Twenty-seven] 


Highway  Safety 
Shows  Increase 

(Continued  from  page  9) 

section  just  south  of  Bakersfield 
whieli  was  widened  to  thi'ee  lanes  a 
yeai-  ago. 

The  portion  of  U.  S.  99  in  this 
semi-arid  reorion  of  California  carries 
an  important  volume  of  traffic  be- 
tween Southern  California  and  the 
San  Joaquin  and  Sacramento  Valleys 
and  San  Francisco  Bay  area.  Much 
of  the  large  volume  of  truek  traffic 
is  of  the  heaviest  nature,  consisting 
of  tanks  and  trailer  units,  trucks 
and  trailers. 

The  following  detailed  traffic 
count,  taken  at  the  junction  of  U.  S. 
99  and  State  Route  57  leading  to 
Maricopa,  is  indicative  of  the  vol- 
ume, nature,  and  growth  of  traffic 
during  the  past  three  years : 

Auto  Trucks 

Date                Calif.  For.  Buses     U.     Hvy.  Tris.  Total 

1-13-35  2920  79   13   95  189  84  33S0 

7-14-35  4001  105   15  171  221  120  4633 

7-12-36  4493  214   21  2S5  270  162  5445 

7-11-37  5149  237   30  238  294  356  6304 

The  original  road  was  paved  in 
1916  with  Portland  cement  concrete 
15  feet  wide  and  4  inches  thick.  In 
1922,  concrete  borders  2.5  feet  wide 
were  placed  on  each  side  of  the 
pavement  and  a  seicond  story  of 
asphalt  concrete  '2i  inches  thick 
was  laid  over  the  15-foot  pavement. 
Because  of  the  high  crown  on  which 
the  asphalt  was  laid,  2f  inches  in 
7.5  feet,  it  tended  to  drain  to  the 
edge  and  form  rough  tongues  of 
asphalt  on  the  concrete  borders.  In 
1931  plant-mis  surfacing  six  feet 
wide  was  placed  on  each  side  be- 
j'ond  the  borders  and  the  earth 
shoulders  were  oiled  for  an  addi- 
tional width  of  six  feet. 

The  present  new  construction, 
which  will  turn  this  section  into  the 
longest  single  stretch  of  divided 
highway  on  the  State  highway  sys- 
tem, is  being  performed  under  a 
.'t;461,000  contract  with  Griffith  Com- 
pany of  Los  Angeles.  It  is  esti- 
mated that  the  final  cost  of  the  work 
will  be  approximately  $500,000  and 
that  the  road  will  be  opened  to 
traffic  about  December  23,  1938. 


iBinrh  HbUnrg  (Earanti 

Ellard  Whitney  Carson,  District 
Right  of  Way  Agent  in  District  V 
of  the  Division  of  Highways  at  San 
Luis  Obispo,  passed  away  on  May 
14,  1938,  after  an  illness  of  but  three 
days. 

Mr.  Carson  was  born  September 
2,  1877,  at  San  Jose,  California.  He 
received  his  early  education  in  the 
schools  of  that  city  and  later  pre- 
pared himself  for  the  profession  of 
mining  engineering.  His  first  em- 
ployment was  in  1897  with  the  New 
Almaden  Mine,  where  he  rose  rap- 
idly to  the  position  of  Assistant 
Superintendent.  From  1903  to  1922 
he  was  manager  and  superintendent 
of  several  well  known  quicksilver 
properties,  notably  the  Oceanic 
Mine  near  Cambria.  During  this 
period  he  also  made  examinations 
of  many  properties  in  California, 
Nevada  and  Arizona.  He  was  a 
member  of  the  American  Institute 
of  Mining  and  Metallurgical  Engi- 
neers and  retained  an  interest  in 
this  field  until  his  death. 

Following  the  decline  in  mining 
after  the  World  War,  Mr.  Carson 
entered  the  real  estate  business  in 
Los  Angeles  and  San  Luis  Obispo, 
gaining  the  invaluable  experience 
that  later  was  to  make  him  one  of 
the  State's  outstanding  right  of 
way   men. 

The  Division  of  Highways  em- 
ployed Mr.  Carson  as  District 
Right  of  Way  Agent  on  May  13, 
1927.  During  his  eleven  years  of 
unbroken  service  in  that  position, 
he  directed  with  conspicuous  suc- 
cess the  many  difficult  and  complex 
negotiations  peculiar  to  a  section 
embracing  old  Spanish  land  grants, 
rich  oil  lands  and  valuable  citrus 
and  vegetable  farming  acreage. 


Doctor :  "I'm  sorry,  but  I'll  have  to  open 
you  up  again.  I  can't  find  my  other  rubber 
glove." 

Patient:  "Don't  be  ."illy.  Here's  a  dollar. 
Go  out  and  buy  yourself  another  pair." 


World's  Fair  Highway 
Under  Construction 

(Continued  from  page  23) 

are  536  feet  of  permanent  steel 
trestle  (providing  the  lower  deck 
connection) ;  4600  feet  of  temporary 
timber  trestle;  and  460  feet  of  tem- 
porary steel  bridge  and  trestle,  some 
of  which  comprises  the  overhead 
span  crossing  the  upper  deck  of  the 
Bay  Bridge.  There  is  an  estimated 
excavation  of  155,000  cubic  yards. 

Except  for  special  requirements, 
the  general  project  wiU  be  a  stand- 
ard Class  A  highway  construction 
with  regard  to  banking  (on  cuiwa- 
tures),  runoffs,  and  breaks  of  grade. 
The  maximum  grade  will  be  6  per 
cent  and  the  minimum  curvature  a 


Townees  Pass 
Road  Improved 

(Continued  from  page  24) 

plate  18  inches  long  bolted  on  each 
end  of  the  moldboard  of  the  blade 
grader  and  at  right  angles  to  the 
blade.  This  was  used  as  a  scraper 
and  worked  very  satisfactorily  during 
finishing  operations.  In  the  through 
cuts,  rocks  were  bladed  to  the  center 
of  the  road,  and  with  this  attachment 
on  the  blade,  were  scraped  out  of 
the  cuts  and  then  bladed  over  the 
fill  slopes. 

Since  the  completion  by  the  State  of 
the  Darwin  Cut-Off  sector,  eliminat- 
ing the  grade  over  Zinc  Hill,  the 
travel  using  the  Towne's  Pass  en- 
trance into  Death  Valley  has  more 
than  doubled  the  past  year 

For  the  period  Januarv  1,  1937,  to 
April  30,  1937,  2255  cars  and  6413 
people  entered  the  valleJ^  For  the 
same  period  in  1938,  4688  ears  and 
13,655  people  entered,  or  an  increase 
of  107.8  per  cent  in  the  number  of 
ears  and  112.7  per  cent  in  the  number 
of  people. 

The  heaviest  traffic  recorded  entered 
the  valley  Saturday,  April  9,  1938. 
On  that  day  262  cars  and  845  people 
were  recorded.  At  all  other  checking 
stations  into  the  valley  there  was  no 
increase  in  traffic  over  previous  years. 

The  cost  to  the  State  of  this  latest 
improvement  was  $33,589.81.  The 
Silva  and  Hill  Construction  Company 
was  the  contractor. 


275-foot  radius  which  is  obtained  on 
one  curve  only. 

A  7-inch  crushed  rock  base  ou 
ground  contacts,  and  an  approximate 
2-inch  base  for  the  timber  deck  will 
be  provided  for  a  three-quarter  inch 
black  asphaltic  surfacing.  The  tim- 
ber deck  itself  will  comprise  3  x  4 
and  3x8  timbers  laid  on  edge. 

The  permanent  construction  is 
designed  for  H-15  loading,  and  the 
temporary  sections  for  H-10.  Wheel 
loads  and  impacts  conform  with 
State  highway  specifications.  Steel- 
work is  designed  according  to  Bin- 
Bridge  requirements,  and  timbir 
construction  conforms  with  recom- 
mendations of  the  Structural  Engi- 
neers' Associations  of  California. 

Parking  facilities  for  12,000  cars 
are  provi(Ied  on  Treasure  Island.  The 
World's  Fair-Bay  Bridge  Highway  is 
expected  to  be  completed  this  summer. 


[Twenty-eight] 


(j„ne  i9}s)  California  Hightvays  and  Public  Works 


STATE  OF  CALIFORNIA 


Department  of  Public  Works 

Headquarters:   Public  Works  Building,  Twelfth  and  N  Streets,  Sacramento 


FRANK  F.  MERRIAM Governor 

HARRY  A.  HOPKINS Assistant  Director 


CALIFORNIA  HIGHWAY  COMMISSION 


II.  R.  JUDAH,  Chairman,  Santa  Cruz 

PHILIP   A.   STANTON,   Anaheim 

PAUL  G.  JASPER,  Fortuna 

WILLIAM  T.  HART,  Carlsbad 

ROBERT  S.  REDINGTON,  Los  Angeles 

JULIEN  D.  ROUSSEL,   Secretary 


DIVISION  OF  HIGHWAYS 


C.  H.  PURCELL,  State  Highway  Engineer 

G.  T.  McCOY,  Assistant  State  Highway  Engineer 

J.  G.  STANDLEY,  Principal  Assistant  Engineer 

R.  H.  WILSON,  Office  Engineer 

T.  E.  STANTON,  Materials  and  Research  Engineer 

FRED  J.  GRUMM,  Engineer  of  Surveys  and  Plans 

R.  M.  GILLIS,  Construction  Engineer 

T.  H.  DENNIS,  Maintenance  Engineer 

F.  W.  PANIIORST,  Bridge  Engineer 

V.  CAJIPBELL,  Engineer  of  City  and  Cooperative  Projects 

R.  H.  STALNAKER.  Equipment  Engineer 

J.  W.  VICKREY,  Safety  Engineer 

E.  R.  HIGGINS,  Comptroller 

DISTRICT  ENGINEERS 

E.  R.  GREEN  (Acting),  District  I,  Eureka 

F.  W.  IIASELWOOD,  District  II,  Redding 
CIIAI5LES   H.  WIIITMORE,   District  III,   Marysville 

JNO.  H.  SKEGGS,  District  IV,  San  Francisco 

L.  H.  GIBSON,  District  V,  San  Luis  Obispo 

E.  T.  SCOTT  (Acting),  District  VI,  Fresno 

S.  V.  CORTELYOU,  District  VII,  Los  Angeles 

E.  Q.  SULLIVAN,  District  VIII,  San  Bernardino 

S.  W.  LOWDEN    (Acting),  District  IX,  Bishop 

R.  E.  PIERCE,  District  X,  Stockton 

E.  E.  WALLACE,  Disrict  XI,  San  Diego 

SAN   FRANCISCO-OAKLAND  BAY  BRIDGE 
C.  E.  ANDREW,  Bridge  Engineer 


EARL  LEE  KELLY Director 

EDWARD  J.  NERON Deputy  Director 


DIVISION  OF  WATER  RESOURCES 


EDAVARD  HYATT,  State  Engineer,  Chief  of  Division 

GEORGE  T.  GUNSTON,  Administrative  Assistant 

HAROLD  CONKLING,  Deputy  in  Charge  Water  Rights 

A.  D.  EDMONSTON,  Deputy  in  Charge  Water 
Resources  Investigation 

R.  L.  JONES,  Deputy  in  Charge  Flood  Control  and  Reclamation 

GEORGE  W.  HAWLEY,  Deputy  in  Charge  Dams 

SPENCER  BURROUGHS,  Attorney 

EVERETT  N.  BRYAN,  Hydraulic  Engineer  Water  Rights 

GORDON  ZANDER,  Adjudication,  Water  Distribution 


DIVISION  OF  ARCHITECTURE 


GEORGE  B.  McDOUGALL,  State  Architect,  Chief  of  Division 

P.  T.  POAGE,  Assistant  State  Architect 

W.  K.  DANIELS,  Assistant  State  Architect 

HEADQUARTERS 

H.  W.  DeHAVEN,  Supervising  Architectural  Draftsman 

C.   H.   KROMER,   Principal   Structural   Engineer 

CARLETON  PIEItSON.  Supervising  Specification  Writer 

J.  W.  DUTTON.  Principal  Engineer,  General  Construction 

W.  H.  ROCKINGHAM,  Principal  Mechanical  and  Electrical 
Engineer 

C.  E.  BERG,  Supervising  Estimator  of  Building  Construction 


DIVISION  OF  CONTRACTS  AND  RIGHTS  OF  WAY 


C.  C.  CARLETON,  Chief 

CLARENCE  W.  MORRIS,  Attorney,  San  Francisco 

FRANK  B.  DURKEE,  Attorney 

C.  R.  MONTGOMERY,  Attorney 

ROBERT  E.  REED,  Attorney 


DIVISION  OF  PORTS 


Port  of  Eureka— E.  S.  MAI'KIXS,  Siuvivcn 


PM:    If  addressee  has  moved 
notify  sender  on 

Form  3547 

Division  of  Highways 

P.  O.   Box   1499 

Sacramento,  California 


Seattle   Public   Library, 
Seattle, 


U.   S.  POSTAGE 

PAID 

Sacramento,  Cal. 
Permit  No.  152 


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STATE  HIGHWAY  SYSTEM 


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Secondary  Roads  = 


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SAN  FRANCISCO  AND  VICINITY 


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LOSANGELES  AND  VICINITY 


Seattle  Public  Library 


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JUL  ly  '" 


CALIFORNIA  HIGHWAYS  AND  PUBLIC  WORKS 

Official  Journal  of  the  Division  of  Highways  of  the  Department  of  Public  Works,  State   of  California 

EARL  LEE  KELLY,  Diredor     C.  H.  PURCELL,  State  Hishway  Engineer    JOHN  W.  HOWE,  Editor     K.  C.  ADAMS,  Associate  Editor 

Published  For  information  of  tfie  members  of  the  department  and  the  citizens  of  California 

Editors  of  newspapers  and  others  are  privileged  to  use  matter  contained  herein.    Cuts  will  be  gladly  loaned  upon  request. 
Address  communications  to  California  Highways  and  Public  Works,  P.  O.  Box  1499,  Sacramento,  California. 

Vol.  16  JULY,  1938  No.  7 


Table  of  Contents 


Cover  Page — Mammoth  Lakes  Highway  (State  Route  112)  looking  across  East 
end  of  Twin  Lakes  in  Liyo  County. 

Page 

Lack  of  Paved  Roads  Serious  in  District  II 1 

By  F.   W.  Haselwood,  District  Eiiyineer 

Pictures  of  Poor  Roads  in  District  II 2-3 

New  Scenic  Highway  in  Kings  River  Canyon  (Illustrated) 4— .5 

By  R.  S.  Badger,  District  Construction  Engineer 

Pictures  of  New  Kings  River  Highway G 

Important  Condemnation  Decision 7 

By  Clarence   W.  Morris,  Assistant    Chief.  Division   of   Contracts  and   Rights   of    Way 

Porterville  Opens  New  Highway  (Illustrated) 8-9 

By   C.   F.   TTotfe,  District   Office  Engineer 

Pioneer  Road  Unit  Modernized  (Illu.strated) 10-11 

By  Harry  A.  Hopkins,  Assistant  Director  of  Public   Works 

Soil  Stabilization   (Illustrated) 12-14 

By  Thos.  E.  Stanton,  Jr.,  Materials  and  Research  Engineer 

Bay  Bridge  Traffic  Report 15 

New  Foothill  Highway  Link  Dedicated  (Illustrated) 16-17 

By   E.   Everett  Smith,  Assistant  Highway  Engineer 

Decrease  of  !i!4,300,000  in  Federal  Aid  in  California 18 

By  R.  F.   Reynolds,  Assistant   Office  Engineer 

Open  Atascadero-Morro  Bay  Highway   (Illustrated) 19 

By  Edward  J.  Neron,  Deputy  Director  of  Fuhlie  Works 

Gas  Tax  Diversion  Costs  Bay  State  $472,862 20 

Out  of  the  Mail  Bag 21 

Flood  Damage  in  Modoc  County  Prevented 22-23 

By  T.   R.  Simpson,  Senior  Hydraulic  Engineer 

Big  Creek  Bridge  Is  Unique  (Illustrated) 24 

By  F.  W.  Panhorst,  Bi-idge  Engineer 

Flood  Damage  in  Modoc  County    (Continued) 25 

Monthly  Report  of  Division  of  Water  Resources 20 

Bids  and  Awards  for  Monfli  of  June,  1938 27 

Drawing  of  Big  Creek  Bridge 28 


Symposium  on  Requirements  of 
California  Highway  System  as 
Reported  by  District  Engineers 


THERE  have  been  many  critical  periods  in  the  brief 
history  of  California  highway  progress.  The  story  of 
the  rapid  increase  in  number  and  weight  of  motor 
vehicles  and  their  radius  of  travel  is  a  familiar  one.  The 
efforts  that  have  been  made  to  meet  the  requirements  of  this 
growing  traffic-  in  highway  financing,  design  and  construction 
may  not  be  so  well  known.  Necessarily,  as  motor  vehicle 
traffic  increased  there  was  need  for  an  expansion  in  the  higli- 
way  system  to  serve  a  wider  area  and  a  change  in  standards 
to  meet  the  new  requirements.  The  initial  mileage  of  3000 
has  now  become  14,000,  and  standards  of  highway  design 
have  been  greatly  modified. 

The  latest  expansion  in  highway  mileage  occurred  in  1933 
with  the  addition  of  .some  6600  miles,  with  a  public  anticipa- 
tion that  all  of  these  additional  roads  would  immediately 
be  improved.  There  were  no  increased  finances  to  take  care 
(if  these  roads.  In  fact,  the  construction  fund  was  immedi- 
ately reduced  by  about  $1,500,000  required  for  maintenance, 
then  one-half  cent  of  the  gas  tax  was  assigned  to  the  cities. 

Regardless  of  how  essential  the.se  uses  were,  the  effect  was 
to  reduce  by  more  than  half,  the  funds  available  for  high- 
way construction  at  a  time  when  the  highwa.v  mileage  wa.s 
doubled.  The  effect  of  this  decrease  in  finances  in  relation 
to  increased  needs  was  somewhat  obscured  as  far  as  the 
public  was  concerned  by  the  Federal  emergency  funds  that 
were  allocated  to  the  states  during  the  depression.  Since 
these  sTi])iilemental  funds  are  no  longer  available,  the  situa- 
tion is  becoming  so  acute  as  to  constitute  a  new  crisis  in  high- 
way affairs. 

From  the  beginning,  the  problem  on  California  highways, 
as  well  as  on  those  of  every  state  in  the  Union,  has  been  to 
provide  quick  service  over  the  entire  mileage.  The  inevitable 
result  was  that  as  traffic  expanded  in  volume,  increased  in 
speed,  and  changed  in  weight  of  loads,  these  earlier  roads 
became  obsolete  as  to  alignment,  grade,  and  width,  and  inade- 
quate as  to  durability  of  surface. 

Adequacy  of  design  and  improvement  was  not  in  sight 
when  the  sy.stem  was  doubled  in  1933.  The  only  procedure 
possible  in  connection  with  the  added  mileage,  which  was  of 
very  low  standard,  and,  in  some  districts,  was  entirely  unim- 
proved, was  the  lowest  type  of  improvement  that  would  as 
quickly  as  possible  make  these  roads  dustless  and  raudless. 

In  order  to  get  a  closer  picture  of  the  highway  problem 
as  it  exists  today  in  California,  the  District  Engineers  in  each 
of  the  eleven  highway  districts  in  the  State  have  been  asked 
to  report  on  the  conditions  and  needs  in  their  respective 
jurisdictions. 

The  situation  in  District  II  is  presented  in  the  following 
report  by  District  Engineer  F.  W.  Haselwood : 

District  11  one  of  the  eleven  California  highway  districts, 
occupies  the  northeast  corner  of  the  State,  including  all  or 
portions  of  nine  counties  with  1400  miles  of  highway.  The 
area  is  largely  mountainous.  The  climate  in  winter  is 
severe  and  road  surfaces  mu.st  support  heavy  snow  removal 
equipment. 

Of  the  high  type  pavement,  87  miles  are  obsolete  as  to 
alignment  and  width,  or  inadequate  as  to  thickness  and 
serviceability,  or  both.  Of  the  intermediate  type  surfa<'e, 
217  miles  are  of  stage  construction   and   will   require  addi- 


Lack  of  Paved 
Roads  Serious 

By  F.  W.  HASELWOOD 

District  Engineer,  Dist.  II 


Types  of   unimproved   road    in   Shasta    (top),   Plumas   (center) 
and   Siskiyou   counties   in    District    II. 


Top — Sharp  curve,  narrow  roadway  and 
narrow  bridge  combine  to  make  unsafe 
this  Plumas  County  road.  Center — This 
sharp  alignment,  steep  bridge  approach 
and  blind  vertical  and  narrow  bridge  are 
at  city  limits  of  Redding.  Bottom — This 
narrow  bridge  in  Tehama  County  requires 
careful  driving. 


tional  increments  of  surface  at  inter- 
vals. 

The     status     of    improvement    on 
these  1400  miles,  which  is  just  10  per 
cent  of  the  state's  total  mileage  is: 
67  miles,  or     5%  unimproved    and    un- 
oiled   earth    roads. 
483  miles,  or  34%  oiled  earth  roads,  in- 
ferior    as     to     grade, 
alignment  and  width. 
380  miles,  or  28%  graveled     roads    with 

light  oiled  surface. 
327  miles,  or  23%  intermediate    type    of 

surface. 
137  miles,  or  10%  of     high     type    pave- 
ment. 

All  of  the  graveled  and  earth  roads 
require  periodical  construction  and 
heavy  annual  maintenance  expendi- 
tures to  keep  them  in  service  until 
more  substantial  work  can  be  financed. 
In  other  words,  most  of  the  work  done 
to  date  has  had  to  be  inadequate  to 
cover  as  much  mileage  as  possible, 
and  the  problem  of  holding  it  to- 
gether at  all  requires  so  much  of  the 
biennial  allocation  that  little  progress 
can  be  made  toward  more  substantial 
improvement. 

An  examination  of  the  status  of 
improvement  of  the  1400  miles  of 
highway  in  District  II  reveals  that  to 
bring  these  roads  to  the  standards  re- 
quired by  present  day  traffic.  649 
miles,  or  46  per  cent,  will  require 
grading  at  a  cost  of  $14,000,000.  Of 
this,  272  miles  will  be  entirely  new 
construction  and  377  miles  Mali  be  [ 
widening  or  realigning  present  obso-  j 
lete  roads.  j 

When  it  comes  to  surface,  we  find, ! 
by  reason  of  the  necessity  of  following 
the  expedient  of  stage  construction, 
by  which  light  surfaces  are  con- 
structed and  strengthened  periodi- 
cally by  additional  increments,  that 
some  work  will  have  to  be  done  on 
134!)  miles  at  a  cost  of  $16,000,000. 

There  are  about  35,000  lineal  feet 
of  bridges  that  need  widening  or  re- 
placement by  reason  of  being  struc- 
turally weak,  too  narrow,  or  located 
on  obsolete  alignment.  The  cost  of 
these  bridges  will  be  about  $5,250,000. 

The  total  cost  of  grade  surface  and 
bridges  to  satisfy  present  demands 
aggregates  $35,250,000. 

Of  course  this  improvement  is  not 
going  to  be  accomplished  immediately. 


ITwol 


(juiyi9}8)  California  Highways  and  Public  Works 


Top — Obsolete  alignment  and  inade- 
quate 15-foot  pavement  in  Siskiyou 
County.  Blind  vertical  curve  in  left  back- 
ground.    Centei Narrow  oiled  earth   road 

in  Tehama.  Poor  alignment  and  narrow 
inadequate  bridge.  Bottom — This  14-foot 
roadway  in  Trinity  has  many  hairpin 
turns  on   grade. 

:iiid  traffic  must  be  served  in  the 
iiirantime  even  tlioiigh  at  an  exorbi- 
tiint  maintenance  cost.  A  reasonable 
program  that  would  result  in  the 
iiiijirovement  of  these  roads  in  a  pe- 
riod of  16  yeai's,  provided  that  durinji 
this  period  there  are  no  additions  to 
I  he  system,  and  tliat  the  requirements 
of  traffic  and  standards  of  highway 
.Icsiirn  are  not  materially  changed, 
would  eall  for  an  annual  construction 
rxpenditure  of  $2,300,000.  This  is 
tw  ice  the  amount  now  available  to  the 
district. 

Tliis  would  provide  for  seven  miles 
])er  year  of  high  type  pavement,  30 
miles  of  intermediate  t.vpe,  30  miles 
of  comi)letion  of  stage  constructed 
surfaces,  a  variable  mileage  of  peri- 
odical surface  treatment,  together 
with  the  necessary  grading  and  about 
$330,000  for  bridge  construction. 

At  the  end  of  this  16-year  period 
152  miles,  or  about  11  per  cent  of  the 
roads  in  the  district  would  be  sur- 
faced with  high  type  pavement  on 
standard  alignment  and  the  remain- 
der with  intermediate  type. 

On  at  least  900  miles  the  graded 
width  would  not  exceed  26  feet,  and 
there  would  not  be  more  than  six 
miles  of  multi-lane  road  outside  of 
incorporated  cities. 

Even  this  status  could  not  be  con- 
sidered as  entirely  adequate  for  it 
is  becoming  increasingly  apparent 
that  intermediate  type  surfaces  are 
not  sufficiently  durable  where  heavy 
snow  equipment  must  be  operated. 
These  roads  must  some  time  be  pro- 
vided with  more  durable  pavement. 


(The  needs  of  another  highway  district 
vill  be  described  by  a  District  Engineer 
n  next  month's  issue  of  California  High- 
vays    and    Public    Works). 


An  English  reporter,  frequently 
reprimanded  for  relating  too  many 
details  and  warned  to  be  brief,  sent 
in  the  following : 

"Last  night  Sir  Dwight  Hopeless, 
a  guest  at  Lady  Panmore's  ball,  com- 
plained of  feeling  ill,  took  a  drink, 
his  hat,  his  coat,  his  departure,  no 
notice  of  his  friends,  a  taxi,  a  pistol 
from  his  pocket,  and  finally  his  life. 
Nice  chap.     Regrets." 


California  Hightvays  and  Public  Works  (July  19)  s) 


[Three] 


^Lj^ 


W. 


By  R.  S.  BADGER,  [ 


Kings    River   Bridge.     Abutments   and   center    pier   complete.     Superstructure   half  cor 
plete.     Kings   River,   nearing   flood   stage,   is   roaring  through   canyon. 


THERE  is  an  increasing  and 
eager  interest  shown  by  the 
public  in  the  progress  of  con- 
struction on  the  Kings  River  Canyon 
Higliway.  This  project  forms  a  por- 
tion of  State  Highway  Route  41.  It 
lies  between  the  northerly  boundary 
of  General  Grant  National  Park  and 
Deer  Cove  Creek,  where  it  joins  the 
South  Fork  of  Kings  River.  The 
U.  S.  Forestry  Service  will  extend 
this  road  with  a  Forest  Highway  from 
Deer  Cove  Creek  into  Cedar  Grove 
and  on  up  the  South  Fork  to  Copper 
Creek  and  another  beautiful  recrea- 
tional area  will  be  opened  to  the 
public. 

The  construction  work  from  Gen- 
eral Grant  Park  to  the  crossing  of 
Ten  Mile  Creek  involved  very  heavy 
excavation  quantities.  However,  from 
this  point  to  the  Kings  River  cross- 
ing at  Windy  Cliff,  not  only  was 
there  encountered  much  heavier 
yardage,  but  the  character  of  the 
country  rendered  construction  much 
more  difficult. 

Hard,  fine-grained  granite  and 
metamorphosed  sedimentary  deposits, 
tlie  latter  upturned  to  form  vertical 
cliffs,  made  the  task  of  cutting  the 
highway  along  the  mountain  side 
very  difficult. 

In  certain  spots  the  steep  cliffs  lay 
in  such  irregTilar  alignment  that 
thorough  cuts  involving  large  quan- 
tities of  rock  excavation  were  neces- 
sary in  order  to  provide  room  for 
the  roadway.  At  many  other  places 
foundations  for  high  masonry  walls 
were  carved  out  of  the  steep  rocky 
face  of  the  mountain  and  in  one 
location,  where  no  footing  could  he 
obtained  for  a  wall,  an  arch  was 
built  to  carry  the  outer  half  of  the 
road  over  a  steep  niche  in  the  cliff. 
The  remainder  of  the  roadbed  width 
at  this  place  was  benched  into  the 
face  of  the  cliff. 

One  of  the  spectacular  features  of 
the  construction  was  involved  in  the 
blasting  of  a  coyote  tunnel  at  Horse 


[Four] 


(July  19}  s)  California  Highways  and  Public  Works 


Highway 
tiver  Gorge 

;t  Construction  Engineer 


Shoe  Bend.  In  this  section  tlie  river 
gorge  winds  thi'ough  an  "  S "  bend, 
cut  to  startling  depths  through  verti- 
cal rocky  cliffs. 

In  order  to  give  reasonable  align- 
ment to  the  road  in  this  section,  very 
heavy  rocky  cuts  were  required.  A 
coyote  tunnel  from  four  to  six  feet 
in  diameter  was  driven  along  the  pro- 
posed inside  gutter  line  of  the  road- 
way for  a  distance  of  570  feet.  At 
intervals  stub  tunnels  were  cut  lead- 
ing across  the  proposed  roadbed.  In 
each  of  these  tunnels  and  in  the  main 
tunnel  along  the  gutter  line,  charges 
of  powder  were  placed  and  the  en- 
tire remaining  space  in  the  entire 
tunnel  system  was  backfilled  with  the 
material  previously  excavated.  One 
battery  shot  was  then  made  to  ex- 
plode 37  tons  of  powder.  The  view 
from  the  roadway  at  this  location 
now  forms  one  of  the  striking  fea- 
tures of  the  varied  scenery  along  this 
route. 

From  the  crossing  of  the  river  at 
Windy  Cliff,  the  character  of  the 
location  changes  decidedly.  The  road- 
bed follows  about  15  feet  above  the 
river  and  involves  comparatively 
light  excavation  yardage. 

Throughout  the  whole  project  the 
tourist  will  be  treated  to  a  charming 
variety  of  scenery.  The  grandeur  of 
the  Kings  River  country  is  nearly 
equal  to  that  of  Yosemite. 

Sequoia  and  General  Grant  Parks 
have  always  drawn  tourists  into  this 
section  of  the  Sierras.  When  finished, 
the  Kings  River  project  will  add 
greatly  to  the  attractiveness  of  their 
trip. 

Sequoia  National  Park  covers  an 
area  of  604  square  miles.  It  contains 
twelve  redwood  groves,  among  which 
is  the  Giant  Forest  of  3200  acres  with 
500,000  stately  trees.  Here  is  the 
General  Sherman  Tree,  the  largest 
living  thing  on  earth. 

Several  miles  to  the  northwest  of 
Sequoia  is  General  Grant  National 
Park    covering    four    square    miles. 

(Continued  on  next  page) 


V^ 


i^n    the    Kings    River    toward    mouth    of    Boulder    Creel<.      Rugged    peaks    in    limestone 
formation  enhance  the  picturesque  beauty  of  this  canyon. 


California  Highways  and  Public  Works 


(Jtily  19}  S) 


iFiveJ 


This  is  the  home  of  the  General  Grant, 
the  Nation's  Christmas  tree,  towering 
267.4  feet.  It  is  the  oldest  living 
tiling  on  earth. 

Starting  from  General  Grant  Parl^, 
as  one  approaches  Cherry  Gap,  he 
can,  on  a  clear  day,  see  in  the  dis- 
tance, a  50  mile  section  of  the  San 
Joaquin  Valley.  As  he  passes  beyond 
Cherry  Gap  he  views,  for  the  first 
time,  the  rugged  beauty  of  the  lower 
Middle  Fork  of  the  Kings.  Later  at 
Lookout  Point  he  again  sees  this  view 
and  notes  the  ruggedness  of  the 
country  along  the  South  Fork  and  the 
relative  location  of  Ten  Mile  Creek, 
the  two  Foi'ks  and  the  main  Kings 
River  Gorge. 

Yucca  Point  is  immediately  above 
the  Forks  of  the  Kings  River  and 
from  that  point  on  the  tourist  sees 
one  scenic  attraction  after  another. 

A  good  oiled  road  has  been  com- 
jjleted  to  the  Kings  River  crossing, 
where  a  gate  prevents  the  public 
from  following  the  highway  further. 
At  this  point  the  Forest  Service 
maintains  a  guide  to  direct  tourists, 
if  they  wish,  to  Putt  Boyden's  Cave, 
located  in  the  face  of  Windy  Cliff 
some  200  yards  from  the  crossing. 
The  cave  is  in  a  limestone  formation 
and  its  beauty  fully  rewards  the 
tourist  who  climbs  the  trail  to  its 
entrance. 


Although  the 
mitted  to  travel 
River  crossing, 
roughly    finished 


)ublic  is  not  per- 
beyond  the  Kings 
tlie  roadway  is 
foi'    apiiroximately 


Above — Windy  cliff  crossing  of  Kings  River;  the  hicjiiway  follows 
Steam  shovel  biting  into  hard  rock.  Lower — This  cliff  face  typical  of 
to  be  blasted. 


the    right    bank, 
many   that    had 


[Sixl 


(July  19}$)  California  High^vays  and  Public  Works 


^^^ 


'^ 


'J^l       J^ 


Parking   area   at   Windy   Cliff    River  crossing    on    Kings    River   Highway.     A  drinking  fountain  for  visitors  will   be  erected   he 

four    miles    above    this    point     and        coordinate    its    roadwa3'    work    with        the  same  time  that  the  State  High- 


pioneer  work  has  reached  Grizzly 
Creek,  some  7000  feet  from  Deer  Cove 
Creek,  at  which  point  the  U.  S.  For- 
est Service  road  will  begin. 

The  U.  S.  Forest  Service  plans  to 


that  of  the  State  and  no  doubt  will 
be  able  to  open  its  road  from  Deer 
Cove  Creek  to  Copper  Creek  and  in- 
vite the  touring  public  into  the  Cedar 
Grove  and  Copper  Creek  country  at 


way    to    Deer    Cove    Creek    is    made 
available  for  public  ti-afSc. 

The  State  will  complete  actual  con- 
struction on  its  portion  of  the  high- 
wav  before  November,  1939. 


Important  Condemnation  Decision 

By  CLARENCE  W.  MORRIS,  Assistant  Chief,  Division  of  Contracts  and  Risks  of  Way 


A  RECENT  decision  of  the  ap- 
pellate court  of  this  State 
ruled  for  the  first  time  upon  a 
question  of  vital  importance  to  all 
governmental  agencies  engaged  in 
building  roads  and  highways  over  and 
upon  lands  acquired  by  railroad  com- 
panies through  grants  from  Congress. 
The  decision  arose  in  the  case  of 
People  of  the  State  of  California, 
acting  by  and  through  the  Depart- 
ment of  Public  Woi'ks,  versus  Tulare 
Packing  Company  et  al.,  as  to  defend- 
ant Southern  Pacific  Railroad  Com- 
pany (reported  in  Vol.  93,  C.  A.  D., 
page  217).  Among  other  things  it 
was  held  that  the  railroad  company, 
where  it  has  merely  a  ' '  right  of  way ' ' 
over  a  portion  of  the  lauds  sought  to 
be  condemned,  has  onlv  an  inalienable 


(nontransferable)  title  thereto,  and 
is  entitled  only  to  compensation  for 
the  damage  which  the  use  of  the  prop- 
erty taken  by  the  Division  of  High- 
ways would  cause  to  the  right  of  use 
of  the  railroad  company. 

OWNERSHIP  DISPUTED 

This  action  in  condemnation  was 
brought  against  tlie  Southern  Pacific 
Company  to  condemn  a  right  of  way 
for  a  new  State  highway  across  lands 
owned  by  the  Southern  Paeifie  Com- 
pan.y  lying  within  the  city  limits  of 
Tulare.  At  certain  places  where  the 
new  highway  was  located,  the  owner- 
ship of  the  land  was  claimed  by  the 
Southern   Pacific   Company. 

The  Southern  Pacific  Company  ac- 
quired  this   land   as   "Congressional 


grant  land"  under  Sees.  2  and  3  of 
an  Act  of  Congress  approved  July 
27,  1866  (14  U.  S.  Stats.  292).  Sub- 
stantially all  of  the  congressional 
grants  have  two  important  sections 
therein,  one  of  which  (Sec.  2)  grants 
to  the  railroad  company,  in  considera- 
tion of  its  constructing  and  maintain- 
ing a  railroad,  an  easement  for  right 
of  way  and  for  station  grounds,  etc., 
the  same  being  a  certain  specified  num- 
ber of  feet  in  width ;  while  the  other 
section  (Sec.  3)  grants  to  the  railroad 
company  in  fee,  as  a  bonus,  a  certain 
number  of  alternate  odd  numbered 
sections  extending  out  a  specified 
number  of  miles  on  each  side  of  the 
railroad  right  of  way. 

The  subject  case  involved  an  inter- 
pretation of  Sees.  2  and  3  of  a  con- 


( Continued  on  page   20) 


California  Highways  and  Public  Works  (juiyi93s) 


[Seven] 


Porterville  Opens  New  Highway 


By  C.  F.  WAITE,  District  Office  Ensineer 


AN  IMPORTANT  major  link  in 
the  Orange  Belt  Highway,  State 
-Sign  Route  65,  that  ultimately 
will  extend  from  Bakersfield  north  to 
Sequoia  and  General  Grant  National 
parks,  through  the  east  side  of  Tulare 
county,  the  new  mile-long  highway 
constituting  a  broad  northern  en- 
trance into  the  City  of  Porterville 
was  officially  dedicated  on  June  16th. 

Officials  of  the  State  and  of  Tulare 
and  Kern  joined  with  civic  leaders 
and  citizens  of  these  two  counties  in 
a  celebration  that  hailed  completion 
of  another  section  of  the  Orange  Belt 
Highway,  an  undertaking  into  which 
the  communities  of  eastern  Tulare 
have  put  ten  years  of  effort. 

The  Porterville  link  will  be  an  in- 
tegral part  of  an  agricultural  and 
recreational  route  on  which  the  road- 
way between  Strathmore  and  Lindsaj' 
already  has  been  standardized. 

Following  a  luncheon  tendered  to 
400      representatives      of      highway 


[Eight] 


minded  groups  by  the  Porterville 
Women's  Club  and  official  opening  of 
the  new  construction  by  Director  of 
Public  Works  Earl  Lee  Kelly,  repre- 
senting Governor  Frank  F.  Merriam, 
a  meeting  was  held  at  which  officials 
of  the  State  Department  of  Public 
Works,  the  California  Highway  Com- 
mission and  of  Tulare  and  Kern 
counties  discussed  plans  for  the 
future  development  of  the  Orange 
Belt  Highway. 

At  this  conference  it  was  the  con- 
census that  the  building  of  the  re- 
maining portion  of  the  east  side  high- 
way will  have  to  be  plaeed  on  a 
two-biennium  basis ;  that  tlie  section 
between  Bakersfield  and  Porterville 
will  have  to  be  constructed  in  sections 
over  a  four  years  period  and  linked 
into  one  direct  route  from  Bakersfield 
north  to  Ducor,  Terra  Bella  and 
Porterville  where  it  will  join  the 
Porterville  stretch  and  go  on  to 
Strathmore,     Lindsay.     Exeter     and 


Woodlake  and  points  to  the  north] 
Director  Kelly  announced  that 
reconnaissance  survey  of  the  projeet'l 
will  be  undertaken  as  soon  as  possible 
by  the  Division  of  Highways  and  said 
that  Kern  County,  making  use  of 
available  Federal  and  State  funds, 
would  be  prepared  to  build  ten  miles 
of  the  southern  portion  of  the  high 
wa.y  on  whatever  line  is  approved  by 
the  engineers  of  the  Division  of  High 
ways.  Kern  County  officials  promised 
whole-hearted  cooperation. 

The  Porterville  reconstruction 
which  is  0.86  of  a  mile  in  length,  be- 
tween Morton  Street  and  Mulberry 
Street,  lies  partly  within  the  city  of 
Porterville,  0.65  mile,  and  partly 
without,  0.21  mile,  and  provides  an 
excellent  entrance  to  the  city  from 
the  north.  Two  curves  of  long  radius 
are  substituted  for  three  on  the  old 
alignment,  one  of  which  is  a  right 
angle  turn,  and  another  a  turn  of  al- 
most a  right  angle. 


(July  19}  g 


)  California  Hightvays  and  Public  Works 


Two  thousand  feet  of  the  southerly 
end  of  the  project  within  the  city  was 
graded  full  width  of  the  right  of  way, 
while  the  balance  of  the  project  is 
graded  to  a  36-foot  width  between 
shoulders.  Soil  conditions  were  ad- 
verse on  the  greater  part  of  the 
project,  and  imported  borrow  and 
imported  surfacing  material  were 
lirought-  in  for  the  top  layers.  The 
pavement  is  plant  mix  surfacing  on 
crusher  run  base  22  feet  in  width. 
The  .shoulders  were  given  a  road  mix 
surface  treatment  full  width. 

Bids  were  opened  on  March  16, 
1938,  and  the  date  of  completion  as 
set  by  the  contract  was  August  1, 
1938.  N.  M.  Ball  Sons,  of  Berkeley. 
Avere  the  successful  bidders.  The  work 
has  been  very  efficiently  and  success- 
fully prosecuted  to  the  end  that  the 
project  was  completed  some  45  days 
ahead  of  schedule. 

The  cost  of  this  improvement  is 
$-11,296. 

Irving  T.  Ball  was  superintendent 
for  the  contractor,  while  C.  F.  Oli- 
phant  was  Resident  Engineer  for  the 
State. 

Speaking  at  the  luncheon  and  at 
the  dedication  ceremony.  Director 
Kelly,  aware  of  the  importance  to 
Tulare  County  of  the  Central  Valley 
Water   Project,    said   that  this   huge 


WITH  state  officials  and  civic 
leaders  guests  of  honor,  Por- 
terville  dedicates  to  public 
use  the  new,  mile-long  highway 
connection  that  gives  the  commun- 
ity a  wide  northern  gateway  to 
motor  traffic,  and  constitutes  one  of 
the  major  links  in  the  eastside  short 
route  from  Bakersfield  and  the 
south  to  the  Sierra  Playgrounds  of 
Sequoia  National  Forest,  Sequoia 
National  Park  and  General  Grant 
National    Park. 

Planned  and  worked  for  for  years 
by  communities  of  the  east  side  of 
Tulare  county,  from  Ducor  on  the 
south  to  Woodlake  on  the  north, 
the  short  route  some  day  will  pro- 
vide a  direct  passage  way  for  the 
varied  agricultural  products  of  an 
immense  area,  to  the  great  cities  of 
the  southern  part  of  the  state,  and 
a  tourist  route  that  will  draw  thou- 
sands from  those  same  cities  to 
summer  and  winter  vacation  areas 
of   the    Sierra. — PorlerriUe    J^erordcr. 


water  conservation  undertaking  and 
the  building  of  highways  in  Tulare 
and  Kern  counties  are  closely  allied. 
He  pointed  out  that  when  the  Central 
Valley  Project  is  completed,  the  new 
highways  constructed  in  Tulare  last 
year,  this  year,  and  to  be  built  in  the 
future  will  directly  serve  the  in- 
creased motor  vehicle  traffic  through 
this  wealthy  agricultural  region. 


Rejjresenting  the  California  High- 
way Commission,  of  which  he  is  chair- 
man, H.  R.  Judah  of  Santa  Cruz 
spoke  briefly  at  the  luncheon  and  also 
at  the  dedication. 

'  •  The  State  Highway  System, ' '  Mr. 
Judah  said,  "is  one  of  the  best,  if 
not  the  best,  investment  the  people 
of  California  ever  have  made.  It  was 
built  largely  with  gasoline  tax  funds, 
as  was  this  project  of  yours.  The  gas 
tax  is  not  a  tax ;  it  is  an  investment. " 

Emmett  R.  Berry  acted  as  chair- 
man of  the  luncheon  meeting  and 
Assemblj'man  Ford  A.  Chatters  of 
Lindsay  was  master  of  ceremonies. 
Short  talks  were  made  by  Harry  A. 
Hopkins,  Assistant  Director  of  Pub- 
lic Works;  R.  M.  Gillis,  Construction 
Engineer;  E.  T.  Scott,  District  Engi- 
neer; W.  R.  Woollomes,  Chairman 
Kern  County  Board  of  Supervisors ; 
Highway  Commissioner  William  T. 
Hart  of  Carlsbad;  Carl  E.  McStay, 
Automobile  Club  of  Southern  Cali- 
fornia, and  others. 

Director  Kelly  and  other  speakei's 
paid  high  compliments  to  State 
Senator  Prank  W.  Mixter  of  Exeter 
and  State  Senator  J.  I.  Wagy  of 
Bakersfield,  who  were  at  the  speakers' 
table,  for  the  years  of  cooperation 
they  have  given  to  the  Central  Val- 
ley Project  and  the  highway  program. 


(Continued  on  page  25) 

Director  of  Public  Works,  Earl  Lee  Kelly,  officially  opens  new  Porterville  Highway.  Front  row,  left  to  right — J.  G.  Brown,  Piano: 
ssistant  Director  of  Public  Works  Harry  A.  Hopkins;  H.  R.  Judah,  Chairman,  California  Highway  Commission;  Miss  Joan  Berry; 
irector  Kelly;  Miss  Betty  Jones;  Highway  Commissioner,  Wm.  T.  Hart;  F.  M.  Pfrimmer,  Porterville  City  Manager.  Rear  row,  left 
right — W.  R.  Woollomes,  Chairman,  Kern  Board  of  Supervisors;  C.  B.  Allumbaugh;  R.  M.  Gillis,  Construction  Engineer,  Division 
'  Highways;  J.  R.  Fauver,  Exeter;  E.  T.  Scott,  District  Engineer;  Senator  Frank  W.  Mixter;  Reverend  J.  A.  Milligan;  Senator  J.  I. 
'agy,  Bakersfield. 


'^^f^ 


I  ¥^  j   my 

Jr  -  ^    '"^        i  ' 


h 


View  of   new   Webber  Creek   Bridge  on    recently  completed    highway  between   El   Dorado  and   Clark's  Corners,  near  Placerville. 

Pioneer  Road  Unit  Modernized 

Several  hundred  persons  who  witnessed  the  official  ceremonies  attending  the  dedication  of  the  new  stretch  of  highway  on 
U.  S.  50  south  of  Placerville  in  El  Dorado  County  saw  something  novel  in  the  way  of  ribbon-cutting  when  Henry  Barton,  famous' 
pioneer  stage  driver,  drove  an  ancient  stage  coach  through  a  ribbon  barrier  stretched  across  the  recently  completed  Webber  Creek 
highway  bridge  on  the  reconstructed  route  and  Harry  A.  Hopkins,  Assistant  State  Director  of  Public  Works,  whose  father  freighted 
bullion  from  Virginia  City  to  Sacramento  in  the  70's,  riding  on'  the  antique  vehicle,  reached  down  and  snipped  the  silken  strand 
with  a  pair  of  scissors,  thereby  formally  opening  the  new  highway.  Mr.  Hopkins  represented  Governor  Frank  F.  Merriam  and  Earl 
Lee   Kelly,  Director  of  the  Department  of   Public  Works. 

By  HARRY  A.  HOPKINS,  Assistant  Director  of  Public  Works 


To  AN  accompaniment  of  can- 
nonading in  the  skies  and  a 
lavisli  aerial  electrical  display 
staged  by  Nature,  the  newly-aligned 
.section  of  U.  S.  Highway  50  between 
El  Dorado  and  Placerville,  washed 
spick  and  span  and  christened  bj'  a 
summer  rain,  was  dedicated  to  pub- 
lic service  on  Sundav  morning,  June 
19. 

The  thunder  and  lightning  and  the 
ensuing  downpour  failed  to  dampen 
the  enthusiasm  of  several  hundred 
citizens  of  El  Dorado  County  and 
visitors  who  participated  in  the  road- 
opening  celebration.  As  a  matter  of 
fact,  the  brief  and  unexpected  storm 
added  a  rather  enjoyable  interlude 
to  the  dedicatorv  ceremonies. 


Opening  of  the  new  highway  was 
celebrated  exactly  eighty  years  to  the 
day  after  the  first  mail  coach  rumbled 
into  Placerville,  then  Hangtown,  from 
Sacramento. 

Completion  of  this  project  marks 
another  step  in  the  improvement  of 
the  road  between  Sacramento  and 
Lake  Tahoe,  via  Placerville.  The 
growing  popularity  of  the  Tahoe  re- 
sorts and  the  American  River  recrea- 
tional area  is  increasing  the  use  of 
this  road  and  it  is  anticipated  that 
as  soon  as  money  becomes  available 
other  units  will  be  improved  \nitil  the 
entire  route  has  been  brought  up  to 
modern  standards  of  alignment  and 
grade. 

In  the  aold   nisli   davs  this  route. 


with  its  stagecoaches  and  pony  ex- 
press riders,  was  among  the  most 
colorful  and  romantic  on  earth. 

Following  an  inspection  of  the  proj- 
ect, a  group  of  official  guests  was 
entertained  at  luncheon  at  the  Hotel 
Raffles  in  Placerville.  Informal  talks 
were  made  by  Henry  S.  Lyon,  dis- 
trict attorney  of  El  Dorado ;  Fred  C. 
Tatton  of  the  California  State  Cham- 
ber of  Commerce  ;  William  Breedlove, 
chairman  of  the  El  Dorado  board  of 
supervisors ;  Mayor  George  Faugsted, 
Mayor  of  Placerville,  and  others. 

Representing  the  city  of  Sacra- 
mento at  the  dedication  ceremonies 
were  City  Manager  James  S.  Dean 
and  Edwin   R.  Pickett,   president  of 

(Continued  on  page  16) 


I  Ten] 


(July  i9}s)  California  Hightvays  and  Public  Works 


This    highway    crossing    Webber    Creek    replaces    old,    crooked    alignment    on    U.    S.    50    southwest    of    Placerville. 


California  Highways  and  Public  Works  (juiy  isys) 


[Elevenl 


son  STABILIZATION 

By  THOMAS  E.  STANTON,  Jr.,  Materials  and  Research  Engineer 

The  following'  article  is  the  second  part  of  a  paper  prepared  and  presented  at  a  recent  meeting  of  the  County 
Engineers  Association  of  California  recently  held  in  San  Diego.  The  first  part  appeared  in  the  June  issue  of  this 
magazine. 


A  SUBJECT  by  no  means  new  but 
of  recent  years  all  dolled  out 
'-ill  new  clothes  is  the  subject  of 
"soil  stabilization"  as  now  generally 
understood  and  which  covers  the  en- 
tire field  from  consolidation  of  clay 
and  adobe  soils  at  optimum  moisture 
witliout  admixtures  to  the  latest  de- 
velopments in  emulsified  asphalt  and 
Portland  cement  soil  mixtures. 

Soil  stabilization  as  defined  by  C. 
A.  Ilogentogler  of  the  U.  S.  Bureau 
of  Public  Roads  is — 

"The  process  of  giviufj'  natural 
soils  enough  abrasive  resistance 
and  shear  strength  to  accommo- 
date traffic  or  loads  under  preva- 
lent weather  conditions  without 
detrimental  deformation.  The 
essential  consideration  in  stabi- 
lization is  to  provide  the  com- 
bination of  internal  friction 
and  cohesion  required  to  fur- 
nish the  soil  with  hig:h  shearing- 
strength.  It  is  well  known  that 
the  denser  the  soil  the  greater 
is  its  stability.  The  methods 
employed  include  the  use  of 
admixtures,  compaction  and 
densification  by  specific  techni- 
cal theory  and  laboratory  con- 
trol. Optimum  water  content 
is  fundamental  with  gradation. 
Admixtures  may  be  soil  mate- 
rials, deliquescent  chemical, 
solutions  of  electrolytes,  soluble 
cementitious  chemical,  primers 
and  neutralizers  and  insoluble 
binders." 

GENERAL    METHODS 

The  essential  features  of  stabiliza- 
tion include  prevention  of  clay,  silt 
and  loamy  soils  becoming  detri- 
mentally wet,  incorporation  of 
granular  materials  in  clay  soils,  fur- 
nishing granular  soils  with  cohesive 
binder,  or  a  combination  of  one  or 
more  of  these. 

General   methods   for   accomplisli- 


ing  stabilization  may  be  euiunerated 
as  follows: 

1.  Selection  of  natural  soils 
with  granular  materials  and 
binder  which  furnishes  high 
stability. 

2.  Adding  soil  binder  to  granu- 
lar materials  or  adding  gran- 
ular material  to  clays. 

3.  Treating  graded  soils  with 
deliquescent  materials  such  as 
calcium  or  sodium  chloride. 

4.  Waterproofing  soils  with  bi- 
tuminous materials. 

o.  Cement-soils  mixtures. 

6.  Densification  of  natural  soils 
by  special  manipulation  in 
combination  with  adiiiixturi's 
of  physical  or  chemical  mate- 
rials other  than  soil  to  elimi- 
nate permanently  those  col- 
loidal and  clay  properties 
productive  of  volume  change. 

IN  NEW  FIELD 

The  term  stabilization  as  applied 
to  items  1  to  5  is  simply  the  appli- 
cation of  a  new  term  to  metliods  and 
processes  extending  back  several 
generations  at  least.  It  has  been 
standard  road  construction  proce- 
dure to  bind  granular  materials 
with  clay ;  dilute  clays  with  granular 
materials ;  treat  soils  with  diliques- 
cent  salts  to  eliminate  dust;  and 
waterproof  and  bind  granular  soils 
with  bituminous  materials  and  Port- 
land cement. 

As  applied  to  the  .stabilization  of 
adobe  and  clay  soils  with  materials, 
other  than  soils,  to  permanently 
eliminate  those  properties  produc- 
tive of  volume  change  we  get  into 
a  new  field ;  a  field  in  which  con- 
siderable progress  has  been  made 
in  recent  years.  It  is  experience  in 
this  last  field  which  will  be  dis- 
cussed more  at  length  in  this  paper. 

According  to  McKesson  and  Frick- 
stad    in    a    report    of    a    cooperative 


investigation  of  intermediate  road 
types,  1927,  the  use  of  crude  asphal- 
tic  base  oil  and  light  residuum  for 
the  preservation  of  road  surfaces 
was  begun  in  the  western  part  of  the 
United  States  forty  years  ago.  One 
of  the  earliest  detailed  reports  of 
oiled  road  construction  in  California, 
prepared  by  James  W.  Abbot,  ap- 
peared in  the  U.  S.  Department  of 
Agriculture  Year  Book  of  1902.  Mr. 
Abbott  described  the  construction  of 
six  miles  of  road  in  Los  Angeles 
County  in  1898  where  oil  was  used  to 
lay  the  dust.  Only  four  years  later 
750  miles  of  county  roads  and  city 
streets  had  been  oiled  in  25  counties 
in  California. 

Neglect  of  maintenance  and,  in 
many  cases,  unsuitable  soils  were 
the  cause  of  failure  of  much  of  this 
early  oil  road  construction.  The 
surfaces  were  presently  a  mass  of 
chuck  holes  and  corrugations  and 
the  roads  were  rougher  riding  than 
if  no  oiling  at  all  had  been  done. 

LIGHT  OIL  TREATMENTS 

As  a  result  light  oil  road  construc- 
tion received  a  black  eye  in  Cali- 
fornia and  it  was  not  until  twenty 
years  later  that  the  West  began  to 
give  serious  and  systematic  attention 
to  this  inexpensive  t.ype  of  road  sur- 
facing. Oregon  had  considerable 
success  with  surface  treatments  in 
1923  and  in  1924  and  1925  Califor- 
nia followed  suit. 

The  light  oil  treatments  evolved 
in  Oregon  and  California  were  of 
two  types,  the  surface  treatments 
method,  and  the  surface  mixing 
method.  The  early  Oregon  work 
was  confined  to  the  surface  treat- 
ment method,  whereas  in  California 
both  methods  were  used,  the  mixing 
method  gradually  acquiring  favor 
over  the  surface  treatment  method. 

The  treatment  of  metaled  roads 
by   the  surface  mixing  process  was 


ITwelve] 


(July  193  s)  California  Hightvays  and  Public  Works 


SAMPLE"! 

Clayey    ^01/    from  Dist    \/-  Mon.-/0-3   (  M  u  s  t  ang    Grade) 
3  h  ow  /n<j    -5  we,  I  I  in    Z4-  h  on  r^ 


A 
U  nrreated 


10%  ■5C-2. 

=   .700"  5,.cll-ii^r..-   l.dS 


D 

15%  5C-Z  10%  Emulsion 

5y.^il-iiKr^-  .523"        5,.,:il-Hhr^-  .177"  5^ill-i^hr^  '  .067" 

i  «e//  -Solap-  .liT'  5.dl-S  dcp  '  .035" 


merely  a  modification  of  the  methods 
used  extensively  on  natural  soil  over 
an  extended  period  in  Stanislaus 
County,  California,  and  other  coun- 
ties of  the  State.  No  new  principles 
were  introduced  but  there  was  a 
change  in  construction  details.  Wis- 
consin began  using  the  method  in 
1923,  Nevada  and  Wyoming  experi- 
mentallj'  in  1925  and  California  in 
1926. 

The  first  oil  mix  road  on  the  State 
Highway  System  in  California  was 


constructed  in  San  Bernardino 
County  between  Victorville  and 
Barstow  in  1926  under  the  direction 
of  E.  Q.  Sullivan,  District  Engineer. 
The  roadbed  material  was  of  ex- 
cellent quality  for  this  type  of  con- 
struction and  considerable  success 
attended  the  work,  which  is  still  in 
fairly  good  shape  after  twelve  years 
of  service. 

The  success  of  the  Victorville- 
Barstow  project  encouraged  an  ex- 
tensive program  of  this  type  of  con- 


sti'uction  and  approximately  three 
thousand  miles  of  similar  construc- 
tion have  been  built  on  the  Califor- 
nia State  Highway  system  since  that 
date. 

In  1929,  however,  a  section  con- 
structed that  year  easterly  from 
Yermo,  San  Bernardino  County,  de- 
veloped distress  under  traffic  in  a 
short  time  after  construction.  The 
Materials  and  Research  Department 
undertook  to  determine  the  cause  of 
the  trouble  and  F.  N.  Hveem  of  the 


5  AMPLE"  I. 


B/eriU  of    SOX  Adobe,    and   SO  %   ^and    from    Diaf.  V  /  h  V^nrCani.  Hobp. 


,-^ 

5 

■0 

<*■ 

•0 

-. 

o 

10 

•M^i 

f 

°. 

Q 

A 

Untreated 


5.3  7.  v5C-Z 

^ncll-lf-hn  '  .134-" 


S  %  E muliion 
^^^ll-iih,^  -.045' 


D 

Q  %  Emitliion 


10%  Emuhion 


California  Highways  and  Public  Works  (juiyisis) 


[Thirteen] 


department  was  assigned  to  the 
study.  Hveem  quickly  determined 
that  the  local  aggregate  reacted  en- 
tirely different  in  the  presence  of 
oil  and  water  than  did  the  aggre- 
gate on  the  Vietorville  project.  It 
was  subsequently  learned  that  the 
Yermo  material  had  about  every- 
thing wrong  with  it  that  could  be 
wrong  with  a  material  of  this  type. 

LESSONS  LEARXED 

First  it  was  found  tliat  even 
though  in  the  desert,  the  coarse 
particles  contained  sufficient  mois- 
ture so  that  in  the  surface  area 
determination  on  which  the  proper 
oil  content  is  based,  the  tine  dust 
particles  clinging  to  the  coarser  par- 
ticles, were  not  readily  screened 
through  the  200-mesh  screen  with 
the  result  that  not  enough  oil  was 
being  used.  A  mixture  which  at 
tirst  appeared  rich,  quickly  dried  up 
and  become  dead  as  the  oil  slowly 
jienetrated  the  film  of  fine  particles 
and  was  absorbed  by  the  rather  po- 
rous coarser  aggregate. 

The  aggregate  had  a  greater  affin- 
ity for  water  than  for  oil  thereby 
resulting  in  early  failure  due  to 
raveling  or  rutting  under  traffic. 
There  was  likewise  a  high  swell  of 
the  mixture  in  the  presence  of  water, 
another  manifestation  of  the  greater 
affinity  of  the  aggregate  for  water 
tlian  for  oil. 

From  this  and  similar  experiences 
was  developed  the  clause  in  our 
specifieations  covering  the  wash  test 
for  determining  percentage  of  fines 
and  the  water  asphalt  preferential 
test  for  determining  the  character- 
istics of  the  fine  aggregate. 

ARIZONA  EXPERIMENTS 

About  the  same  time,  Arizona  was 
experiencing  similar  difficulties  witli 
caliche  and  other  typical  Arizona 
soils.  Several  test  methods  were  de- 
vised to  detect  the  susceptibility  of 
oil  roads  to  moisture  conditions. 
The  methods  now  in  use  in  the  labo- 
ratory of  the  California  Division  of 
Highwa.ys  are  modifications  of  meth- 
ods originally  adopted  by  the  Ari- 
zona State  Highway  Department 
under  the  direction  of  J.  W.  Powers, 
Materials  Engineer. 

There  are  two  tests  for  the  pui-- 
pose.  The  first,  the  water  asphalt 
preferential  test  is  made  on  a  sample 
of  dust  passing  a  200-mesh  sieve 
and  determines  the  water-resisting 
properties  of  the  filler  used  in  the 
mixture.     The  second,  the  swell  test 


SHOWING  COMPARATIVE  SWELL  OF  TREATED  AND  UNTREATED 
SOILS  OF  VARIOUS  TYPES 


S^OII, 

SWELL 

REMARKS 

Spec- 

No.     imeii 

Treatment 

24  his. 

2  day 

^     3  days 

4  days 

5  days 

A 

Uutr. 

.700" 

Compacted  with  10% 
Moisture 

B 

10%  SC2 

1.250" 

Clayey   material    from 

1.         C 

15%  SC2 

.520" 

Dist.  V-Mou-10-B 
(Mustang  Grade) 

D 

10%  Emuls 

.177" 

.203" 

.217 

.222 

.227 

E 

15%  Eiuuls 

.067" 

.083" 

.(»0 

.093 

.095 

Equivalent  to  A-7 
Soil      in      USBPR 

F 

10%  Cmt 

.008" 

.008 

.009 

.0<19 

.009 

Class 

A 

Untr. 

.250" 

Compacted  with  7% 
Moisture 

B 

8..3%  SC2 

.134" 

Material  consists  of  a 
blend  of  50%  adobe 

2.          C 

5%  Emuls 

.045" 

.055 

.060 

.062 

.064 

and  50%  Sand  from 
Dist-VII-Ven.      Co. 

D 

S%  Emuls 

.016" 

.024 

.029 

.031 

.033 

E 

in%  Emuls 

.004" 

.004 

.004 

.004 

.004 

Caniarillo  Hospital. 
Equivalent     to     A-6 

F 

5%  Cmt 

.003" 

.003 

.003 

.003 

.003 

Soil 

A 

4.9%  SC2 

.003" 

Sandy  Material.  Dist. 
V  II  I  -  Riv  -  26  -  A. 
Eqiiiv.    A-3    Soil. 

*  Standard   swell   test   for  Bituminous   Mixtures. 
Div.  of  Highways. 


Materials    &    Research    Dept.,    Cal. 


is  more  conclusive  as  it  is  made  on 
a  compacted  specimen  of  oil  mixed 
aggregate  representing  typical  pro- 
portions of  oil  or  asphalt  as  well  as 
the  grading  used  in  actual  construc- 
tion. 

PROBLEM   OF   AGGREGATES 

Experience  has  shown  that  if  filler 
dust,  which  has  a  greater  affinity 
for  water  than  for  oil,  or  aggregate, 
which  has  a  high  swell  when  mixed 
with  oil  and  subjected  to  the  swell 
test,  is  used  in  oil  road  construction 
trouble  may  be  anticipated  and, 
therefore,  our  specifications  are  so 
written  as  to  eliminate  unsuitable 
material  of  this  type. 

In  view  of  the  fact  tliat  much  of 
tlie  local  soil  in  California  fails  to 
jiass  the  water  asphalt  preferential 
and  swell  tests  and  has  been  found 
unsuited  for  mixing  asphaltic  oil  as 
evidenced  by  failure  in  service,  the 
use  (if  such  local  materials  with  oil 
has  been   eliminated   with   resultant 


higher  cost  for  importing  suitable 
aggregate. 

This  situation  has  been  the  occa- 
sion of  intense  studies  both  locally 
and  nationally  to  develop  some  meth- 
ods of  treating  these  adverse  soils 
so  as  to  eiminate  absorption  of  mois- 
ture through  capillarity  and  conse- 
quent swell  and  disruption. 

Two  methods  have  been  developed 
which  give  considerable  promise 
])rovided  thej-  are  found  economical 
of  application  on  specific  projects. 

EMULSIFIED  ASPHALT  ST.VBILIZATION 

The  first  method  to  attain  prom- 
inence in  this  field  was  that  of  stabi- 
lization with  emulsified  asphalt. 

According  to  the  theory  of  C.  L. 
IMcKessen : 

"Stabilization  with  emulsified 
asphalt  has  three  definite 
objectives : 
1.  Waterproofing  the  individual 
soil  particles  and  thereby  ren- 
dering the  base  liighlv  resist- 


r  Fourteen] 


(July  i9}s)  California  Highways  and  Public  Works 


ant  to  water  wliioli  would 
otherwise  be  absorbed  by  cap- 
illarity. 

2.  Forming  on  the  soil  particles 
an  absorbed  film  of  hard 
asphalt,  of  almost  infinitesi- 
mal thielcness  to  give  high 
frictional  resistance. 

R.  Obtaining  supporting 
strength  on  the  finished  pave- 
ment slab  by  preserving  the 
naturally  high  cementitious 
(dry)  strength  of  clay  when 
the  pavement  is  subjected  to 
long  continued  exposure  to 
water." 

That  there  is  considerable  merit 
in  the  use  of  emulsified  asphalt  for 
stabilization  of  many  soils  there  can 
be  no  doubt  judging  by  laboratory 
tests  and  the  service  of  several  ex- 
perimental projects  constructed  by 
the  Division  of  Highways. 

Too  short  a  time  has  elapsed,  how- 
ever, to  determine  the  period  of 
years  over  which  this  method  of 
treatment  will  be  efi'ective  and  some 
soils  have  been  definitely  determined 
as  being  unsuitable  for  such  treat- 
ment. 

The  economy  of  the  process  must 
be  studied  separately  for  each  proj- 
ect and  comparison  should  be  made 
Avith  the  cost  of  importing  selected 
material  with  low  swell  and  high 
bearing  value  which  can  be  satisfac- 
torily mixed  with  the  cheaper  road 
oils  or  cutbacks. 

CEMENT  SOIL  STABILIZATION 

A  second  method  of  stabilization 
which  has  attained  considerable  at- 
tention of  late  is  the  Portland 
cement-soil  mix  type  of  construction. 

Here  as  in  the  case  of  emidsified 
asphalt,  there  is  no  doubt  but  that 
capillarity  and  swell  of  many,  if  not 
most,  adverse  soils  can  be  destroyed 
by  admixing  Portland  cement  and 
then  properly  consolidating  the  mix- 
ture with  the  optimum  percentage 
of  moisture  for  the  densest  compac- 
tion. 

Several  experimental  projects  of 
this  type  have  recently  been  com- 
pleted or  are  to  be  constructed  on 
the  California  Highway  system. 

The  results  to  date  have  been  quite 
satisfactory,  although  here  again,  as 
in  the  case  of  emulsified  asphalt,  the 
economic  factor  is  an  important  one. 
Neither  one  of  these  methods  of  con- 
struction have  yet  been  able  to  com- 
pete in  cost  with  oil  mix  construction 
where  local  soil   or  aggregate  suit- 


PARTICLE  SIZE  CURVED 

I  - SHAIEY  CLAY-  MONTERey  CO- 
II-CLAY  ADOSe    WTTM  SOX    SAND 

m-stLCCTED  KiTi- ccMenrtD  sand 


Is 


'1                  — *"                           1    '  •"*•    *'»^'"*'     T    *-<-*'i'''J*  -«•"-«-' -T"               ty-n-ti- 4-i. 

Samplz  th.  T~s 

1 
1 

1 
1 

1 

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-■ 

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PARTICLE 


fee  sae    icot 

SIZE  -  MICRONS 


SVOO     tOfOO 


able  for  oil  mixing  is  to  be  found  in 
the  finished  subgrade  under  normal 
construction  operations  or  on  a  short 
haul. 

It  is  where  the  haul  and  purchase 
price  of  imported  selected  material 
is  high  that  there  may  be  a  real  field 
for  the  emulsified  asphalt  or  eement- 


niix  type  of  stabilization  and  experi- 
ence may  even  ultimately  determine 
that  the  greater  serviceable  life  and 
traffic  carrying  ability  or  stabilized 
mixes  of  these  types  justify  their  use 
even  in  locations  where  the  cost  is 
greater  than  that  of  a  first  class  oil 
or  cutback  mix  job. 


Bay  Bridge  Revenues  Decrease 

TRUCK  traffic  over  the  Sau  Francisco-Oaklaud  Bay  Bridge  i.s  continuins  to  iucrease. 
according  to  a  traffic  reix>rt  for  June  filed  by  State  Highway  Engineer  C.  H.  PurceU 
with  State  Director  of  Public  Works  Earl  Lee  Kelly.  However,  revenues  showed  a 
drop  of  approximately  $8,700  last  month  compared  to  May.  A  total  of  .$369,596.20  was 
collected  in  June  compared  to  .$378,289.70  in  the  previous  month. 

Despite  a  one-day  .shorter  month,  the  number  of  trucks  .showed  a  gain  of  306-1  in  June 
over  May,  with  totals  for  the  two  months  35,530  and  32.46<5  tracks  respectively.  Truck 
trailers  also  increased  from  1452  in  May  to  1588  in  June.  Number  of  freight  pounds  carried 
over  the  bridge  reached  an  all-time  high  with  92,797,000  pounds  transported,  bringing  the  total 
to  date  to  1,176,231.909  pounds.  Tolls  and  freight  rates  were  lowered  on  May  first  from 
75(f  per  truck  to  60i#  and  from  3(j'  per  one  hundred  to  2^. 

Average  vehicles  per  day  also  showed  an  increase,  although  the  total  number  of 
vehicles  fell  below  the  May  figure  due  to  a  shorter  month  in  .June.  Last  month's  average 
was  23,806  as  compared  with  the  previous  montli's  figure  of  23,583.  Total  number  of 
vehicles  was  714.173  for  June  and  731,079  for  May.  June  traffic  brought  the  total  number 
of  vehicles  crossing  the  bridge  since  its  opening  November  12,  1936,  to  14,511,504. 

f'omparativp  figures  follow: 

Total 
Total  Total  Since 

May  June  Opening 

Passenger    automobiles    665,863  641,653  13,522,690 

Auto  trailers    1.082  1.378  22,622 

Motorcycles    2,765  2,736  49,562 

Tricars   1.137  1,102  15.122 

Buses    11.369  11,273  167,133 

Trucks    32,466  35,530  488.951 

Truck   trailers 1.452  1.588  29,633 

Total    vehicles 731,079  714.173  14.511,504 

Extra    passengers   206,252  204,247  3.308,017 

Freight    lbs.    18,014,417  92,797,000  1,176.231,909 


California  Hightvays  and  Public  Works  (juiy  19} s) 


[Fifteen] 


Pioneer  Road 
Unit  Modernized 

(Continued   from  page   10) 

the  Sacramento  Chamber  of  Com- 
merce. 

As  was  mentioned  in  a  previous 
article  in  the  December,  1937,  issue 
of  tliis  magazine,  this  new  construc- 
tion is  approximately  4.3  miles  in 
length,  about  1.9  miles  shorter  than 
the  old  route.  The  new  alignment, 
with  a  minimum  radius  of  curvature 
of  1000  feet,  eliminates  many  sharper 
curves,  some  with  radii  shorter  than 
100  feet. 

The  surfacing  on  the  project  con- 
sists of  plant-mixed  bituminous 
treated  crushed  rock,  22  feet  wide  by 
0.25  of  a  foot  thick,  on  a  crusher  run 
base  23  feet  wide  by  0.4  of  a  foot 
thick.  The  grading  and  surfacing 
cost  approximately  $190,000.  The 
contractor  was  Hemstreet  and  Bell 
and  Mr.  J.  D.  Greene  and  Mr.  H.  F. 
Sherwood  were  the  resident  engineers 
for  the  State. 

The  Webber  Creek  bridge,  over  100 
feet  high  and  322  feet  long,  is  of  the 


Contract  for  75,000 
Barrels  of  Cement 

Bids  were  recently  opened  in 
Washington,  D.  C,  for  75,000 
barrels  of  finely  ground  stand- 
ard Portland  cement  for  Cen- 
tral Valley  Project  construc- 
tion. 

This  is  the  largest  cement 
order  to  date  on  the  Central 
Valley  Project.  The  cement 
will  be  used  for  work  on  the 
Kennett  and  Delta  Divisions, 
with  30,000  barrels  destined  to 
Coram  and  20,000  barrels  to 
Redding,  in  Shasta  County,  and 
13,000  barrels  to  Antioch  and 
12,000  barrels  to  Neroly,  in 
Contra  Costa  County. 


reinforced  concrete  girder  type.  A 
graceful  span,  blending  well  with  the 
surrounding  country,  it  was  built  con- 
currently under  a  separate  contract 
at  a  cost  of  about  $41,000.  The  con- 
tractor was  the  Campbell  Construc- 
tion Company  and  the  resident  engi- 
neer for  the  State  was  Mr.  J.  H. 
Horn. 


Harry  A.  Hopkins,  Assistant  Public  Works  Director,  assisted  by  Ed  Willis,  High- 
way Maintenance  Superintendent,  snips  ribbon  barrier  on  new  Placerville  Highway 
as    Henry   Barton,   pioneer  stage   driver,   drives   ancient   stage   coach   through    it. 


New  Foothill 
Highway  Link 
Is  Dedicated 

By  A.  EVERETT  SMITH 

Assistant  Highway  Engineer 

AMID  a  picturesque  and  histori- 
cal setting  on  June  3,  Governor 
^  Frank  F.  Merriam,  accompanied 
by  Earl  Lee  Kell.y,  Director  of  Public 
Works,  and  Harry  A.  Hopkins,  As- 
sistant Director  of  Public  Works, 
dedicated  the  final  link  of  the  four- 
lane  Foothill  Boulevard  to  the  use  of 
the  traveling  public. 

The  dedication  was  held  beside  the 
Madonna  of  the  Trails  statue  located 
at  the  intersection  of  Euclid  Avenue, 
nationally  famed  for  its  beauty,  and 
the  Foothill  Boulevard  which  carries 
a  large  volume  of  business  and  recre- 
ational traffic  and  is  especially  noted 
as  the  longest  four-lane  highway  in 
California. 

Following  an  address  given  by  Gov- 
ernor Merriam,  who  was  introduced 
by  C.  E.  Grier,  chairman  of  the 
county  board  of  supervisors,  a  short 
talk  was  given  by  Director  Kelly. 
Other  speakers  for  this  occasion  were 
Godfre.y  A.  Andreas,  Assemblyman ; 
Dr.  C.  G.  Houston.  Director  of  Cali- 
fornia Safety  Council ;  Franklin  Low- 
ney.  Executive  Vice  President  of  the 
Safety  Council ;  E.  Q.  Sullivan,  Dis- 
trict Highway  Engineer ;  and  J.  B. 
Gill,  President  of  the  Foothill  Boule- 
vard Association.  Rollin  L.  Leman, 
President  of  the  Upland  Chamber  of 
Commerce,  presided. 

Completing  his  address.  Governor 
Merriam  symbolically  opened  the 
highway  to  a  new  era  of  traffic  when 
he  walked  to  the  center  of  the  boule- 
vard and  clipped  a  ribbon  barrier. 
Thus,  with  years  of  planning  and 
building,  this  route  has  advanced 
from  a  mere  farm  road  to  a  modern, 
four-lane,  divided  highway. 

This  final  link  of  the  four-lane 
Foothill  Boulevard  extends  from  the 
Los  Angeles  County  line  at  Claremont 
easterly  over  Highway  Route  66  to 
San  Bernardino,  a  distance  of  twenty- 
one  miles.  The  contract  covering  this 
improvement  is  in  the  final  stage  of 
construction.  The  work  is  being  done 
by  the  United  Concrete  Pipe  Corpo- 
ration, contractors,  under  the  inspec- 
tion of  J.  M.  Hollister,  resident  engi- 


[  Sixteen] 


(July  19} s)  California  Highways  and  Public  Works 


To  obtain  this  width  of  high\va>', 
the  existing  asphaltic  concrete  pave- 
ment, completed  to  a  thirty-foot  width 
in  1929,  was  by  this  project  widened 
to  a  width  of  forty-six  feet  by  placing 
an  additional  sixteen  foot  width  of 
asphaltic  concrete  pavement.  The 
forty-six  foot  width  of  surface  bears 
two  eastbound  and  two  westbound 
traffic  lanes,  the  two  inside  lanes  be- 
ing separated  by  a  central  dividing 
strip  four  feet  in  width,  in  line  with 
recent  State  highway  practice  in  con- 
structing four-lane,  divided  highways. 
Each  inside  lane  is  eleven  feet  in 
width,  and  each  outside  lane  is  ten 
feet  in  width  bordered  by  an  eight- 
foot  shoulder  of  oiled  road-mix  sur- 
face treatment. 

The  placement  of  the  additional  six- 
teen-foot width  of  pavement  and 
shoulder  construction  necessitated  the 
extension  of  numerous  existing  corru- 
gated metal  pipes,  reinforced  concrete 
box  culverts,  and  reinforced  concrete 
bridges. 

Greatest  care  was  used  in  the  de- 
sign to  avoid  cutting  down  trees. 
Three  hundred  palm  trees  were  re- 
moved and  replanted  where  they 
were  too  close  for  safety.  Pavement 
widening  was  designed  for  place- 
ment on  alternate  sides  of  the  exist- 
ing pavement  in  such  manner  as  to 
preserve  the  magnificent  palm  and 
eucalyptus  trees  that  adorn  this  high- 
way, without  seriously  sacrificing 
standards  of  alignment. 

At  areas  where  curbs  were  con- 
st ineted,  the  distance  from  center  line 
til  curb  was  increased  approaching 
slri'et  intersections  to  give  a  maximum 
I'f  visibility  at  these  points. 

Intersections  from  side  roads  were 
paved  to  give  free  access  to  the  high- 
way and  to  prevent  mud  from  being 
tracked  onto  the  highway,  thus  guard- 
ing against  it  being  slippery  in  wet 
weather. 


Governor 
Frank   F. 
Merriam, 
with 
Director  of 
Public 
Works, 
Earl    Lee 
Kelly,  J.  B. 
Gill,   and 
little  Joan 
Andreas, 
dedicates 
new  four- 
lane   link    of 

Foothill 
Boulevard, 
shown 
above. 
This   route 
will   provide 
a  means 
of  rapid 
transporta- 
tion 
between 
the  Los 
Angeles 
Metro poli  - 
tan  area 
and    San 
Bernardino, 
from  which 

point 
transconti- 
nental 
highways 
pass 
through   the 
Imperial 
Valley,  the 
Colorado 
Desert,  and 
the  Mojave 
Desert. 
Also, 
from  this 
point,   roads 
lead 
directly 
to  the 
popular 
mountain 
resorts 
located 
nearby. 

Lower 

photo 

courtesy 

Los  Angeles 

Examiner, 


California  Highways  and  Public  Works  (j„iy  19} s) 


[Seventeen] 


Decrease  of  $4,300,000  in  Federal 
Aid  to  California  Highway  System 


By  R.  F.  REYNOLDS,  Assistant  Office  Ensineer 


PRESIDENT  ROOSEVELT 
signed  the  Federal  Aid  Higli- 
way  Act  of  1938  on  June  8. 
This  act  authorizes  the  expenditure 
of  $349,500,000  in  Federal  aid  to  the 
states  and  territories  for  highways 
during  the  two  fiscal  vears  between 
July  1,  1939,  and  June  30,  1941. 

Funds  appropriated  by  Congress 
under  this  act  provide  the  following 
amounts  for  the  several  road  classi- 
fications eligible  for  expenditui-e  of 
Federal  money : 

Regular  Federal  Aid___$215,000,000 

Sec.  or  Feeder  Roads __  30,000,000 

Grade  Cross.  Elimination  50,000,000 

Public  Lands 3,000,000 

Forest  Highways 23,000,000 

National  Park  Roads. _.  23,000,000 

Indian  Roads 5,500,000 


$349,500,000 


California  will  receive  a  total  of 
about  $13,500,000  from  these  Fed- 
eral funds  for  highway  construction 
for  the  two  fiscal  years  ending  June 
30,  1940,  and  June  30,  1941.  Of  this 
sum  approximately  $11,350,000  will 
be  expended  under  the  direct  super- 
vision of  the  California  Division  of 
Highways  for  construction  of  high- 
ways and  bridges  and  the  elimination 
of  hazards  at  railroad  grade  cross- 
ings. 

The  sums  authorized  for  appor- 
tionment to  California  by  this  act 
are  approximately  $4,300,000  less 
than  the  total  sums  which  previously 
were  allocated  for  the  two  fiscal 
years  ending-  June  30,  1938  and  1939. 

The  effect  of  this  $4,300,000  de- 
crease in  Federal  apportionments  will 
necessitate  the  curtailment  of  an  equal 
amount  of  important  highway  con- 
struction and  grade  crossing  elimina- 
tion. 

The  action  of  Congress  in  decreas- 
ing Federal  authorizations  for  high- 
way con.struction  was  mainly  brought 
about  by  the  apparent  inability  of 
the  ma.i()rity  of  states  and  territories 


CALIFORNIA  AHEAD  OF 
ALL  STATES  IN  NUMBER 
OF  MOTOR  VEHICLES 

At  the  close  of  1937,  Cali- 
fornia led  aU  states  in  the 
Union  in  the  number  of  regis- 
tered motor  vehicles  of  all 
types  and  in  the  number  of 
pleasure  motor  vehicles  regis- 
tered, according  to  Howard 
Deems,  Registrar  of  the  State 
Motor  Vehicle  Department 

New  York  dropped  into  sec- 
ond place  last  year  on  the  basis 
of  these  comparable  figures : 

New  York       California 

All  types  of 
registered 
motor  ve- 
hicles _-_2,640,678     2,657,233 

All  types  of 
registered 
pleasure 
cars 2,207,906     2,319,341 

Deems  received  his  New 
York  figures  from  Commis- 
sioner Hartnett  of  the  New 
York  State  Motor  Vehicle  De- 
partment. 


in    the    Union    to    promptly    expend 
previous  Federal  apportionments.    In 


Reg-ular  Federal  Aid  Funds 

Secondary  or  Feeder  Funds 

Grade  Crossing  Elimination  Funds. 
Public  Lands  Funds 


their  latest  apportionment  of  regular 
Federal  aid  for  the  fiscal  vear  ending 
June  30,  1939. 

California's  position 

Of  these  eight  states,  California 
ranks  first,  in  that  its  available  unob- 
ligated regular  Federal  aid  amounted 
to  only  70  per  cent  of  the  total  for 
the  fiscal  year  ending  June  30,  1939, 
and  witJi  approximately  a  similar 
percentage  of  time  remaining  before 
the  1940  apportionment  of  regular 
Federal  aid  will  become  available. 

This  would  indicate  that  by  Jan- 
uary 1  of  1939,  California  will  have 
obligated  all  of  its  regular  Fedei-al 
aid  and  will  be  awaiting  the  next 
apportionment  provided  by  the  Fed- 
eral Aid  Highway  Act  of  1938. 

It  is  also  contemplated  that  before 
the  expiration  of  the  fiscal  vear  end- 
ing June  30,  1939,  California  will 
have  obligated  its  entire  apportion- 
ment of  secondary  or  feeder  funds. 
Federal  aid  grade  crossing  elimina- 
tion funds  and  public  lands  funds  ,, 
and  be  in  a  position  to  immediately 
place  under  way  pro.iects  to  be  fi- 
nanced from  these  apportionments. 

A  comparison  of  the  funds  allo- 
cated under  the  Act  of  June,  1938, 
with  those  previously  granted  to  this 
State  by  the  Act  of  1936  is  shown 
in  the  following  table: 


Totals  for 

fiscal  years 

Ending  June  30, 

1938  and  1939 

apportioned 

-  $9,593,488 
_     1,918,698 

-  3,700,209 

474,837 


Total $15,687,232 


Totals  for 

fiscal  years 

ending  June  30, 

1940  and  1941 

estimated 

$8,100,000 

1,140,000 

1,825,000 

287,000 

$11,352,000 


this  regard,  figures  released  by  the 
Bureau  of  Public  Roads  on  April  30, 
1938,  showed  that  all  but  eight  states 
out  of  the  total  of  fift.v  states  and 
territories  had  balances  of  regular 
Federal  aid  available  for  programmed 
projects   in   an   amount   in   excess  of 


In  addition  to  the  above,  the  esti- 
mated apportionment  for  California's 
Forest  Highways  in  amount  $1,810,- 
000  is  a  reduction  of  approximatelv 
$400,000  below  the  total  sum  of  $2',- 
200,000  as  received  for  the  fiscal  years 
ending  June  30,  1938  and  1939. 


[Eighteen] 


(July  19} s)  California  Highways  and  Public  Works 


^^^m^^i^ 


Vanguard   of  automobile  caravan   at  dedication   of   Atascadero- Morro    Bay   Highway   in   San    Luis   Obispo   County. 


Open  Atascadero-Morro  Bay  Highway 

By  EDWARD  J.  NERON,  Deputy  Director  of  Public  Works 


AT  11:00  O'CLOCK  on  June 
19th,  in  San  Luis  Obispo 
County,  there  was  held  in 
beautiful  Atascadero  Creek  Canyon, 
the  dedication  celebrating  the  com- 
pletion of  the  Atascadero-Morro  Baj^ 
highway  on  Route  125. 

This  road  crosses  through  a  low 
gap  in  the  Santa  Lucia  mountains 
over  one  of  the  most  accessible  passes 
in  that  range.  The  ceremony  was 
held  at  one  of  the  several  bridges 
crossing  Atascadero  Creek  and  was 
organized  under  the  joint  auspices  of 
the  Morro  Bay  and  Atascadero  cham- 
bers of  commerce. 

Dr.  Victor  Ward  of  Atascadero  was 
master  of  ceremonies  which  were 
opened  by  introduction  of  State  and 
county  officials  and  of  citizens  who 
had  played  their  part  in  the  attain- 
ment of  this  highway.  Chairman  H. 
R.  Judah  of  the  California  Highway 
Commission  made  the  principal  ad- 
dress and,  following  a  talk  by  State 
Senator  Chris  Jespersen,  Mr.  Judah, 
assisted   by.   two    charming    bathing 


maids  of  Morro  Bay,  Miss  Evelyn 
Young  and  Miss  Peggy  Price,  cut  tie 
ribbon  barrier  and  formally  opened 
the  highway  to  the  public. 

DIRECT  ROUTE  FROM  VALLEY 

This  section  of  highway  (U.  S. 
Route  466)  lies  between  the  main 
coast  road  between  San  Francisco  and 
Los  Angeles,  U.  S.  Route  101,  and  the 
scenic  coast  road  between  San  Luis 
Obispo  and  Monterey,  the  Roosevelt 
Highway.  It  also  affords  the  most 
direct  route  from  the  populous  por- 
tion of  San  Joaquin  Valley  to  the 
ocean,  particularly  from  that  area  in 
Fresno,  Tulare,  King  and  Kern  coun- 
ties. With  the  further  improvement 
of  the  highway  leading  to  the  valley, 
this  route  is  destined  to  become  very 
popular  with  the  valley  residents. 

The  present  contract  has  a  length 
of  2.8  miles  and  was  constructed  at 
a  cost  of  $155,000.  It  has  a  roadbed 
width  of  26  feet  with  a  roadmix  type 
of  surface.  There  are  three  bridges 
on  the  project.    The  minimum  radius 


of  curvature  is  350  feet  with  a  maxi- 
mum gradient  of  7%.  Because  of  the 
very  crooked  alignment  of  the  road 
which  is  replaced,  there  is  a  saving  in 
distance  of  1.1  miles.  There  has  been 
previously  expended  on  the  highway 
between  Atascadero  and  Morro  Bay 
the  sum  of  $230,000. 

SCENERY  PRESERVED 

In  the  location  of  the  highway,  par- 
ticular attention  was  given  to  the 
preservation  of  natural  scenery  along 
the  route.  Alignment  and  grades 
were  so  established  as  to  make  accessi- 
ble the  many  picnic  and  recreational 
areas  along  Atascadero  Creek. 

Widened  right  of  way  was  obtained 
at  such  points  by  donations  from  San 
Luis  Obispo  County,  the  Atascadero 
Development  Association  and  private 
citizens,  tlius  preserving  to  the  public 
for  all  time  the.se  very  attractive 
parks.  Geo.  K.  Thompson  &  Co.  were 
contractors  and  the  road  was  built 
under  the  supervision  of  H.  J.  Dog- 
gart.  Resident  Engineer. 


(Continued  on  page    25) 


California  Highways  and  Public  Works  (juiy  19}  s) 


[  Nineteen  1 


Important  Condemnation  Decision       Gas  Tax  Diversion 

Costs  Bay  State 
Loss  of  $472,862 


(Continued  from  page  7) 


gressioiial  grant,  and  it  was  necessary 
to  determine :  Whether  the  railroad 
company  Avas  entitled  to  compensa- 
tion equal  to  the  current  market  value 
of  adjoining  properties  for  that  por- 
tion of  the  railroad  right  of  way  and 
station  grounds,  etc.,  which  was 
sought  to  be  condemned,  or  damages 
based  on  the  extent  of  interference 
with  the  right  of  use  of  the  railroad 
right  of  way  by  the  vehicular  high- 
way. 

The  appellate  court  decided  that 
portions  of  the  lands  sought  to  be  con- 
demned were  parts  of  the  Southern 
Pacific  right  of  way  and  station 
grounds  extending  southerly  from 
Goshen  Junction  through  the  city  of 
Tulare,  in  Tulare  County.  It  was 
further  found  that  the  grant  by  Con- 
gress to  the  Southern  Pacific  Rail- 
road Company  covered  bonus  lands 
and  right  of  way  which  lay  in  Sees.  3 
and  11  in  the  city  of  Tulare.  The 
grant  of  the  railroad  right  of  way 
also  carried  with  it  additional  lands 
to  be  used  for  station  grounds,  ma- 
chine shop,  roundhouse,  water  tanks, 
and  other  adjuncts  necessary  to  main- 
taining and  operating  a  railroad. 
The  areas  to  be  occupied  by  these  lat- 
ter appurtenances  were  never  defi- 
nitely defined  by  the  congressional 
grant  or  the  maps  used  in  conjunction 
therewith.  As  a  result  it  was  impo.s- 
sible  to  determine  the  extent  or  area 
of  the  station  grounds,  machine  shop 
and  roundhouse  reservation  in  rela- 
tion to  the  right  of  way. 

state's  contention 

The  State  maintained  that  the  rail- 
road company  had  merely  an  ease- 
ment or  limited  fee  made  on  an  im- 
plied condition  of  reverter  in  the 
right  of  way,  as  well  as  in  the  station 
grounds,  machine  shop  and  round- 
house reservation,  and  therefore  could 
not  alienate  said  lands  to  other  than 
highway  departments.  The  situation 
was  further  complicated  by  the  fact 
that  the  railroad  company  had  been 
granted  a  land  patent  to  the  aforesaid 
odd-numbered  bonus  sections  3  and 
11,  and  the  railroad  company  main- 
tained that  the  patent  vested  a  "fee" 
rather  than  an  "easement"  in  the 
railroad  right  of  way,  station  grounds, 
machine  shop  and  roundhouse  reser- 


vation,   which   the   land    grant   over- 
lapped. 

The  appellate  court  held  that  the 
railroad  company  acquired  title  to  its 
right  of  way  and  station  grounds  in 
the  city  of  Tulare  under  the  act  of 
Congress,  and  that  its  title  was  of 
limited  fee  made  on  an  implied  condi- 
tion of  reverter ;  that  the  subsequent 
patent  to  the  two  odd-numbered  sec- 
tions added  nothing  to  the  estate  it 
held  in  the  right  of  way  and  station 
grounds,  and  that  the  land  described 
in  the  patent  not  within  the  right  of 
way  and  station  grounds  was  owned 
by  the  railroad  company  in  fee  sim- 
ple with  all  of  the  rights  of  private 
ownership. 

court's  findings 

The  court  further  found  that  the 
railroad  company  was  entitled  to  the 
reasonable  market  value  of  the  prop- 
ertj'  taken  which  was  owned  in  fee  by 
the  railroad,  but  as  to  the  property 
which  the  railroad  company  did  not 
own  in  fee  (railroad  right  of  way, 
station  grounds,  etc.)  it  was  entitled 
only  to  compensation  for  the  damage 
which  the  use  of  the  property  taken 
by  the  highway  department  would 
cause  to  the  right  of  way  use  by  the 
railroad  company. 

The  instant  case  is  one  where  the 
right  of  way  sought  to  be  condemned 
laj-  parallel  to  and  extended  longi- 
tudinally with  the  railroad  right  of 
way,  and  this  court  held,  as  in  the 
previous  case  of  City  of  Los  Angeles 
vs.  Allen,  32  C.  A.  553,  that  the  right 
to  condemn  longitudinally  is  very 
different  from  the  mere  right  to  cross, 
for  in  the  one  ease  the  rights  of  the 
railroad  company  may  be  materially 
impaired,  while  in  the  other,  the  tak- 
ing is  such  that  both  uses  can  stand 
together.  The  railroad  company, 
therefore,  was  entitled  to  have  the 
court  determine  the  amount  of  com- 
pensation for  the  diminution  in  value, 
if  any,  of  the  railroad  company's 
right  of  way  where  the  property  is 
subjected  to  a  concurrent  use  for 
botli  vehicular  and  railroad  traffic. 

This  ease  was  handled  throughout 
by  two  members  of  our  legal  staff, 
Lincoln  V.  Johnson  and  HoUoway 
Jones,  and  they  are  entitled  to  a  great 
deal  of  credit  for  developing  the  point 
u]ion  which  the  decision  was  based. 


THE  Department  of  Agriculture 
has  announced  its  finding  that 
Massachusetts  has  diverted 
State  motor  vehicle  revenues  to  other 
than  highway  purposes  in  such  man- 
ner as  to  make  necessary  the  with- 
holding of  $472,862  of  the  Federal- 
aid  apportionment  of  $3,171,423  for 
the  fiscal  year  ending  June  30,  193  >^. 

This  action  is  made  mandatory  by 
the  Hayden-Cartwright  Act  of  1934 
which  requires  that  Federal-aid  funds 
be  withheld  from  any  State  using  the 
proceeds  of  State  motor-vehicle  regis- 
tration fees,  gasoline  taxes  and  other 
special  taxes  on  motor-vehicle  owners 
and  operators  for  other  than  highway 
purposes  in  an  amount  greater  than 
was  being  so  used  prior  to  June  18, 
1934.  The  amount  to  be  M-ithheld 
may  not  exceed  one-third  of  the  ap- 
portionment for  any  fiscal  year. 

Massachusetts  authorities  were  noti- 
fied in  October,  1937,  that  a  study  of 
the  State's  disposition  of  motor  vehi- 
cle revenues  disclosed  an  increased 
use  for  non-highway  purposes  subse- 
quent to  June  18,  1934.  The  State 
was  called  upon  to  show  why  a  pen- 
alty should  not  be  applied.  A  show- 
ing that  could  be  accepted  under  the 
provisions  of  the  law  has  not  been 
made  and  the  funds  in  question  have 
not  been  restored  for  highway  use. 

Under  similar  circumstances  $250,- 
000  was  deducted  from  the  apportion- 
ment to  New  Jersey  for  the  fiscal  year 
1937.  Maiyland,  Pennsylvania  and 
Georgia  were  found  to  have  used 
motor  vehicle  revenues  for  non-high- 
way purposes  to  such  an  extent  as  to 
require  Federal  action.  Maryland 
and  Pennsylvania  have  restored  the 
required  amounts  to  highway  funds 
and  no  further  action  is  to  be  taken. 
Georgia  officials  have  given  assurance 
that  they  will  follow  a  similar  course 
but  have  not  yet  done  so. 

PAN    AMERICAN     ROAD    CONGRESS 

Elaborate  preparations  are  being  made  in 
Santiago,  the  Capital  of  Chile,  for  the  Third 
Pan  American  Road  Congress  to  be  held 
in  that  city  during  the  first  two  weeks  in 
September  of  this  year. 

Chile  is  one  of  the  most  progressive  of 
the  South  American  republics  in  the  develop- 
ment of  its  highway  system  and  especially  of 
its  portion  of  the  Pan  American  Highway. 


[Twenty] 


(July  193  8)  California  Hightvays  and  Public  Works 


City  of  Petaluma,  California 

June   15,  1938. 
Col.  Jno.  H.  Skeggs, 
District  Engineer, 
Division  of  Highways, 
State  Building, 
San  Francisco,  California. 

Dear  Sir: 

May  I  take  this  opportunity  of  telling 
you  how  pleased  the  citizens  of  Petaluma 
are  with  the  marking  of  Route  No.  101 
through  this  city. 

The  work  was  accomplished  with  cour- 
tesy and  precision,  and  with  a  minimum  of 
inconvenience  to  our  local  people  and  the 
traveling  public.  Mr.  Nelson  had  his  crew 
of  painters  commence  their  work  at  day- 
light, marking  all  of  the  business  district 
during  the  hours  when  traffic  was  light. 
The  pedestrian  marking  was  done  under 
the  supervision  of  Mr.  Moore  of  the 
maintenance  division  and  that  work  was 
also  carried  on  most  efficiently. 

Since  the  lines  have  been  painted,  giv- 
ing four  lanes  for  traffic  and  two  for 
parallel  parking,  we  notice  that  the 
through  traffic  has  been  handled  much 
more  efficiently,  there  being  no  congestion 
in  the  city,  even  over  the  last  week  end 
when  traffic  was  heavy.  This  Is  most 
gratifying  to  us  and  !  know  it  will  be  to 
your  department. 

There  has  been  so  much  favorable  com- 
ment since  the  painting  of  the  traffic 
lines  that  I  just  wanted  you  to  know  that 
the  public  does  appreciate  the  work  of  the 
organization   under  your  jurisdiction. 

Sincerely  yours, 

(Signed)  J.  S.  WOODSON, 

Mayor,  City  of 
Petaluma. 


UNITED  STATES  POST  OFFICE 
Coachella,  California 

California   Highway  and 

Public  Works 
P.  O.  Box  1499 
Sacramento,  Calif. 

Gentlemen: 

I  would  be  very  much  pleased  if  you 
will  place  my  name  on  your  mailing  list 
for  your  magazine  "California  Highways 
and  Public  Works." 

I  find  the  magazine  very  interesting  and 
of  an  educational  value  as  to  what  bene- 
fits we  are   getting  from   the   department. 

Thanking  you,  I  am 

Very  truly  yours, 

W.  R.  McCutchen, 
Postmaster,  Coachella,  Calif. 


Bank  of  America 

San    Diego,   California, 

California    Highways  and   Public  Works 

Journal, 
P.  O.   Box   1499, 
Sacramento,   California. 

Dear  Sir: 

For  the  last  two  years,  I  have  been 
fortunate  in  receiving  the  monthly  maga- 
zine of  "California  Highways  and  Public 
Works."  May  I  at  this  time  express  my 
sincere  thanks  and  appreciation  for  this 
courtesy   shown    to    me. 

You  have  a  splendid  magazine.  It  Is 
historical,  educational  and  is  far  reaching 
in  acquainting  the  public  of  the  develop- 
ments of  California's  highways  and  na- 
tural   resources. 

The  magazine  has  been  very  helpful  to 
me  in  presenting  views  of  California's 
growths. 

Thank  you  again,  and  wishing  you  every 
success,   I    remain. 

Sincerely  yours, 

(Signed)   A.  V.   MAYRHOFER, 

Assistant   Vice   President. 


Berkeley,  California, 
California   Highways  and  Public  Works, 
Sacramento,  California. 
Gentlemen: 

Through  the  courtesy  of  an  engineer 
friend  of  mine,  I  have  been  receiving  your 
magazine  for  the  past  several  months  and 
I  wish  to  take  this  opportunity  to  thank 
you  and  express  my  appreciation  for  your 
publication. 

Of  the  many  magazines  that  I  read,  I 
really  look  forward  to  receiving  the  "Cali- 
fornia Highways  and  Public  Works"  each 
month. 

The  photography  in  particular  is  excel- 
lent and  I  believe  your  magazine  to  be 
one   of  the   best   edited. 

Yours  very  truly, 

(Signed)     R.    P.    NEWCOMB. 


A.  Russell  Berti 

California    Highways   and    Public   Works, 
Department   of    Public    Works, 
Sacramento,   Calif. 
Gentlemen: 

Will  you  please  put  me  on  your  mail- 
ing list  for  your  publication,  California 
Highways   and    Public    Works. 

I    intend    to    use    it    in    my    work    in    the 
Department  of  Economics  at  the  Univer- 
sity   of    San    Francisco. 
Sincerely, 
(Signed)   A.  RUSSELL  BERTI. 


Badlands  Horticultural  and  Improve- 
ment Society 

Redlands,    California 

Mr.   E.  Q.   Sullivan, 

District     Highway    Engineer, 

San    Bernardino,  California. 

My  dear   Mr.  Sullivan: 

On  behalf  of  the  Redlands  Horticultural 
Society  and  the  Beautification  Committee 
of  the  Redlands  Contemporary  Club,  we 
with  to  express  our  appreciation  of  the 
manner  in  which  the  widening  of  the 
Foothill  Boulevard  is  being  carried  on. 
It  is  a  pleasure  to  all  of  us  who  travel  on 
the  highway  to  see  the  noble  ranks  of 
trees,  left  intact  to  give  continued  shade 
and  beauty;  and  to  find  in  the  road 
occasional  graceful  curves  to  break  the 
monotony   of  the   straight-away. 

Too  often,  necessary  road  improvements 
have  been  made  at  the  unnecessary  sacri- 
fice of  the  beauty  of  the  landscape.  You 
are  achieving  a  happier  result. 

Very  sincerely  yours, 

EDWARD    H.   BRENAN, 
President 

KATHERINE     FIELD     HOTCHKISS, 

Corresponding  Secretary 
Redlands    Horticultural    Society. 

BELLE    B.    DIBBLE, 
Chairman 

EDITH    A.   FINLAY, 

Co-Chairman 
Beautification    Committee    of    the 
Redlands    Contemporary    Club. 


UNIVERSITY   OF   CALIFORNIA 
AT  LOS  ANGELES 

Editor, 

California    Highway   and    Public   Works, 

Sacramento,  California. 

Dear  Sir: 

Thank  you  for  your  generous  response 
to  our  request  to  be  placed  on  your  mail- 
ing list  for  California  Highway  and  Pub- 
lic Works.  This  periodical  will  indeed  be 
a  valuable  addition  to  our  collection  and 
we  shall  look  forward  to  receiving  the 
monthly   issues. 

Very  truly  yours, 

EVELYN     HUSTON,    LIBRARIAN, 
Bureau   of   Governmental    Research. 


Father:  (after  son  had  taken  enormous 
bite)  Another  bite  lilve  that  and  you'll  leave 
the  table. 

Son:  Another  bite  like  that  and  I'll  be 
through. 


California  Hightvays  and  Public  Works  (juiy  19}  s) 


[Tw^enty-one] 


Flood  Damage  in  Modoc  County 
Prevented  by  State  Engineers 


By  T.  R.  SIMPSON,  Senior  Hydraulic  Engineer 


THE  severe  floods  aud  tremen- 
dous run-off  during  the  winter 
of  1937-38  caused  mounting: 
hazards  to  life  and  property  in  Modoc 
and  Lassen  counties  during  last  May. 
Several  full  reservoirs  had  yet  to 
stand  the  load  from  spring  thaws  of 
melting  snows  from  high  moiintain 
ranges.  The  most  serious  threat  in 
this  locality  was  the  filling  of  the 
Tule  Lake  Reservoir  and  the  impend- 
ing failure  of  the  Cedar  Creek  levee, 
which  in  turn  rendered  unsafe  the 
West  Vallej'  Dam  located  downstream 
therefrom  in  the  Pit  River  watershed. 
The  United  States  Forest  Service 
established  a  portable  radio  broad- 
cast and  receiving  station  at  the  Cedar 
Creek  levee  on  Tule  Lake  Reservoir 
as  soon  as  the  dangerous  condition 
was  discovered.  Another  broadcast 
and  receiving  station  was  installed  at 
the  Madeline  Tunnel  Portal  on  the 
reservoir  and  the  station  at  the  Forest 
Service  warehouse  in  Alturas  was  kept 
open  at  all  hours  to  receive  and  send 
messages  to  the  reservoir.  All  resi- 
dents in  the  vicinity  of  Alturas  who 
had  ordinary  short  wave  receiving 
sets  kept  tuned  in  on  the  progress 
reports  that  were  made  hourly. 

RADIO   BROADCASTS 

These  radio  broadcast  stations  were 
installed  primarily  to  give  rapid 
warning  to  the  residents  in  the  dan- 
ger zone  in  case  it  was  necessary  to 
evacuate  the  area.  The  State  High- 
way Patrol  had  an  officer  stationed 
at  the  West  Valley  Dam  to  look  for 
any  sudden  rise  in  the  water  flowing 
through  the  spillway.  The  storage 
capacity  in  the  West  Valley  Reservoir 
above  the  spillway  crest  would  prob- 
ably absorb  the  load,  in  the  event  of 
failure  of  the  Cedar  Creek  levee,  for 
at  least  two  hours  before  overtopping 
the  West  Valley  Dam. 

Several  residents  of  South  Fork 
Valley  walked  and  rode  horseback  to 
inspect  the  Cedar  Creek  levee  prior  to 
the  arrival  of  dirt-moving  equipment 
on  the  job.     They  considered  the  con- 


ditions so  threatening  that  ehildren 
were  withdrawn  from  school  and  kept 
on  high  ground.  Many  thousands  of 
livestock  were  moved  from  the  low- 
lands and  the  city  of  Alturas  was  a 
buzzing  hive  for  a  few  days  with  a 
large  portion  of  the  populace  ready 
to  stampede  on  slight  provocation. 

Tule  Lake  Reservoir  occupies  the 
site  of  an  old  lake  in  the  northerly 
portion  of  Lassen  County  within  the 
Pit  River  stream  system.  Prior  to 
last  winter,  the  east  shore  of  the  lake 
was  separated  from  the  channel  of 
Cedar  Creek  by  a  low  divide,  or  lip, 
about  six  feet  high  and  200  yards 
wide.  The  lake,  which  has  a  water- 
shed of  34  square  miles,  naturally 
tributary  thereto,  has  never  filled  and 
spilled  over  the  lip  into  Cedar  Creek 
since  the  time  of  settlement,  more 
than  50  years  ago. 

50-TEAR   OLD    DAM 

The  natural  inflow  into  Tule  Lake 
normally  evaporates  each  year  leaving 
a  natural  meadow  on  the  lake  bed  em- 
bracing nearly  2000  acres.  The  nat- 
ural water  suply,  however,  was  in- 
adequate to  insure  a  good  crop  of 
meadow  grass  each  year.  Conse- 
quently about  50  years  ago  the  water 
supply  was  augmented  by  diversion 
from  Cedar  Creek  by  means  of  a  dam 
and  canal  leading  on  a  slight  grade 
over  the  east  lip  into  the  lake. 

The  Tule  Lake  Ranch  was  con- 
verted into  a  reservoir  in  1902  by 
means  of  an  earth  levee  600  feet  long 
constructed  across  Cedar  Creek  a 
short  distance  below  the  old  diver- 
sion canal.  The  levee  was  higher 
than  the  east  lip  of  the  lake  and  was 
constructed  for  the  purpose  of  divert- 
ing all  surplus  watei-s  of  Cedar  Creek 
over  and  above  the  capacity  of  the 
canal  into  Tule  Lake.  This  resulted 
in  46  square  miles  of  additional  water- 
shed being  made  tributary  to  the  lake. 
At  the  same  time  a  tunnel  was  com- 
menced through  the  west  lip  of  the 
lake  and  completed  two  j-ears  later. 
The   tunnel   serves   to   release   water 


from  the  lake  for  irrigation  purposes 
on  1400  acres  in  the  vicinity  of  Made- 
line, which  area  is  within  the  Great 
Basin  and  outside  the  watershed  of 
Pit  River. 

TREMENDOUS    RUN-OFF 

The  flood  in  December,  1937,  eroded 
away  the  east  lip  of  Tule  Lake  and 
allowed  the  waters  therein  to  back  up 
against  the  Cedar  Creek  levee.  The 
tremendous  run-off  during  the  winter 
of  1937-38  from  the  tributary  water- 
shed had  filled  the  lake  to  a  depth  of 
14  feet  representing  a.  storage  of  35,- 
000  acre  feet  early  in  May.  The 
Cedar  Creek  levee  is  in  a  remote  and 
inaccessible  locality  and  no  one  ever 
goes  there  diiring  the  winter  and 
spring  seasons.  It  had  never  oc- 
curred to  anj'one  that  high  water 
might  be  a  source  of  danger  in  this 
area  because  the  reservoir  had  never 
been  more  than  half  full  even  after 
an  accumulated  catchment  of  three 
years  water  supply  in  comparatively 
wet  years  from  1902  to  1905. 

The  dangerous  condition  of  the 
Tule  Lake  Reservoir  was  accidentally 
discovered  by  a  range  rider  several 
miles  away  who  happened  to  have  a 
view  of  it  from  a  higher  elevation  on 
the  Warner  range  of  mountains.  He 
immediatel.y  informed  the  South  Fork 
Irrigation  District  of  the  advisability 
of  an  inspection  of  the  Cedar  Creek 
levee.  The  irrigation  district  owns 
the  West  Valley  Reservoir  to  which 
Cedar  Creek  is  tributary  about  8  miles 
below  Tule  Lake  Reservoir.  Three 
of  the  lando\\aiers  in  the  district  made 
an  inspection  of  the  Tule  Lake  Reser- 
voir on  May  6th.  A  night  letter  was 
received  from  them  the  following 
morning  by  the  State  Engineer  re-  i 
questing  an  immediate  inspection  of 
the  alarming  appearance  of  the  Cedar 
Creek  levee.  The  owner  of  the  res- 
ervoir is  away  on  a  tour  of  Europe. 

The  writer,  who  was  in  Alturas  at 
that  time  on  adjudication  and  water 
distribution  work  for  the  Division  of 
Water   Resources,   was   contacted   by 


[Twenty-t-wo] 


(July  19} s)  California  Hightvays  and  Public  Works 


Tule   Lake    Reservoir   levee  which   was  raised   six  feet    under  emergency   construction   to    prevent    its   destruction   and   con- 
sequent wiping  out  of  West  Valley   dam   and  flooding  of  Alturas. 


ti'l('|ili(ine  ami  dispatched  to  make  an 
iiiiiiiediate  investigation  to  determine 
if  an  emergency  existed  on  Tule  Lake 
Reservoir. 

It  was  found  that  the  freeboard 
lilt  ween  the  top  of  the  Cedar  Creek 
lc\ce  and  the  water  level  in  the  reser- 
voir ranged  from  only  8  to  16  inches. 
The  total  inflow  into  the  reservoir  at 
that  time  was  10,500  miners  inches 
and  no  water  was  running  out.  It 
w^is  discovered  that  there  were  two 
(•:i\e-ins  of  the  old  timbered  section 
nf  the  Madeline  Tunnel  that  had  the 
nut  let  jjortal  completely  blocked 
Alsd  the  shaft  down  to  the  outlet 
uiite  at  the  intake  portal  of  the  tunnel 
1 1,  hi  caved  in  and  was  filled  with 
(lilu-is.  There  was  thus  no  way  of 
iiiiiiiediately  releasing  any  water  from 
the  reservoir  which  was  not  equipped 
with  a  spillway. 

DANGEROUS  CONDITION 

Ki-om   snow   surveys   that   had   re- 
eeiiily    been    made    on    the    Warner 
iMiiue    of    mountains,    an    additional 
run-off  of  about  8000  acre-feet  was  to 
he  expected  from  melting  snow  on  the 
'-(I  s(|uare  miles  tributary  to  Tule  Lake 
U'l  vei'voir  before  the  close  of  the  cur- 
ten  i  run-off  season.     It  was  also  prob- 
elile  tliat  additional  run-off  would  oc- 
eiM  from  storms  during  the  remaining 
I  ])eriod  of  flow  from  melting  snow.    It 
j  appeared  certain  from  the  existing  in- 
j  flow  onto  the  si.\  square  miles  of  water 
!  surface  covered  by  the  reservoir  that 
!1lie  Cedar  Creek  levee  would  be  over- 


lopped  with  water  within  a  week 
even  with  the  outlet  tunnel  releasing 
at  full  capacity  of  3000  miners  inches. 
The  West  Valley  Reservoir,  into 
which  the  Tule  Lake  Reservoir  would 
empty  in  the  event  of  failure  of  the 
Cedar  Creek  levee,  was  filled  to  capa- 
cit.y  of  18,000  acre-feet  and  water  18 
inches  deep  was  running  through  the 
spillway.  The  West  Valley  spillway 
has  a  capacity  of  about  300,000  miners 
inches,  but  it  was  never  designed  to 
carry  the  load  of  failure  of  the  Cedar 
Creek  levee.  The  Cedar  Creek  levee, 
was  constructed  of  loose  material,  had 
more  than  100  leaks  along  the  base 
of  the  fill,  each  about  the  size  of  a 
pencil. 

It  was  possible  for  the  entire 
levee  to  sluice  away  in  a  short  time 
if  it  was  overtopped  with  water,  thus 
releasing-  a  stream  600  feet  wide 
and  about  10  feet  deep  into  the  West 
Valley  Reservoir.  Such  a  load 
would  certainly  overtop  the  West 
Valley  Dam  several  feet.  The  West 
Valley  Dam,  which  is  60  feet  high,  is 
an  earth-fill  structure  and  of  course 
was  never  designed  to  be  overtopped 
with  water. 

E.MERGENCY    WORK    ST.\RTED 

The  channels  of  South  Fork  of  Pit 
River  and  of  Pit  River  between 
Likely  in  Modoc  County  and  Muck 
Valley  in  Lassen  County  were  al- 
ready filled  and  overflowing  with  some 
resultant  property  damage  during  the 
first  two  weeks  in  May.     The  release 


of  any  additional  stored  water  at  that 
time  would  have  caased  heavy  prop- 
ert.y  damage.  A  sudden  failure  of 
the  Cedar  Creek  levee  and  the  simul- 
taneous failure  of  the  West  Valley 
Dam  would  cause  a  disaster  too  ter- 
rible to  contemplate  in  the  grave  haz- 
ard to  the  lives  of  the  residents  along 
the  valley  floor  in  Modoc  and  Lassen 
Counties,  including  the  Towns  of 
Likely,  Alturas,  Canby,  Lookout,  Bie- 
ber  and  Nubieber  and  possibly  even 
farther  downstream. 

Work  was  commenced  immediately 
on  clearing  the  Madeline  Tunnel 
which  was  opened  in  48  hours  at  full 
capacity.  However,  the  inflow  into 
the  reservoir  was  more  than  three 
times  the  rate  of  release.  It  was  not 
known  as  to  whether  it  was  even  pos- 
sible to  push  through  to  the  Cedar 
Creek  levee  with  a  caterpillar  and 
heavy  dirt-moving  equipment  due  to 
the  rough  terrain  with  numerous 
marshy  spots  to  cross.  However,  it 
was  necessary  to  get  such  equipment 
on  the  job  in  order  to  move  15,000 
cubic  yards  of  earth  onto  the  levee 
within  the  limited  time  available  to 
relieve  the  emergency. 

C.  C.  C.  GIVES  AID 

A  six-horse  team  with  a  plow  and 
scrajier  was  immediately  sent  to  the 
levee  to  commence  filling  in  the  low 
l)laces.  The  services  of  the  Juniper 
Flat  C.  C.  C.  Camp  near  Likely  were 
enlisted  in  the  emergency.    This  camp 

(Continued  on  page  25) 


California  Hightvays  and  Public  Works  (juiy  i9}8) 


[Twenty-three] 


This   photograph   of   Big   Creek   bridge   on   Carmel-San    Simeon    Highway   shows    unique   type   of   construction. 


Bis  Creek  Bridge  Is  Unique 

F.  W.  PANHORST,  Bridse  Engineer 


AN  UNUSUAL  BRIDGE  is  now 
being  built  at  Big  Creek  on  the 
'-  San    Simeon    Highway    about 
fifty  miles  south  of  Carmel. 

This  bridge  is  unusual  in  that  the 
end  spans,  or  arches,  are  held  back 
by  the  main  portion  of  the  bridge 
and  are  not  supported  by  the  ground. 
At  the  point  where  Big  Creek  emp- 
ties into  the  ocean  the  highway  grade 
is  about  90-feet  above  the  bed  of  the 
creek.  To  span  the  canyon  a  bridge 
over  500-feet  long  was  required. 

At  the  ends  of  the  bridge  is  a  large 
amount  of  loose  rock  of  a  character 
which  is  unsuitable  as  foundation 
material  for  the  ordinary  type  of 
bridge.  To  construct  a  supporting 
pier  for  the  ends  of  the  structure 
would  have  been  uneconomical  and 


[Twenty-four| 


unsafe,  since  preliminary  investiga- 
tion indicated  that  the  material 
would  xmdoubtedly  slide.  To  over- 
come this  difBculty  the  end  spans  are 
tied  back  to  the  middle  portion  of 
the  bridge  which  rests  on  three  large 
piers  so  constructed  in  the  solid 
material  as  to  provide  permanent 
firm  anchorage. 

TWO  CENTRAL  SPANS 

The  structure  consists  of  two  cen- 
tral spans  open  spandrel  arches  each 
177-feet,  6-inches  in  length.  At 
either  end  of  these  arches  there  is  an 
81-foot,  6-inch  cantilever,  or  tied-back 
arch,  and  a  34-foot,  6-inch  concrete 
girder  span.  The  bridge  will  provide 
a  24-foot  roadway  between  curbs. 

In  general  appearance,  the  struc- 
ture will  be  somewhat  similar  to  the 


other  concrete  arches  between  Carmel 
and  Big  Creek,  such  as  the  structures 
at  Rock  Creek  and  Garrapadis  Creek. 
The  end  spans  of  the  arch,  instead  of 
I'esting  on  abutments,  are  supported 
by  steel  eye-bars  which  extend  the 
full  length  of  the  arch  span  and  are 
located  in  the  outside  girders.  The 
stress  in  the  ej'e  bars  is  transmitted 
from  the  cantilever  arches — or  the 
end  span  arches — by  means  of  struc- 
tural steel  brackets  around  which  the 
concrete  is  poured  in  the  arch  rib. 

The  steel  ties  are  prestressed  for 
full  dead  load  by  means  of  toggle 
joints  and  125-ton  hydraulic  jacks 
which  are  placed  at  the  center  pier. 
When  there  is  no  live  load,  such  as 
highway  traffic,  on  the  bridge,  the  end 
spans  are  tied  through  the  bridge  to 
each   other   and   balance   themselves. 

(Continued  on  page  28) 

(July  19} s)  California  Highways  and  Public  Works 


Atascadero- 
Morro  Bay 

Highway 

(Continued  from  page  19) 

Completion  and  opening  of  tlie 
project  makes  available  another  scenic 
and  service  road  for  San  Luis  Obispo 
and  the  San  Joaquin  Vallej^  counties. 

PROGRAM  OF  SPEECHES 

Following  tlie  dedication  ceremo- 
nies, a  luncheon  was  served  to  State 
and  county  officials  and  interested 
citizens  of  San  Luis  Obispo  County  at 
the  Morro  Beach  Inn  at  Morro  Bay. 
After  the  luncheon,  at  which  Dr. 
Ward  ]iresided,  addresses  were  made 
by  H.  R.  Judah,  Chairman  of  the  Cali- 
fornia Highway  Commission,  and  by 
Edward  J.  Neron,  Deputy  Director  of 
Public  "Works,  representing  Governor 
Merriam  for  the  occasion.  Brief 
talks  were  made  by  Claude  Arnold, 
Chairman  of  the  San  Luis  Obispo 
County  Supervisors,  A.  L.  Ferrini, 
County  Supervisor,  Superior  Judge 
T.  A.  Norton,  Phillip  A.  Stanton  and 
Paul  G.  Jasper  of  the  California 
State  Highway  CommLssion,  Mayor 
Newell  of  Ventura,  State  Senator 
Chris  Jespersen  and  by  various  citi- 
zens of  San  Luis  Obispo  County. 

Congratulations  were  exchanged 
between  the  visiting  State  officials  and 
county  residents  on  the  cooperative 
efforts  culminating  in  the  completion 
of  a  highly  desirable  addition  to  the 
State  Highway  System. 


Flood  Damage  in  Modoc  County 

Prevented  by  State  Engineers 


NEW  BOOK  ON  DAMS  ISSUED 
Dams,  control  \vorli.s  and  special  engineer- 
ing investigations  of  the  Bureau  of  Reclama- 
tion are  described  in  detail  in  a  new  book 
entitled  "Dams  and  Control  Works"  pub- 
lished by  the  Department  of  the  Interior. 

Chapters  are  devoted  to  the  design,  and 
the  construction  of  such  outstanding  struc- 
tures as  Boulder,  Grand  Coulee,  and  Imperial 
dams,  and  special  articles  written  by  experts 
of  the  Bureau  of  Reclamation  staff  are  de- 
voted to  "High  Pressure  Reservoir  Outlets," 
in  the  design  and  improvement  of  which  the 
Bureau  has  had  a  large  part,  "Temperature 
Control  of  Mass  Concrete  in  Large  Dams," 
and  other  similar  topics. 

Of  particular  interest  to  engineers  and 
students,  the  various  descriptions  and  dis- 
cussions are  illustrated  by  photographs  and 
engineering  drawings. 


(Continued   from   page   2.'i ) 


"You  seem  very  happy." 
"I   am.     I'm  secretly   engaged   and  every- 
body's talking  about  it!" 


had  the  closest  equipment  and  man- 
power and  it  was  thought  they  could 
prevent  the  levee  from  being  over- 
topped until  heavy  dirt  moving  equip- 
ment could  be  transported  to  this 
remote  place.  The  men  from  the 
camp  scouted  a  possible  path  for  a 
caterpillar  and  moved  the  camp  bull- 
dozer about  half  way  into  the  levee 
on  May  10th.  A  .second  bulldozer 
equipped  with  lights,  which  was  dis- 
patched from  Likely  on  its  own  pow- 
er, passed  the  camp  bulldozer  during 
the  night.  After  fifteen  hours  of 
continuous  struggle  over  almost  in- 
surmountable difficulties  (the  "Cats" 
being  mired  to  their  ears  on  numerous 
occasions)  both  arrived  at  the  dam 
and  commenced  raising  the  freeboard. 
The  closest  truck  transport  for 
moving  an  RD8  and  12  yard  carry-all 
was  located  at  Susanville.  Harms 
Brothers  made  this  equipment  avail- 
able and  two  RD8  and  12  yard  carry- 
alls were  moved  to  the  job  in  the  fol- 
lowing two  days.  This  equipment 
walked  in  from  Likely  to  the  levee  in 
7  hours  due  to  tlie  rapidly  improving 
bulldozer  trail  with  favorable  weather 
conditions  prevailing. 

NARROW    ESCAPES 

The  assistance  of  the  Division  of 
Highways  was  enlisted  to  improve  an 
old  wagon  road  leading  from  Made- 
line to  the  tunnel  portal  at  the  west 
end  of  Tule  Lake  Reservoir.  This 
made  it  possible  for  camp  equipment 
and  supplies  to  be  delivered  by  truck 
at  the  tunnel  portal  and  transported 
by  motor  boats  six  miles  across  the 
reservoir  to  the  Cedar  Creek  levee. 
A  strong  wind,  which  prevailed  for 
the  duration  of  the  work,  caused  the 
boat  trip  to  be  somewhat  hazardous. 
One  boat  capsized  with  two  operators 
and  a  load  of  equipment  and  supplies. 
The  operators,  who  were  equipped 
with  life  preservers,  swam  safely 
ashore.  Most  of  the  load  was  lost  in 
the  reservoir  but  the  boat,  which  was 
equipped  with  two  outboard  motors, 
was  saved. 

The  work  of  raising  and  widening 
the  Cedar  Creek  levee  was  completed 
and  the  emergency  was  over  on  May 
19th.     The  levee  was  raised  an  addi- 


tional height  of  6^  feet  and  was  wid- 
ened 30  feet  by  bulldozing  a  berm  in 
the  water  across  the  front  face.  The 
length  of  the  levee  was  increased  from 
600  to  1050  feet.  The  total  addi- 
tional earth  placed  in  the  levee  was 
15,000  cubic  yards.  Working  con- 
ditions were  extremely  adverse  for 
efficient  operation,  the  average  haul 
being  about  1400  feet.  Good  material 
would  be  readily  available  during  the 
dry-weather  season  if  the  reservoir 
was  partially  emptied. 

The  water  level  in  Tule  Lake  Res- 
ervoir continued  to  raise  until  June 
6th  at  which  time  it  was  higher  than 
the  top  of  more  than  400  feet  of  the 
old  levee.  All  seepage  through  the 
levee  was  cut  off  by  the  berm  thrown 
across  the  front  face.  The  dam  is 
considered  safe  for  the  summer  sea- 
son, but  certain  additional  work  will 
be  required  to  be  done  by  the  owner 
before  fall  to  permanently  eliminate 
anv  hazard  from  this  source. 


PORTERVILLE  OPENS  NEW 
HIGHWAY 

(Continued   from   page   9) 

Mayor  Charles  Cummings  opened 
the  dedicatory  ceremonies  and  intro- 
duced James  Fauver,  chairman  of  the 
Tulare  County  Water  Commission,  as 
master  of  ceremonies.  Rev.  J.  A. 
IMilligan  delivered  an  invocation. 
Brief  addresses  were  delivered  by 
Director  Kelly,  Mr.  Hopkins,  Com- 
missioner Hart,  Commissioner  Judah 
and  Supervisor  Woollomes. 

Two  charming  Porterville  girls. 
Miss  Betty  Jones  and  l\Iiss  Joan 
Berry  assisted  Director  Kelly  in  cut- 
ting "the  ribbon  stretched  across  the 
new  roadway. 


SAFETY  CONFERENCE  TO  MEET 
The  Western  Safety  Conference,  compris- 
ing officials  and  groups  interested  in  the 
cause  of  traffic,  home,  industrial,  and  pub- 
lic safety  generally,  will  he  held  in  Los  An- 
geles at  the  Ambassador  Hotel,  September 
12-16,  inclusive. 

It  is  announced  that  the  conference  will 
cooperate  in  creating  a  safety  program  that 
will  greatly  aid  in  reducing  accidents  and 
the  death  toll  on  highways,  in  the  home  and 
in  industry  generally. 


California  Hightvays  and  Public  Works  (July  19;  s) 


[Twenty-five] 


DIVISION  OF 


WATER  RESOURCES 


.#f^^ff4r?:4''^»^s^^^^'^?iJTTTiiT\v 


OFFICIAL  REPORT 

FOR  THE  MONTH  OF 

June,  1938 

EDWARD  HYATLlfate  Ensineer 


THE  Division  of  Water  Re- 
sources representing  the  De- 
partment of  Public  Works  has 
continued  investio-ations  of  applica- 
tions for  allotments  from  money  ap- 
propriated to  the  Emer<>en<'y  Fund 
by  Chajiter  11,  Statutes  of  1938, 
Extra  Session,  for  the  restoration  of 
public  proj)erty,  levees,  flood  control 
works,  county  roads  and  bridges, 
damaged  by  recent  floods  throughout 
the  State,  ])ursuant  to  instructions 
from  the  Director  of  Finance.  About 
200  applications,  applving  for  more 
than  $20,000,000  have  been  received. 
Investigations  of  most  of  these  ap- 
plications have  been  made  and  re- 
ports on  many  of  them  have  been 
prejiared  and  others  are  now  in  prep- 
aiation.  Rejiorts  and  recommenda- 
tions on  these  ajiplications  are  being 
made  by  this  Division  and  the  State 
Reclamation  Board  to  the  Director 
of  Finance  and  eighty-three  of  such 
reports  have  been  issued.  Alloca- 
tions totaling  $1,901,200  have  been 
ajijiroved  by  Governor  ]\Ierriam  and 
allotments  totaling  $l,r)(i3,100  have 
already  been  made  for  the  flood  dam- 
age repair  work  pursuant  to  the  re- 
ports of  the  Division  and  the  State 
Reclamation  Board. 


IRRIGATION    DISTRICTS 


A  petition  for  the  formation  of  Delano- 
Earlimart  Irrigation  District  was  presented 
to  the  Board  of  Supervisors  of  Tulare 
Count.v  and  a  copy  filed  in  this  office  June 
15.  1938.  The  proposed  new  district  em- 
liraces  an  area  of  some  30,000  acre«  located 
'J~>  miles  north  of  Bakersfield  on  the  line  of 
tlie  Friant  Kern  Canal  of  the  Central  Valley 
Project. 

A  projmsal  to  organize  a  water  conserva- 
tion district  on  San  Luis  Rey  Kivcr  for  tin- 
purpose  of  constructing  storage  at  the  Bon- 
sall  reservoir  site  is  being  sponsored  by  Fall- 
brook  and  Vista  irrigation  districts  in  co- 
operation with  the  cities  of  Oceanside  and 
Carlsbad   in   San   Diego   County. 

Projects  under  way  in  the  Lindsay-Strath- 
iiiorc  Irrigation  District  include  extensive 
replacement  of  existing  disstribntion  pipe 
lines  which    have  been   in   service   for  more 


I  Twenty-six] 


than  twenty  years.  Requests  for  approval 
of  expenditures  of  iiSlO.OOO  for  this  purpose 
and  of  .f 4.000  for  purchase  of  additional  land 
was  reported  upon  to  the  Securities  Commis- 
sion  during   the   month. 

Appointment  of  a  new  director  in  Buena 
Vista  Water  Storage  District  in  Kern 
County  was  made  on  .Tune  7,  193S,  to  fill  a 
vacancy  on  the  Board  caused  by  resignation 
of  one  of  the  members. 


SUPERVISION  OF  DAMS 


Applications  for  the  repair  of  Littlerock 
Dam,  Pacoima  Dam,  San  Dimas  Dam  have 
been  received  and  approved.  The  applica- 
tion for  repair  of  the  Fairmount  Dam  in 
the  City  of  Riverside  was  approved  and 
construction  work  has  started. 

The  application  for  the  construction  of 
the  Suttenfield  Dam  at  the  Sonoma  State 
Home  was  received  and  approved  and  the 
application  for  the  construction  of  the 
Charles  Lee  Tilden  Park  Dam  has  been 
revised  and  resubmitted  for  approval. 


SACRAMENTO-SAN   JOAQUIN 
WATER  SUPERVISION 


The  field  work  of  this  office  is  now  going 
forward  on  the  regular  summer  schedule  and 
all  points  of  diversion  are  being  visited  and 
measurements  of  the  diversions  made. 

Substantial  progi-ess  is  being  made  in  com- 
piling the  annual  mimeograph  report  and 
it  should  be  completed  during  the  coming 
month.  This  will  show  the  amount  of  water 
diverted  from  and  returned  to  streams  in  the 
Sacramento-San  Joaquin  territory.  It  will 
ahso  show  the  amount  of  land  irrigated,  flow 
in  the  stream  channels  and  the  rate  of  ad- 
vance and  retreat  of  salinity  in  the  delta. 

Tlie  stream  flow  into  the  delta  from  the 
Sacramento  Valley  has  shown  a  marked  de- 
crease but  the  flow  from  the  San  Joaquin 
continues  at  a  high  rate.  The  flow  of  the 
Sacramento  River  on  June  24th  was  about 
28,000  cubic  feet  per  second.  On  the  same 
day  the  flow  of  the  San  Joaquin  at  Lathrop 
was  18,000  cubic  feet  per  second.  On  the 
corresponding  date  last  year,  the  flows  were 
12,400  and  12..')00,  respectively. 


TOPOGRAPHIC    MAPPING 


Final  maps  of  the  Gorman,  Liebre,  Quail, 
.-uid  Bear  Trap  quadrangles  covering  areas 
in  northwestern  Los  Angeles  County  are 
now  available.  These  are  published  on  a 
•scale  of  1 :24,000  with  contour  intervals  of 


5  feet  and  25'  feet.  The  work  was  done  hy 
the  Geological  Survey  in  cooperation  witli 
Los  Angeles  County. 

Plan  and  profile  drawings  of  Sacrameiii.i 
River  from  Red  Bluff  to  Mile  05  and  Clear 
Creek  from  the  confluence  to  French  Bluff 
are   now   available.     These  are   published   in 

6  sheets  with  a  horizontal  scale  of  1 :31,<Jso 
and  the  vertical  scale  is  one  inch  equals  20 
feet. 

Advance  sheets  of  Sebastopol  quadrangle 
in  Sonoma  and  Marin  counties  are  now  avail- 
able. These  are  published  on  a  scale  of 
1  :4S,000  with  25  feet  contours.  The  last 
named  is  a  cooperative  sheet. 


WATER    RIGHTS 


Nineteen  applications  to  appropriate 
water  were  filed  last  month.  Ten  were 
denied,  thirteen  were  approved  and  the  rights 
under  three  applications  were  confirmed  by 
the  issuance  of  license. 


CALIFORNIA  COOPERATIVE 
SNOW   SURVEYS 


With  the  opening  up  of  the  mountain 
roads  during  the  past  month,  the  snow  sur- 
veying equipment  that  had  been  kept  in  the 
shelter  houses  during  the  winter  was 
gathered  and  collected  at  convenient  central 
locations.  It  is  now  being  repaired  and  put 
in  good  shape  and  will  be  stored  away  for 
distribution  to  the  shelter  cabins  again  next 
fall. 

Work  in  the  office  has  continued  ;  forecasts 
previously  made  have  been  given  a  final 
check  and  forecasts  not  regularly  published 
have  all  been  predicted  from  the  data 
gathered  during  the  winter.  Snow-pack 
runoff  ctu-ves  are  being  revised  and  brought 
forward  and  supporting  data  gathered  during 
the  last  autumn  and  winter  are  being  re- 
viewed and  put  into  shape  for  permanent 
filing. 


CENTRAL  VALLEY    PROJECT 


Work  was  continued  by  the  Division  of 
Water  Resources,  representing  the  Water 
Project  Authority  of  the  State  of  California, 
on  engineering  studies  in  connection  with  the 
Central  Valley  Project  which  are  being 
carried  on  under  a  cooperative  work  agree- 
ment with  the  U.  S.  Bureau  of  Reclamation. 
These  studies  have  comprised  the  obtaining 
of  data  to  be  used  in  connection  with  nego- 
tiations for  the  acquisition   of  water  rights. 


(July  19}  s)  California  Hightvays  and  Public  Works 


BUTTE  COUNTY— Between  6  miles 
south  and  1  mile  south  of  Paradise,  about 
4.6  miles  in  length,  a  graded  roadbed  to  be 
constructed.      District     III      Feeder     roads. 

!  Fredericksen  &  Westbrook,  Lower  Lake, 
$43,570;  Claude  C.  Wood,  Stockton,  $44,610; 

(  M.  J.  Rudd.v,  Modesto,  $45,771 ;  George  K. 
Thompson  &  Co.,  Los  Angeles,  $49,061 ;  Hem- 
street  &  Bell,  Marysville,  $50,865 ;  Johnston 
Rock  Co.,  Inc.,  Stockton,  $62,635 ;  Ralph  A. 
Bell,  Monrovia,  $79,955.  Contract  awarded 
to  Chas.  L.  Harney,  San  Francisco,  $38,- 
330. 

CALAVERAS  COUNTY— Between  2.5 
miles  East  of  Valley  Springs  and  San  An- 
dreas, about  5.9  miles  in  length  to  be  sur- 
faced with  gravel  and  plant-mixed  .surfacing. 
District  X,  Route  24.  Section  B.  Claude  C. 
Wood,  Stockton,  $57,386;  Lee  .1.  Immel, 
Berkeley,  $63,398 ;  Pacific  States  Const.  Co., 
San  Francisco,  $63,489;  Hanrahan  Co.  Red- 
wood City,  $63,088 ;  Union  Paving  Co.,  San 
Francisco,  $69,250;  Independent  Construc- 
tion Co.  Ltd.,  Oakland,  $71,622;  Mountain 
Const.  Co.,  Sacramento,  $73,906.  Contract 
awarded  to  Piazza  &  Huntley,  San  Jose, 
$54,071.90. 

CALAVERAS  COUNTY— Two  concrete 
bridges,  one  across  Haupt  Creek  and  the 
other  across  North  Fork  of  Calaveras  River. 
at  point  about  4.0  and  7.5  miles  East  of 
Valley  Springs.  District  X,  Route  24,  Sec- 
tion B.  Valley  Constr.  Co.,  San  Jose,  $43,- 
(1121 ;  Campbell  Construction  Co.,  Sacramento, 
.'^4!>.296;  Williams  Bros.,  &  Haas  Inc.,  San 
I'raneisco,  $52,056;  Chas.  L.  Harney,  San 
Francisco,  $52,344 ;  Mountain  Const.  Co., 
S:icramento,  $52,488;  S.  A.  Cummings,  San 
iMogo,  .$52,890;  B.  A.  Howkins  &  Co.,  San 
iM-ancisco,  $58,274;  A.  Soda  &  Son,  Oakland, 
>:.'.s.352 ;  J.  S.  Metzger  &  Son,  Los  Angeles, 
••<.".'. •.791;  Palo  Alto  Road  Materials  Co.,  Palo 
.\Uo.  $59,818.  Contract  awarded  to  F. 
Knus.  Stockton,  .$41,679.50. 

LOS  ANGELES  COUNTY— Construction 
iif  sewers,  manholes,  junction  chambers  and 
flush  tank  in  South  Pasadena  between  Ar- 
royo Drive  and  Meridian  Avenue.  District 
VII,  Route  205,  Section  South  Pasadena. 
K.  L.  Flemming  &B.  O.  Zaich,  Los  Angeles, 
$7„562;  Artuckovich  Bros.,  Hynes,  $7,689; 
Gogo  &  Rados,  Los  Angeles.  $8,369;  Sutalo 
&  Ramljik,  Los  Angeles,  $7,112;  Peter  S. 
Tnmich,  Los  Angele.s,  $8,305';  Cul.iak  & 
Zrlko.  Los  Angeles.  $7,2.53;  Radich  &  Brown. 
1  .«  Angeles,  $7,338;  J.  E.  Haddock,  Ltd., 
I'Msadena,  $7,.3.30;  M.  P.  Kemper,  Lo.s  An- 
K.lfs,  $6,049;  P.  &  J.  Artukovich,  Los  An- 
geles, ,$6,548;  R.  A.  Wattson,  Los  Angeles, 
•'?S.274;  Jack  T.  Cantella.  Los  Angeles, 
s^.l25:  Griffith  Co.,  Los  Angeles,  $7,329; 
.1,  L.  Kruly,  Los  Angeles,  $8,379;  Bebek  & 
I'.ikich.  Los  Angeles,  $7,189.  Contract 
nw.uded  to  V.  C.  K.  Const.  Co.,  Los  Angeles. 

.'<(;.oi5.n5. 

:MERCED  COUNTY— Between  5.7  miles 
southerly  and  Merced,  about  5.7  miles  in 
!•  n^th  to  be  graded,  portions  to  be  paved 
with  P.  C.  C.  and  A.  C.  Portions  to  be  sur- 
I  Mid  with  plant-mixed  surfacing  on  un- 
tiiated  cru.shed  gravel  or  stone  and  rein- 
toned  concrete  bridges  to  be  constructed. 
1  >istrict  X.  Route  4,  Section  A.  Union  Pav- 
ing Co..  San  Francisco,  $372,508;  Griffith 
<'o.,  Los  Angeles,  $358,414;  Macco  Const. 
I'o.,  Clearwater,  $337,328;  United  Cone. 
I'il.p  Corp..  Los  Angeles,  $384,606;  Freder- 
olvsen  &  Westbrook.  Lower  Lake,  $358,636; 
Warren  Southwest,  Inc.,  Los  Angeles,  $369,- 
o';r, ;  Chas.  L.  Harney,  San  Francisco,  $396,- 
'^^><.  Contract  awarded  to  Hanrahan  Co., 
S:in  Francisco,  $3,35,324.20. 


MERCED  COUNTY— Reinforced  concrete 
bridge  to  be  constructed  across  North  Branch 
Mud  Slough  about  5.2  miles  East  of  Gustine. 
District  X.  Route  122,  Section  A.  J.  S. 
Metzger  &  Son..  Los  Angeles,  $13,813  ;  Palo 
Alto  Road  Materials  Co.,  Palo  Alto,  $13,208; 
Franzini  &  Fredenburg,  San  Rafael,  $12,- 
(MJ9;  F.  Kaus,  Stockton,  $14,438.  Contract 
awarded  to  M.  A.  Jenkins.  Sacramento,  $11,- 
982. 

MONTEREY  COUNTY— Salinas  River 
Bridge  approaches  at  Soledad,  about  1.0 
mile  in  length  to  be  graded  and  paved  with 
Portland  cement  concrete.  District  V,  Route 
2,  Section  D.  N.  M.  Ball  Sons,  Berkeley, 
$52,755 ;  Fredericksen  &  Westbrook,  Lower 
Lake,  $57,015 ;  Louis  Biasotti  &  Son,  Stock- 
ton, $58,414.  Contract  awarded  to  Granite 
Constr.   Co.,   Ltd.,   Watsonville,   $44,566. 

ORANGE  COUNTY— Near  Galivan, 
about  1.2  miles  in  length  to  be  graded  and 
surfaced  with  plant-mixed  surfacing.  Dis- 
trict VII.  Route  2,  Section  A,B.  Ralph  A. 
Bell,  Monrovia,  $69,204;  Daley  Corp..  San 
Diego,  $56,316 ;  A.  S.  Vinnell  Co..  Alhambra, 
$65,736;  Sully  Miller  Contr.  Co.,  Long 
Beach,  $67,961 ;  Martin  Bros.  Trucking  Co., 
Long  Beach,  $62,521 ;  Winston  Bros.  Co., 
Los  Angeles,  $74.142 ;  Gibbons  &  Reed  Co., 
Burbank,  $72,496;  Claude  Fisher  Co..  Los 
Angeles,  $64,271;  Macco  Const.  Co.,  Clear- 
water, $56.101 ;  Basich  Bros.,  Torrance,  $56,- 
540;  C.  R.  Butterfield-Kennedv  Co.,  San 
Pedro,  $57,900;  S.  Edmondson  &  Sons,  Los 
Angeles,  $67,408;  George  J.  Bock  Co.,  Los 
Angeles,  $64,572;  C.  O.  Sparks  &  Mundo 
Eng.  Co.,  Los  Angeles,  $65,638 ;  Dimmitt  & 
Taylor,  Los  Angeles.  $59.393 ;  Radich  & 
Brown,  Los  Angeles,  $72,063 ;  Triangle  Rock 
&  Gravel  Co.,  San  Bernardino.  .$71,403; 
Oswald  Bros.,  Los  Angeles,  .$5'6.S12;  Grif- 
fith Co.,  Los  Angeles,  $61.731 ;  J.  A.  Had- 
dock Ltd.,  Pasadena,  $57,612;  Clyde  W. 
Wood,  Los  Angeles,  $65,281;  United  Cone. 
Pipe  Corp.,  Los  Angeles,  $58,882.  Contract 
awarded  to  V.  R.  Dennis  Const.  Co..  San 
Diego,  $52,996.50. 

PLUMAS  COUNTY— Between  southeriy 
boundary  and  Vinton,  about  7.4  miles  in 
length  to  be  graded  and  penetration  oil  treat- 
ment applied.  District  II,  Feeder  Roads. 
Fredericksen  &  Westbrook.  Lower  Lake.  $43,- 
566;  Embleton-Schumacher  Co..  Albany, 
$44,199:  Ishell  Const.  Co.,  Reno,  Nev.,  .$44,- 
700:  Cl.-in.l..  r.  Wood.  Stockton,  $45,217; 
M.  J.  Ruddy,  :\I,«losto,  $47.,5.34  :  Clifford  A. 
Dunn.  Klamath  Falls,  Ore..  $47,876;  Geo. 
Pollock  Co..  Sacramento,  $49,436;  Mountain 
Const.  Co.,  Sacramento,  $52,.366;  Chas.  L. 
Hame.v,  San  Francisco.  $53.1.56 ;  Union  Pav- 
ing Co..  San  Francisco,  $55,739;  Geo.  K. 
Thompson  &  Co..  Los  Angeles.  $60,923. 
Contract  awarded  to  Hanns  Bros.,  Susan- 
ville,  .$43,077.40. 

PLUMAS  COUNTY— Bridges  at  Rock 
Creek.  Chipps  Creek  and  Yellow  Creek  and 
a  culvert  at  Little  Indian  Creek  to  be  con- 
structed and  about  0.25  mile  of  roadway  to 
be  graded.  Di.strict  II.  Route  21.  Sec!  A. 
A.  Soda  and  Son,  Oakland,  $71,584.  Con- 
tract awarded  to  Campbell  Construction  Co., 
Sacramento,  .$63,891. 

SANTA  BARBARA  COUNTY— Between 
Los  Ohvos  and  Zaca  about  3.0  miles  in 
length  to  be  graded  and  surfaced  with  im- 
Iiorted  borrow  and  road-mix  surface  treat- 
ment applied.  District  V.  Route  80.  Section 
A.  J.  E.  Haddock,  Ltd.,  &  Crow  Bros.. 
Con.st.  Co.,  Pasadena.  ,$65,575;  N.  M.  Ball 
Sons,  Berkeley,  $67,592;  M.  J.  Ruddv.  Mo- 
desto, $62,934 ;  A.  S.  Vinnell  Co.,  Alh.ambra, 
$&5,692;    Basich    Bros..   Torrance,   $67,078; 


George  K.  Thompson  &  Co.,  Los  Angeles, 
$68,795;  Oswald  Bros.,  Los  Angeles,  $69,- 
116;  Gibbons  &  Reed  Co.,  Burbank,  $69,980; 
Guerin  Bro.s.,  San  Francisco,  $71,613 ;  C.  R. 
Butterfield-Kennedy  Co.,  San  Pedro,  $73,- 
856;  United  Concrete  Pipe  Corp.,  Los  An- 
geles, $74,630 ;  Dimmitt  &  Taylor,  Los  An- 
geles, $80,899;  C.  O.  Sparks  &  Mundo  Eng. 
Co.,  Los  Angeles,  $90,176.  Contract  awarded 
to  Macco  Const.  Co.,  Clearwater,  $61,264.55. 
SAN  LUIS  OBISPO  COUNTY— Between 
Summit  and  3  miles  south  of  Paso  Robles, 
2  timber  bridges  and  a  corrugated  multi- 
plate  culvert,  to  be  constructed  and  about 
0.3  mile  of  roadway  to  be  graded  and  road- 
mix  surface  treatment  applied.  District  V, 
Route  33,  Section  E.  Robert  B.  McNair, 
Oakland.  $24,239;  Franzini  &  Predenberg, 
San  Rafael,  ,$26,020;  Granite  Construction 
Co.,  Ltd.,  Watsonville,  $26,594;  S.  A.  Cum- 
mings, San  Diego.  $27,706;  L.  A.  Brisco, 
Arroyo  Grande,  $27,914 ;  Rexroth  &  Rexroth, 
Bakersfield,  $28,784;  R.  R.  Bishop.  Long 
Beach,  $29,040;  Albert  H.  Siemer  &  John 
Carcano,  San  Anselmo,  $31,332.  Contract 
awarded  to  E.  G.  Perham,  Los  Angeles,  $21,- 

SHASTA  COUNTY— At  0.8  mile  east  of 
Bella  Vista  and  between  Seamen's  Gulch  .and 
6.3  miles  east  of  Ingot,  about  7.7  miles  in 
length,  to  be  graded  and  surfaced  with 
crusher  run  base  and  salvaged  surfacing 
base,  and  R.  C.  Box  Culvert  to  be  con- 
structed. District  II,  Route  28,  Section 
A.B.  Clifford  A.  Dunn,  Klamath  Falls, 
Ore.,  $89,700;  Pacific  States  Construction 
Co.,  San  Francisco,  $94,866;  N.  M.  Ball 
Sons,  Berkeley,  $99,442;  Mountain  Const. 
Co.,  Sacramento,  $117,185.  Contract 
awarded  to  C.  W.  Caletti  &  Co.,  San  Rafael, 
$80,095.45. 

TRINITY  COUNTY— At  various  loca- 
tions between  Big  Bar  and  Junction  City 
about  4.1  miles  in  length  to  be  graded  and 
surfaced  with  road  mix  surfacing  and  pene- 
tration oil  treatment.  District  II.  Route  20, 
Sections  E.F.  Harold  Smith.  St.  Helena, 
$89,224;  N.  M.  Ball  Sons.  Berkeley.  $106,- 
280.  Contract  awarded  to  Young  &  Son  Co., 
Ltd.,  Berkeley,  $87,874.60. 

TRINITY  COUNTY— Between  1  mile 
southwest  of  Hayfork  and  i  mile  east  of 
Duncan  Creek,  about  2.2  miles  in  lengtli.  to 
be  graded,  imported  surfacing  material  placed 
and  penetration  oil  treatment  applied.  Dis- 
trict II,  Route  35,  Section  B.  Young  & 
Son  Co.,  Ltd.,  Berkeley,  $19,805;  Helwig 
Const.  Co.,  Sebastopol,  $21,773;  N.  M.  Ball 
Sons,  Berkeley.  $22,393;  Harold  Smith,  St. 
Helena,  $22,763;  Lee  J.  Immel,  Berkelev, 
$24,648;  Piazza  &  Huntley,  San  Jose,  $22,- 
807  ;  Geo.  Pollock  Co.,  Sacramento,  .$24,902 ; 

A.  Soda  &  Son.  Oakland,  $33,613.  Contract 
awarded  to  Harms  Bros.,  Susanville,  $19,- 
739. 

YUBA  COUNTY— At  Dry  Creek  about 
13  miles  east  of  Marysville.  a  reinforced  con- 
crete bridge  to  be  constructed  and  about  0.2 
mile  of  roadbed  to  he  graded  and  seal  coat 
applietl.     District  III,  Route  15.  Section  A, 

B.  Hemstreet  &  Bell,  Marysville,  $50,681; 
Campbell  Constniction  Co.,  Sacramento,  $53,- 
606;  C.  W.  Caletti  Co.,  San  Rafael,  $55,- 
081 ;  Holdener  Constniction  Co.,  Sacramento, 
.$56.273 ;  J.  S.  Metzger  &  Son..  Los  Angeles, 
$.56,850;  J.  M.  Walker.  Berkeley,  $61,959. 
Contract  awarded  to  Valley  Construction 
Company,  San  Jose,  $49,734. 


A  business  genius  is  a  man  who  knows 
tho  difference  between  being  let  in  on  a 
deal  and  taken  in  on  one. 


California  Highways  and  Public  Works 


(July  19}  S) 


[Twenty-seven  ] 


jther  view  of  the  Big  Creek  Bridge   being  constructed  on  Carmel-San  Simeon  Highway 


B13  Creek  Bridge  is  Unique 


When  there  is  an  unbalanced  live 
load,  sucli  as  a  heavy  truck  on  one 
end  of  the  bridge,  this  unbalanced 
load  is  supported  by  transmitting  the 
stresses  through  the  eye  bars  to  the 
main  piers,  which  are  designed  to 
take  care  of  such  unbalanced  live  load. 

SPAN   WILL  REVOLVE 

From  the  ends  of  the  cantilever 
spans  are  two  short  girder  spans  34- 
feet,  6-inches  long,  which  rest  on  the 
ground  and  are  fastened  to  the  main 
structure  by  hinges.  This  arrange- 
ment is  provided  so  that  if  the 
ground  should  move  the  span  will 
revolve  about  the  hinge,  and  there 
will  be  no  ill  effect  on  the  main  struc- 
ture. 


(Continued  from  page  24) 

The  concrete  in  the  arch  ribs  was 
supported  on  timber  falsework  built 
according  to  accepted  practice.  How- 
ever, instead  of  using  a  higiiline  for 
erecting  falsework  and  transporting 
materials,  the  contractor  utilized  the 
falsework  to  support  a  runway  for 
workmen  and  concrete  buggies  at  the 
elevation  of  the  roadway. 

During  the  heavy  storm  last  winter, 
the  wind,  which  reached  a  velocity 
of  over  70  miles  per  hour,  blew  down 
the  timber  falsework,  of  which  about 
80  per  cent  was  in  place.  This  acci- 
dent delayed  the  time  of  completion. 

SMOOTH  CONCRETE  SURF.4.CES 

For  the  forms  the  contractor  elected 
to    use    pl.vwood. 


column    forms 


All    the    rib    and 
were    laid    out    accu- 


rately on  the  ground  and  later 
erected  in  place.  The  use  of  plywood 
accompanied  by  this  careful  proced- 
ure will  result  in  smooth  concrete 
surfaces  and  lines.  To  keep  construc- 
tion joints  to  a  minimum,  the  arch 
columns  were  poured  the  full  length 
in  one  operation  in  order  to  obtain  a 
smooth  concrete  surface  without  un- 
sightly joints.  Because  of  the  prox- 
imity to  the  ocean,  and  the  deteriorat- 
ing effect  of  salt  water  and  air,  great 
care  was  taken  in  designing  the  con- 
crete mix  to  secure  as  derise  and 
strong  a  concrete  as  possible. 

The  Big  Creek  Bridge,  costing  ap- 
proximately $146,000,  will  be  com- 
pleted about  September  1st.  C.  0. 
Sjiarks  and  ilundo  Engineering  Com- 
jiauy  are  the  contractors. 


This  drawing  shows  construction  plan  of  unusual   Big    Creek  Bridge  now  being  built  by  Division  of  Highways 


|Twenty-eighf.| 


(July  i9}8)  California  Hightvays  and  Public  Works 


STATE  OF  CALIFORNIA 


Department  of  Public  Works 

Headquarters:   Public  Works  Building,  Twelfth  and  N  Streets,  Sacramento 


PRANK  F.  MERRIAM Governor  EARL  LEE  KELLY Director 

HARRY  A.  HOPKINS Assistant  Director  EDWARD  J.  NERON Deputy  Director 


CALIFORNIA  HIGHWAY  COMMISSION 


H.  K.  JUDAH,  Chairman,  Santa  Cruz 

PHILIP  A.  STANTON,  Anaheim 

PAUL  G.  JASPER,  Fortuna 

WILLIAM  T.  HART,  Carlsbad 

ROBERT  S.  REDINGTON,  Los  Angeles 

JULIEN  D.  ROUSSEL,  Secretary 


DIVISION  OF  HIGHWAYS 


C.  H.  PURCELL,  State  Highway  Engineer 

G.  T.  McCOY,  Assistant  State  Highway  Engineer 

J.  G.  STANDLEY,  Principal  Assistant  Engineer 

R.  II.  WILSON,  Office  Engineer 

T.  E.  STANTON,  Materials  and  Research  Engineer 

FRED  J.  GRUMM,  Engineer  of  Surveys  and  Plans 

R.  M.  GILLIS,  Construction  Engineer 

T.  H.  DENNIS,  Maintenance  Engineer 

F.  W.  PANHORST,  Bridge  Engineer 

V.  CAMPBELL,  Engineer  of  City  and  Cooperative  Projects 

R.  H.  STALXAKER.  Equipment  Engineer 

J.  AV.  VICKREY,  Safety  Engineer 

E.  R.  HIGGINS,  Comptroller 

DISTRICT  ENGINEERS 

E.  R.  GREEN  (Acting),  Distiict  I,  Eureka 

F.  W.  HASELWOOD,  District  II,  Redding 
CHARLES  H.  WHITMORE,  District  III,  Marysville 

JNO.  H.  SKEGGS,  District  IV,  San  Francisco 

L.  H.  GIBSON,  District  V,  San  Luis  Obispo 

E.  T.  SCOTT  (Acting),  District  VI,  Fresno 

S.  V.  CORTELYOU,  District  VII,  Los  Angeles 

E.  Q.  SULLIVAN,  District  VIII,  San  Bernardino 

S.  W.  LOWDEN   (Acting),  District  IX,  Bishop 

R.  B.  PIERCE,  District  X,  Stockton 

E.  E.  WALLACE,  District  XI,  San  Diego 

SAN    FRANCISCO-OAKLAND   BAY   BRIDGE 
C.  E.  ANDREW,  Bridge  Engineer 


DIVISION  OF  WATER  RESOURCES 


EDWARD  HYATT,  State  Engineer,  Chief  of  Division 

GEORGE  T.  GUNSTON,  Administrative  Assistant 

HAROLD  CONKLING,  Deputy  in  Charge  Water  Rights 

A.  D.  EDMONSTON,  Deputy  in  Charge  Water 
Resources  Investigation 

R,  L.  JONES,  Deputy  in  Charge  Flood  Control  and  Reclamati 

GEORGE  W.  HAWLEY,  Deputy  in  Charge  Dams 

SPENCER  BURROUGHS,  Attorney 

EVERETT  N.  BRYAN,  Hydraulic  Engineer  Water  Rights 

GORDON  ZANDER,  Adjudication,  Water  Distribution 


DIVISION  OF  ARCHITECTURE 


GEORGE  B.  McDOUGALL,  State  Architect,  Chief  of  Division 

P.  T.  POAGE,  Assistant  State  Architect 

W.  K.  DANIELS,  Assistant  State  Aroliitect 

HEADQUARTERS 

H.  W.  DeHAVEN,  Supervising  Architectural  Draftsman 

C.  H.  KROMER,  Principal  Structural  Engineer 

CARLETON  PIERSON,  Supervising  Specification  Writer 

J.  W.  DUTTON,  Principal  Engineer,  General  Construction 

W.  H.  ROCKINGHAM,  Principal  Mechanical  and  Electrical 
Engineer 

C.  E.  BERG,  Supervising  Estimator  of  Building  Construction 


DIVISION  OF  CONTRACTS  AND  RIGHTS  OF  WAY 


C.  C.  CARLETON,  Chief 

CLARENCE  W.  MORRIS.  Attorney,  San  Francisco 

FRANK  B.  DURKEE,  Attorney 

C.  R.  MONTGOMERY.  Attorney 

ROBERT  E.  REED.  Attorney 


DIVISION  OF  PORTS 


Port  of  Eureka— E.  S.  MACKINS.  Sui\ 


59006      7-:i8      17,000 


Return    postage   guaranteed. 

PM:    If  addressee  has  moved 

notify  sender  on 

Form  3547 

Division   of    Highways 

P.  O.   Box  1499 
Sacramento,  California 


Sea 


ttlc   Putlic    I.Ibi^aiVi 
Seattle, 


SEC.  562  P.  L.  &  R. 
U.  S.  POSTAGE 

PAID 

Sacramento,  Cal. 
Permit  No.  152 


MAP  OF 

CALIFORNIA 

SHOWING 

UNITED  STATES  AND  STATE 
NUMBERED  HIGHWAYS 


„ 

Staliile  Miles 

LEGEND 

^ 

;..A.t  n,unnn,3 

■"G-:zz. 

•STATt  HIGHWAYS- NOT  C0N5TBUCTF 

SAN  FRANCISCO  AND  VICINITY 


JiTFORKm 

Viq^^S  AND  PUBLIC  WORKS 


tl* 


CALIFORNIA  HIGHWAYS  AND  PUBLIC  WORKS 

Official  Journal  of  the  Division  of  Highways  of  the  Department  of  Public  Works,  State   of  California 

EARL  LEE  KELLY,  Director     C.  H.  PURCELL,  State  Hishway  Ensineer    JOHN  W.  HOWE,  Editor    K.  C.  ADAMS,  Associate  Editor 

Published  for  Information  of  the  members  of  the  department  and  the  citizens  of  California 

Editors  of  newspapers  and  others  are  piivileged  I3  use  matter  contained  herein.     Cuts  will  be  gladlv  loaned  upon  request. 
Address  communications  to  California  Hijhwavs  and  Public  Works,  P.  O.  Box  1499,  Sacramento,  California. 

Vol.16  AUGUST,  1938  No.  8 


Table  of  Contents 


Cover  Page — Construction  Scene  on  the  Echo  Summit  Relocation  of  U.  S.  50, 
Placerville-Lake  Tahoe  Highway 

Pagb 

Con.structioii  Work  Held  Up  by  Lack  of  Iliy;h\vay  Funds  in  Di.strict  III__         1 

By   Chas.   H.    Wliitmore.   nishirt   Enrjinecr 

Pictures  of  Poor  Roads  in  Di.strict  III 2-3 

Realigning'  Tahoe  Highway   Grade 4-6 

Illustration  Showing  Power  Shovel  ^Making  Final  Cut  on  Echo  Summit 

Relocation    5 

Highway  Commission  Head  Urges  Protection  of  Gas  Tax 7 

By  H.   R.  Judah,   Chairman   California   Highway   Commission 

Relation  of  Scientific  Engineering  to  Accident  Prevention — IllustrateiL.     8-9 

By  J.   W.   Vickrey,  Safety  Engineer,  Division  of  Highways 

New  Section  of  "Pinnacles  Route"  Highway  Formally  Opened 10 

By  Edward  J.  Neron,  Deputy  Director  of  PiMic  M'orks 

Pictures,  Map  and  Dedication  Group  of  "Pinnacles  Route"  Impr()vement-ll-12 
Traffic  Survey  Maps  Show  Homes,  Schools,  Gas  Stations,  etc 13 

By    T.    JT.    Dennis,   Maintenance    Engineer 

Two  Reduced  Sections  of  Planning  Survey  Maj)  of  Butte  County 14-15 

Widening  El  Camino  Real  in  Santa  Clara  County — Illustrated 16-17 

By    H.    S.    Payson.    Resident    Engineer 

Out  of  the  Mail  Bag 19 

Good  Roads  Bring  Visiting  Throngs  to  State  Fair 20 

State   Fair   Scenes    Pictured 21 

Coast  Highway  Along  Malibu  Reconstructed  With  Divided  Lanes 22 

By   Ralph   C.   Meyers,   Assistant   District    Office   Engineer 

San  Francisco-Oakland  Bay  Bridge  Traffic  Report  for  July 23 

Stalled  Motorists  Get  Quick  Aid  on  Bay  Bridge— Illustrated 24 

Decimal  Point  in  Wrong  Place  Causes  Gas  Tax  Shrinkage 25 

Monthly  Report  of  Division  of  Water  Resources 26 

Bids  and  Awards  of  Highway  Contracts  in  .Inlv 27-28 


Funds  Lacking  for  Requirements 
of  1300  Miles  of  State  Highways 
and  377  Bridges  in  District  I 


THE  rapid  increase  in  the  number  and  weight  of  motor 
vehicles ;  the  recent  doubling  of  the  mileage  in  the  State 
Highway  System ;  the  raising  of  standards  of  new  State 
highway  construction  to  provide  additional  safety  at  increased 
speed ;  the  public  demand  for  improved  service,  such  as, 
expansion  of  snow  removal  service,  traffic  stripes,  weed  control, 
roadside  planting,  etc. ;  and  the  decrease  in  funds  available 
for  use  on  State  highways  because  of  the  allocation  of  a 
portion  of  the  funds  to  the  cities  for  iise  on  city  streets  have 
created  a  serious  problem  which  is  now  confronting  this 
department. 

The  effect  of  the  decrease  in  finances  for  construction  pur- 
poses in  relation  to  the  needs  is  made  evident  by  many  miles 
of  highways  and  numerous  bridges  which  are  inadequate  to 
serve  traffic  requirements  properly. 

To  present  a  picture  of  the  State's  highway  problem  as  it 
exists  today,  the  District  Engineers  in  each  district  in  the 
highway  system  have  been  asked  to  report  on  the  conditions 
and  needs  in  their  respective  districts. 

The  following  is  a  report  by  District  Engineer  Charles  H. 
■V^Hiitmore  of  the  situation  as  it  exists  in  District  III : 

District  III  comprises  the  area  occupied  by  eleven  counties 
located  in  the  southerly  portion  of  the  Sacramento  River 
Valley  and  the  mountainous  section  between  the  valley  and 
the  Nevada  state  line ;  namely,  the  counties  of  Butte,  Colu.sa, 
El  Dorado,  Nevada,  Placer,  Glenn,  Sacramento,  Sierra,  Sutter, 
Yolo,  and  Yuba. 

The  mileage  of  State  highways  in  the  district  is  approxi- 
matel.y  1375  miles,  of  which  58  miles  are  within  the  limits  of 
incorporated  cities.  This  mileage  is  approximately  10  per  cent 
of  the  total  in  the  State  Highway  System. 

The  topography  of  District  III  is  such  that  we  have  valley, 
foothill,  and  mountain  roads.  Climatic  conditions  vary  from 
extreme  heat  in  the  valley  to  extreme  cold  and  snow  in  the 
mountain  areas. 

The  status  of  improvement  of  the  roads  in  the  district, 
I'xelusive  of  bridge  decks  and  city  streets,  is : 

26  miles,  or     2%,  unimproved  and  unoiled  earth  roads. 

13  miles,  or     1%,  unimproved  and  unoiled  gravel  roads. 
130  miles,  or  10%,  oiled  earth  roads  inferior  as  to  grade, 

alignment,  and  width. 
195  miles,  or  15%,  graveled  roads  with  oiled  surface. 
520  miles,  or  40%,  intermediate  type  of  surface. 
416  miles,  or  32%,  high  type  pavement. 

There  are  377  bridges  in  the  district  with  a  total  length  of 
50,700  lineal  feet,  or  9.6  miles.  Nine  of  these  bridges  are  of 
movable  span  type  over  the  Sacramento  River  and  seven  of 
them  require  operators  on  duty  at  all  times.  The  operation 
and  maintenance  cost  of  the  movable  span  type  is  approxi- 
mately $4,000  a  year  for  each  of  the  seven  operated  bridges. 
or  $28,000  a  year. 

There  are  142  railroad  grade  cro.ssings  and  45  grade  separa- 
tion structures  in  the  district.  Many  of  the  grade  crossings 
on  important  routes  are  extremely  hazardous  and  should  be 
eliminated.  Little  progress  has  been  made  in  eliminating 
grade  crossings  in  this  district  in  the  last  few  years.  Only 
one  Federal  grade  separation  project  has  been  allotted  to  this 
district,  construction  on  which  is  expected  to  start  soon. 


■^s^'Mr 


Construction 
Work  Held  Up 

By  Charles  H.  Whitmore 
District  Engineer,  District  III 


Obsolete  one-way  suspension  bridge  on  the  Mother  Lode 
highway  in  Placer  County.  (Below)  "Road  of  a  Thousand 
Curves"  on  Nevada  City- Downieville  Route  in   Nevada  County. 


Top — Steep  approach  on  curve  to  rail- 
road grade  crossing  on  Placer  County 
road.  Centei — Narrow  bridge  on  sharp 
curve  alignment  creates  hazardous  driving 
conditions  on  this  Nevada  County  high- 
way. Bottom — Narrow  bridge  between 
MarysvilJe  and  Yuba  City  with  restricted 
speed  for  loads  over  10  tons  occasions 
many   traffic  jams. 


We  have  six  State  highwa3-  routes 
crossing  the  Sacramento  River  and 
adjacent  low  lands.  Five  of  these 
routes  contain  sections  which  are 
submerged  during  flood  periods  most 
every  winter,  and  traffic  is  stopped 
entirely  or  is  required  to  pass,  sub- 
ject to  tratSe  control,  through  water 
for  distances  varying  from  a  few 
hundred  feet  to  a  mile  or  more. 

The  route  entering  Sacramento 
from  the  north  is  subject  to  overflow 
at  the  American  River,  and  flood 
gates  are  operated  to  prevent  water 
from  flooding  North  Sacramento. 
When  these  gates  are  closed  it  is 
necessary  to  detour  all  traffic  over 
unsatisfactory  roads.  The  route 
leading  from  Sacramento  to  Amador 
County  is  subject  to  overflow  at  the 
Cosumnes  River. 

Snow  removal  is  required  during 
normal  years  on  415  miles  or  30  per 
cent  of  the  highways  in  the  district. 
Tlie  average  yearly  cost  of  this  work 
is  about  $110,000,  or  approximately 
$220  a  mile.  During  the  past  winter 
we  had  a  total  snowfall  at  Donner 
Summit  of  approximately  600  inches, 
or  50  feet.  Our  cost  of  snow  re- 
moval was  approximately  $170,000, 
or  $400  a  mile. 

By  adding  the  average  cost  of 
snow  removal  and  maintenance  and 
operation  of  movable  span  bridges 
we  find  that  we  have  a  yearl.y  main- 
tenance cost  of  approximately  $138,- 
000,  or  $110  a  mile  for  all  roads  in 
the  district  which  we  are  obligated 
to  expend  for  service,  none  of  which 
may  be  considered  as  expenditure 
for  the  maintenance  of  the  surface 
or  roadside  of  the  1300  miles  of 
roads  in  the  district.  Most  of  the 
other  districts  do  not  have  as  many 
movable  span  bridges  or  as  extensive 
snow  removal  operations,  and  a 
greater  proportion  of  the  funds  al- 
lotted to  them  ma.y  be  expended  for 
repair  of  roads,  surfacing,  and  road- 
side improvement  than  is  possible  in 
District  III. 

All  the  earth,  gravel,  and  oiled 
earth  and  gravel  roads  are  inferior 
as  to  grade,  alignment,  and  width. 


lTw„, 


(August  19} s)  California  Highways  and  Public  Works 


Top— This  narrow,  obsolete  type  sub- 
way with  a  sharp  curve  approach  is  a 
driving  hazard  near  Roseville  on  U.  S. 
99- E.  Center — A  narrow  bridge  with  short 
sight  distance  makes  careful  driving 
necessary  on  this  section  of  U.  S.  99-W  in 
Yolo  County.  Bottom — Blind  vertical 
curve  to  narrow  bridge  on  Placer  County 
highway. 

They  should  be  improved  with  con- 
struction funds  in  order  to  serve 
traffic  properly. 

Of  the  intermediate  type  roads  90 
per  cent  needs  new  construction  or 
reconstruction  in  order  to  provide 
satisfactory  alignment,  grade,  and 
roadway  width  for  existing  traffic. 

Our  report  of  status  shows  416 
miles,  or  32  per  cent,  of  the  roads 
in  the  district  as  high  type  pave- 
ment. The  recording  of  that  fact 
without  explaining  would  be  mis- 
leading. There  are  approximately 
400  miles  of  highwaj^  in  the  district 
which  has  been  surfaced  with  Port- 
land cement  concrete  or  asphaltie 
concrete ;  however,  approximately 
280  miles,  or  70  per  cent,  of  the  400 
miles  listed  is  old  pavement  only  4 
and  5  inches  in  thickness,  12  and  15 
feet  wide,  on  poor  alignment,  blind 
vertical  curves  and  excessive  grades, 
and  was  constructed  from  15  to  20 
years  ago.  The  old  pavements  have 
been  made  usable  by  widening  with 
intermediate  tj^pe  surfacing  to  a  20- 
foot  width  and  placing  thin  bitumi- 
nous retreads  or  blankets  on  the  sur- 
face. Heavy  loads,  high  speed,  and 
pavement  deterioration  have  brought 
many  miles  to  a  state  of  near 
collapse. 

Bridge  construction  in  the  district 
is  not  keeping  up  with  requirements. 
Based  upon  bridge  deck  areas  66 
per  cent  of  the  bridges  are  obso- 
lete and  entirel.y  inadequate  to  serve 
traffic  demands  properly.  Narrow 
bridges  with  restricted  sight  dis- 
tances are  prevalent  on  main  routes 
of  travel. 

It  is  estimated  that  to  put  the 
roads  and  bridges  in  the  district  in 
condition  to  serve  present  traffic 
condition  would  require : 

537  miles   new   construction— $21,800,000 

590  miles  reconstruction 14,700,000 

1  50,700  lin.  ft.  bridges 7,500,000 


Total  required $44,000,000 

A  review  of  the  district's  expend- 
itures for  the  past  nine  years  shows 
construction  expenditures  varying 
from  a  low  of  $539,300  to  a  high  of 

(Continued  on  page  20) 

California  Hightvays  and  Public  Works  (/i»s«5<  ivfs) 


[Three] 


t^ 


J&l' 


'r-^Sm 

l*^i„'^m 

-'^■U 

i"  7  ^ 

^J^ 

^-  '»^] 

aH^BBHIMHMBMMlillll^^  ^ 

Partially  completed  highway  relocation   on  east  side  of  Echo    Summit.      Meyers   in  center  right  and   Lake  Tahoe  in  distance. 

Realigning  Tahoe  Highway  Grade 


IN  THE  Sierra  mountain  region  of 
El  Dorado  County  there  is  under 
construction  a  grading  contract 
of  a  short  but  important  unit  on  U.  S. 
Route  50.  It  is  a  relocation  of  the 
road  over  Echo  Summit  and  includes 
the  upper  part  of  Meyers  Grade,  on 
the  Placerville-Lake  Tahoe  Highway. 

The  revised  highway  departs  from 
the  existing  road  two  miles  east  of 
Phillips  Station,  trending  southeast- 
erly on  easy  grade  through  timbered 
land  to  a  small  pass  in  the  ridge  east 
of  the  existing  highway  summit,  at  a 
site  where  the  old  Hawlej^  Grade 
wagon  road  passed.  This  road  was 
built  in  1858  to  provide  a  shorter 
route  to  the  gold  country  and  was 
used  till  1861. 

From  the  Hawley  Grade  crossing 
the  current  construction  descends  on 
not  to  exceed  5.6  per  cent  grade  to  a 
point  on  the  present  Meyers  Grade 
below  the  switchbacks.  It  will  elimi- 
nate the  present  switchbacks,  poor 
curvature,  and  the  steep  grades  of 
11  per  cent  and  over  on  the  super- 
seded stretch.     Eventually  the  relo- 

[Four] 


would  fills  hold  and  in  these  places 
but  to  limit  extent. 

The  desire  to  keep  construction 
scars  to  the  minimum  on  this  recrea- 
tional route  influenced  design  and  af- 
fected construction  methods.  Cabins 
and  lodges  along  the  brink  of  the 
crest  above  the  highway  location  in- 
creased difficulties.  Careful  attention 
is  being  given  to  landscaping.  The 
contractors  are  Louis  Biasotti  &  Son 
and  John  Roeca. 

Although  completion  of  the  con- 
tract is  not  expected  until  the  fall  of 
1938,  the  present  status  of  the  job 
shows  excellent  results.  As  construc- 
tion operations  proceeded,  the  excava- 
tion lines  in  the  high  cutting  of  the 
fractured  rock  formation  east  of  the 
summit  have  in  general  held  un- 
usually close  to  neat  cross-section, 
avoiding  excessive  overbreak  and  re- 
sultant waste  scars. 

Careful  engineering  and  construc- 
tion work  are  evidenced.  Cement 
rubble  masonry  walls  maintain  sup- 
jiort  for  much  of  the  roadway  in 
critical  stretches,  with  design  of  these 

(Continued  on  page  6) 

(August  19J8)  California  Hightvays  and  Public  Works 


cation  will  be  extended  to  modernize 
the  entire  length  of  Meyers  Grade  to 
the  lake  valley. 

The  construction  of  this  2.3  mile 
unit  is  undertaken  as  a  National 
Forest  Highway  Project,  financed 
from  Forest  Highway  Funds.  The 
location  was  established  by  surveys  of 
the  State  Division  of  Highways  with 
final  plans  completed  by  the  U.  S. 
Bureau  of  Public  Roads,  under  whose 
jurisdiction  the  contract  is  conducted. 
The  construction  will  approximate 
an  expenditure  of  $303,000. 

West  of  the  summit  no  difficult  con- 
struction is  involved  in  obtaining  ex- 
cellent roadway  standards.  From  the 
summit  to  the  easterly  end  of  the  con- 
tract, one  mile,  the  work  passes 
through  irregular  rock  bluffs  that  top 
the  steep  slopes  high  above  the  valley 
floor.  On  tliis  jnile  tlu^  design  and 
construction  of  a  roadway  for  a  24- 
foot  crown  width  of  surface  present 
a  difficult  problem.  Solid  benching, 
retaining  walls  and  concrete  bridging 
were  the  practical  means  of  provid- 
ing roadway.    At  onl.v  several  places 


On  sheer  eastern  cliffs  of  Echo  Summit  power  shovel   is  making    final  cut  for  Meyers  grade  relocation.     Lake  Tahoe   in   distanc 


California  Highways  and  Public  Works  (August  19}  s) 


[Five] 


■J^> 


•f^%" 


,-       ^    '  .     .-* 


',^7  -' 


View   of   new   construction   on    Echo   Summit    looking   south   toward   Luther  Pass.     Arrows  indicate  portions  of  old   Hawley  Grade. 


features  well  in  keeping  with  the 
character   of   the   country   traversed. 

The  new  construction  will  be  a 
spectacular  section  of  the  Tahoe 
Highway.  Coming  from  the  west  the 
motorist  will  pass  from  an  avenue 
of  virgin  timber  to  a  vista  overlooking 
the  panorama  of  the  Lake  Tahoe 
basin.  The  transition  will  be  made 
over  a  sweeping  summit  curve, 
widened  and  safeguarded. 

The  descent  that  follows  will  be  on 


a  roadway  where  width,  curvature, 
grade  and  .sense  of  security  will  be  in 
marked  contrast  to  the  present  road. 
The  new  road  will  facilitate  main- 
tenance, especially  in  providing  rea- 
sonably safe  conditions  when  snow  re- 
moval is  required  to  keep  the  route 
open.  Similar  road  standards  will 
apply  when  the  entire  grade  can  be 
reconstructed  to  Meyers. 

Surface  treatment  is  not  included 
in    the   current   contract.      Provision 


for  this   item  will   be   made  by  the 
State. 

The  U.  S.  Bureau  of  Roads  officials 
in  charge  of  the  project  are :  L.  I. 
Hewes,  Deputy  Chief  Engineer ;  C.  H. 
Sweetser,  District  Engineer;  Levant 
Brown,  Senior  Highway  Engineer,  in 
charge  of  Forest  and  Park  roads  con- 
struction ;  E.  C.  Brown,  Senior  High- 
way Engineer,  as  Supervising  Engi- 
neer, and  M.  M.  Flint,  Resident 
Engineer. 


5cale  I"-  1500' 


Map  shows  how  relocated  route  will  eliminate  switchbacks  below  Echo  Summit  on  existing  Meyers  Grade  of  Tahoe  Highway. 


[Six] 


(Auguit  19}))  California  Highways  and  Public  Works 


Highway  Commission  Head  Urges 
Necessity  of  Protecting  Gas  Tax 

By  H.  R.  JUDAH,  Chairman,  California  Hishway  Commission 


GALIFORNIAJSrS  generally  are 
zealous  of  the  value  and  im- 
portance of  gasoline  tax  rev- 
enues. They  know  now  from  years 
of  experience  in  the  paying  of  the 
four  cents  per  gallon  excise  at  the 
pump,  that  there  has  been  created 
for  their  enjoyment  and  profit  out  of 
these  revenues  one  of  the  finest  sys- 
tems of  highways  the  world  has  ever 
seen,  with  its  completion  and  per- 
fection still  a  long  way  ofl*. 

There  is  no  question  but  what  the 
gasoline  tax  in  this  State  is  the  most 
popular  form  of  taxation  yet  devised 
and  for  a  use  that  is  equally  popu- 
lar— the  building  of  primary  and 
secondary  highways  and  bridges  and 
the  reconstruction  and  maintenance 
of  the  State  system  in  all  of  its  com- 
ponent parts. 

For  the  purpose  of  safeguarding 
this  splendid  system  of  financing  to 
bring  about  the  ultimate  perfection 
of  a  well  coordinated  highway  sys- 
tem throughout  this  great  State,  the 
people  will  go  to  the  polls  in  No- 
vember and  vote  on  a  proposed  con- 
stitutional amendment  which  will 
provide  once  and  for  all  that  "all 
moneys  collected  from  any  tax  now 
or  hereafter  imposed  by  the  State 
upon  the  manufacture,  sale,  dis- 
tribution or  use  of  motor  vehicle 
fuel,  for  use  in  motor  vehicles  upon 
the  public  streets  and  highways  over 
and  above  the  costs  of  collections, 
and  any  refunds  authorized  by  law, 
shall  be  used  exclusively  and  direct- 
ly for  highway  purposes." 

FAVORED  BY  ADMINISTRATION 

This  proposed  amendment,  which 
has  the  support  of  the  present  State 
administration  from  our  highway- 
minded  Governor,  Frank  F.  Mer- 
riam,  down  to  the  lowliest  ofiicial 
or  worker  in  the  Department  of 
Public  Works  and  the  Division  of 
Highways,  is  presented  in  such  a 
way  that  all  legal  necessities  for  its 
conformation  to  existing  statutes 
and  constitutional  provisions,  have 
been  provided  for. 


Under  the  important  provisions  of 
the  new  amendment  is  the  adherence 
to  the  present  requirement  in  the 
statutes  which  calls  for  the  expendi- 
ture of  not  more  than  twenty  per 
cent  of  one  cent  per  gallon  tax  on 
motor  vehicle  fuel  by  the  legislature 
for  the  payment,  redemption,  dis- 
charge, purchase,  adjustment,  con- 
tribution to  or  refunding  of  special 
assessments  or  bonds  or  coupons 
issued  for  streets  or  highway  pur- 
poses and  which  special  assessment 
districts  were  initiated  by  an  ordi- 
nance or  resolution  of  intention 
adopted  prior  to  January  1,  1933. 

Other  provisions  of  the  new  con- 
stitutional amendment  freeze  into 
the  State's  basic  law  all  of  the  other 
well-known  stipulations  of  present 
day  statutes  which  allow  the  pay- 
ment from  gasoline  tax  funds  (in 
the  event  such  use  will  not  in  any 
manner    cause    the   loss    of   Federal 


4,241,000  Trucks 
on  U.  S.  Highways 

More  motor  trucks  are  oper- 
ating on  the  highways  today 
than  in  any  period  since  the 
beginning  of  the  industry. 
There  are  4,241,000  trucks  in 
the  service  of  farmers,  indus- 
trial shippers,  common  and 
contract  carriers,  railroads  and 
steamship  lines. 

Wholesale  value  of  produc- 
tion last  year  amounted  to 
$545,000,000  or  13  per  cent 
higher  than  the  former  record 
year  of  1936. 

More  than  3,100,000  drivers 
now  are  employed  in  moving 
commodities  over  the  highways 
in  commercial  vehicles.  This 
represents  an  increase  of  5  per 
cent  over  the  number  of  per- 
sons employed  in  this  capacity 
during  1936. — Motor  Transpor- 
tation. 


highway  funds  to  the  State),  of 
moneys  for  the  discharge  and  pay- 
ment of  bonds  voted  at  an  election 
prior  to  January  1,  1935,  and  issued 
by  a  city  and  county,  or  county,  the 
proceeds  of  which  have  been  used 
exclusively  and  directly  for  highway 
purposes. 

STATUTE  PROVISIONS  PROTECTED 

The  new  amendment  provides  for 
temporary  loans  of  gasoline  tax  in- 
come to  the  State  general  fund,  but 
specifically  requires  the  return  of 
the  money  into  the  original  fund  for 
highway  purposes.  The  new  amend- 
ment also  protects  section  15  of 
Article  13  of  the  State  Constitution 
reading  as  follows : 

"Out  of  the  revenues  from  State 
taxes  for  which  provision  is  made 
in  this  article,  together  with  all 
other  State  revenues,  there  shall  first 
be  set  apart  the  moneys  to  be  ap- 
plied by  the  State  to  the  support  of 
the  Public  School  System  and  the 
State  University." 

It  is  provided,  however,  in  the 
matter  of  loans  to  the  general  fund 
for  other  purposes,  apart  from 
schools,  that  the  moneys  so  trans- 
ferred from  gasoline  tax  revenues 
shall  be  returned  from  the  first 
money  available  in  the  general  fund 
in  excess  of  those  required  for  the 
support  of  the  schools  and  the  State 
University. 

PREVENTS   ADVERSE   LEGISLATION 

The  extreme  importance  of  a 
favorable  vote  by  the  people  in  No- 
vember on  the  new  constitutional 
amendment  may  be  emphasized  by 
two  main  reasons.  First,  unless  the 
use  of  gasoline  tax  money  for  high- 
way purposes  is  made  compulsory 
b3'  constitutional  enactment,  the  dan- 
ger of  legislative  diversion  of  gaso- 
line tax  money  to  other  projects  not 
related  to  the  construction  and  main- 
tenance of  a  highway  system,  will 
still  prevail ;  and  diversion  of  this 
money    in   the   future   even    in    the 

(Continued  on  page  25) 


California  Highways  and  Public  Works  (August  193  8) 


[Seven] 


'% 


"v. 


''N 


This   accident 
occurred    in 
day  time 
on  paved 
highway  with 
good  sight 
distance   and   best 
driving  condi- 
tions  prevailing 
in   every   respect. 

Photo  Courtesy 

California  Highway 

Patrolman 


Relation  of  Scientific  Engineerin| 

The  following-  article  is  the  first  part  of  a  paper  on  'The  Relation  of  Scientific  Engineering  to  Accident  Pre-  \ 

vention"  prepared  and  presented  by  J.  W.  Vickrey,  Safety  Engineer  of  the  Division  of  Highways  at  the  Institute  of  ] 

Government  held  at  the  University  of  Southern  California  in  Los  Angeles,  June  14,  1938.   A  second  installment  will  j 
appear  in  a  later  issue  of  this  magazine. 

By  J.W.  VICKREY,  Safety  Engineer,  Division  of  Highways 


THE  whole  subject  of  Accident 
Prevention  comprises  so  very 
many  elements,  each  blending 
into  the  other,  that  no  clear-cut  lines 
of  demarcation  exist.  And  to  add  to 
the  confusion,  the  term  "Engineer- 
ing" is  daily  being  used  to  cover  al- 
most every  phase  of  human  endeavor 
and  may  also,  in  fact,  be  accepted  as 
both  an  art  and  a  science. 

It  is,  of  course,  to  be  understood 
that  the  accidents  under  considera- 
tion are  motor  vehicle  trafSc  acci- 
dents. Two  quite  distinct  branches 
of  engineering  are  most  directly  con- 
cerned, the  one  dealing  with  the 
machine  itself  and  the  other  with  the 
roadway  and  its  various  functions. 
Whatever  we  may  have  to  say  will  be 


restricted  to  the  latter,  and  pnmarilj- 
to  the  rural  portion  of  our  highwaj' 
system. 

Gano  Dunn  defines  engineering  as 
"the  art  of  economic  application  of 
science  to  the  purposes  of  man."  I 
make  no  pretense  toward  qualifying 
as  a  scientist.  I  do,  however,  sub- 
scribe very  definitely  to  the  value  of 
a  scientific  approach  toward  the  prob- 
lem of  accident  prevention.  This 
means  the  use  of  known  and  measur- 
able data  in  a  logical  course  of  reason- 
ing to  establish  an  accurate  relation- 
ship between  cause  and  effect. 

FACTUAL  DATA  IMPERATrVB 

If  we  are  to  deal  intelligently  with 
accident   prevention,   we   must   have 


all  the  factual  data  that  it  is  possible 
to  obtain  regarding  accident  occur- 
rence— a  simple,  trite  statement,  per- 
haps, and  yet  one  that  can  not  be  too 
strongly  emphasized — for  it  is  doubt- 
ful if  there  is  any  other  popularly 
discussed  subject,  unless  it  be  eco- 
nomics, about  which  so  much  is  known 
that  isn't  so. 

The  fundamental  relationship 
which  scientific  engineering  bears 
toward  accident  prevention  can  not 
be  different  from  that  which  engineer- 
ing bears  toward  any  other  problem. 
It  diffei-s  from  pure  science  in  that  it 
is  essentially  practical  and  is  bound 
up  with  economics.  A.  M.  Welling- 
ton, well  known  engineer  of  the  last 
generation,  put  it  in  this  way:  "To 


[Eightl 


(August  193  8)  California  Hightvays  and  Public  Works 


define   engineering   rudely,   it   is  the 

art  of  doing  well  with  one  dollar  what 
'  any  bungler  can  do  with  two  after  a 

fashion. ' ' 

The  first  and  foremost  need,  then, 

in    establishing    this    relationship    of 

scientific  engineering  to  accident  pre- 
[  vention,    is    for    the    assembly    and 

analysis  of  observed  facts  regarding 

accident  occurrence. 

HUMAN    ELEMENT    UNRELIABLE 

The  laws  of  physics  are  well  estab- 
lislied  and  are  as  a  matter  of  course 
incorporated    in   all   engineering   de- 
sign.    Highways  so  designed  would 
function     perfectly     for     robot-eon- 
I  trolled    machines    of    corresponding 
design.     The  laws  of  human  behavior 
are  not  so  well  established,  and  the 
machines  are  driven  by  you  and  me 
and  millions  of  others  like  us.     That 
'  we  are  so  alike  in  a  great  many  of  our 
1  actions    and    reactions,    provides    the 
i  basis  for  hope  that  highways  may  be 
!  so  designed  that  the  chief  hazards  of 
accidents  will  be  eliminated. 

Individual  opinion  as  to  what 
'  motorists  will  do,  or  even  as  to  what 
!  they  actually  do,  is  highly  unreliable. 
;  Factual  records  so  verv  often  show 


little  regard  for  preconceived  notions 
regarding  such  things.  The  need  for 
accurate  data  being  admitted,  it  fol- 
lows that  both  in  their  assembly  and 
in  their  later  use  there  must  be  direc- 
tion by  minds  trained  to  think  in 
terms  of  scientific  engineering — not 
merely  technical  experts  but  those 
who  quite  frankly  question  the  truth 
and  value  of  statements  or  ideas  that 
can  not  be,  or  at  least  have  not  yet 
been,  demonstrated. 

EXHAUSTIVE    ANALYSIS    DEMANDED 

Accidents  do  not  result  from  a 
single  cause.  This  is  true  not  only  of 
the  mass  but  of  the  individual  cases. 
They  each  and  all  result  from  com- 
binations of  circumstance,  some  com- 
paratively simple  and  many  very 
complex.  Any  satisfactory  analysis 
must  be  so  made  as  to  take  into  ac- 
count as  many  as  possible  of  these 
combinations.  Anal.ysis  on  any  other 
basis  is  scarcely  worth  the  effort. 

Complete  and  accurate  assembly 
of  all  pertinent  facts,  proper  mar- 
slialling  of  these  facts  for  review,  and 
exhaustive  analysis  of  recorded  com- 
binations :  this  is  the  procedure  de- 
manded if  we  are  to  succesfully  cope 


with  the  problem  of  accident  preven- 
tion. 

I  have  pointed  out  that  engineering 
is  "the  economic  application  of 
science."  No  matter  what  freedom 
may  be  exercised  by  other  profes- 
sions, the  engineer  can  not  ignore 
economies. 

It  is  this  compelling  circumstance 
that  makes  necessary  an  accurate 
analysis  of  the  whole  situation.  He 
must  first  determine  those  things  that 
contribute  toward  those  types  of  acci- 
dent over  which  some  control  is  prob- 
able or  possible  through  engineering 
effort.  There  must  then  be  an 
arrangement  in  order  of  importance 
as  judged  by  number,  severity  of  con- 
sequences, et  cetera.  Unlimited  funds 
are  never  available  and  a  choice  must 
be  made  as  to  how  and  where  those 
that  are  available  shall  be  spent.  This 
is  at  once  the  duty  and  responsibility 
of  the  engineer.  Pinal  decision  may 
rest  with  others  but  this  does  not 
relieve  him  of  the  obligation  to  make 
definite  recommendation. 

Adequate,  satisfactory  facilities  for 
the  movement  of  persons  and  goods 
by  motor  vehicle,  these  are  the  things 

(Continued  on  page  18) 


p  Accident  Prevention 


Too  much 
speed  and  reck- 
less  driving 
were  the 
attributed  causes 
for  a   head-on 
collision   of 
truck   and 
passenger  car 
on  a  good 
straight 
highway. 

I'linto  Coin-tesii 

I  nlifornia  Hiyhwnii 

Patrolman 


if!^^'-'— '^)c=« 


Recently  completed  section  of  route  to  Pinnacles  National    Monument  in  San   Benito  County.     Bolado  Park  on  right. 

New  Pinnacles  Highway  Opened 

By  EDWARD  J.  NERON,  Deputy  Director  of  Public  Works 


THE  completion  and  dedication 
of  another  section  of  State 
Highway  Route  119,  covering 
that  portion  lying  between  Tres 
Pinos  and  Paicines  in  San  Benito 
County,  occurred  on  Sunday,  July 
24th.  This  section  of  highway, 
known  locally  and  advertised  as  the 
"Pinnacles  Route,"  connects  Hollis- 
ter,  the  county  seat  of  San  Benito 
County,  with  the  Pinnacles  National 
Monument. 

The  formal  dedication  was  held  at 
the  northerly  end  of  the  recently 
completed  contract,  which  is  at  the 
southerly  limits  of  Tres  Pinos.  The 
ceremonies  at  this  point  were  brief 
and  consisted  of  short  talks  by  H.  R. 
Judah,  Chairman  of  the  California 
Highway  Commission,  and  Deputy 
Director  Edward  J.  Neron  repre- 
senting Governor  Prank  F.  Merriam 
and  Director  Earl  Lee  Kelly  of  the 
Department  of  Public  Works.  Cut- 
ting of  the  ribbon  and  the  breaking 


of  a  bottle  of  wine  of  local  vintage 
by  Mr.  Neron  inaugurated  the  open- 
ing of  the  highway. 

Following  the  opening  ceremonies 
an  automobile  procession  formed 
and  proceeded  over  a  portion  of  the 
new  highway  to  Bolado  Park,  a 
beautiful  San  Benito  County  recre- 
ation spot  where  a  barbecue  lunch- 
eon was  served  to  the  many  guests 
of  San  Benito  County  in  a  large 
pavilion. 

Public  appreciation  of  San  Benito 
County  citizens  for  the  improvement 
by  the  State  of  this  road  to  the 
National  Monument  was  evidenced 
by  the  very  large  assemblage  at  the 
dedication  and  barbecue.  An  actual 
count  .showed  more  than  2000  people 
present  at  the  fete  which  was  han- 
dled with  the  utmost  efficiency. 

J.  M.  (Jake)  Leonard,  State  As- 
semblyman for  San  Benito  and  Santa 
Cruz  counties,  who  acted  as  Master 
of     Ceremonies,     introduced     many 


visiting  guests  and  called  on  various 
public  officials  for  speeches. 

The  following  County,  State  and 
Federal  officials  were  introduced  and 
spoke :  J.  P.  Etcheverry,  San  Benito 
County  Supervisor ;  W.  L  Hawkins, 
Custodian  Pinnacles  National  Monu- 
ment ;  Congressman  John  J.  Mc- 
Grath ;  Miss  Tickle,  representing 
State  Senator  Ed.  Tickle  of  Monterey 
and  San  Benito  counties ;  State  Sen- 
ator James  B.  Holohan  of  Santa  Cruz 
County;  Phillip  A.  Stanton,  State 
Highway  Commissioner ;  Mrs.  E.  M. 
Brown,  formerly  of  State  Park 
Commission;  Timothy  A.  Reardon, 
Director  of  Industrial  Relations;  L. 
V.  Campbell,  Engineer  of  City  and 
Cooperative  Projects,  Division  of 
Highwaj's;  H.  R.  Judah,  Chairman 
of  Highway  Commission ;  L.  H.  Gib- 
son, District  Engineer  and  L.  E.  Mc- 
Dougal,  District  Office  Engineer  of 
District  V,  and  the  writer. 

(Continued  on  page   12) 


ITenl 


(August  i9}8)  California  Hightvays  and  Public  Works 


I    I  l!lillMu.,i/ 


View   of   another   section    of   new   highway   between    Paicines   and   Tres   Pinos  on   route  to   Pinnacles   National    iVlonument. 


POSTOFF 

Be^innin^  nf  Protect 

BAMCHO       SANTA       ANA      Y       QUIEN       SAB£ 
Realignment  between  Tres  Pinos  and  Paicines  in  San  Benito  County.     Black  line  indicates  new  highway  in  comparison  with  old. 


The  persons  who  participated  in  the  ribbon  cutting  ceremonies  at  the  official  opening  of  the  new  Pinnacles  Route  Highway  shown 
in  the  group  below  are,  left  to  right:  Lizzell  Faxon;  Congressman  John  J.  McGrath;  L.  V.  Campbell,  Engineer  of  City  and  Coopera- 
tive Projects;  Edward  J.  Neron,  Deputy  Director  of  Public  Works;  J.  W.  Trask,  Assistant  Engineer  of  City  and  Cooperative  Projects; 
Barbara  Turner;  H.  R.  Judah,  Chairman  California  Highway  Commission;  Betty  Williams  and  Philip  Stanton,  Member  California 
Highway  Commission. 


Another  new  section  of  route  through  the  hills  to  Pinnacles  National  iVlonument.     Note  pleasing  appearance  of  rounded  slopes. 


The  talks  by  the  visiting  members 
of  the  Department  of  Public  "Works 
seemed  to  be  particularly  interesting 
to  the  assembled  citizenry  and  were 
greeted  with  much  applause. 

State  Highway  Route  119  referred 
to  locally  as  the  "Pinnacles  Route" 
was  taken  over  by  the  State  from 
San  Benito  County  in  1933.  The 
major  portion  of  the  traffic  using 
this  route  consists  of  visitors  to  the 
Pinnacles  National  Monument  which 
is  about  35  miles  south  of  Hollister. 
This  National  Monument,  includes 
several  hundred  acres,  and  has  been 
a  point  of  interest  for  years  because 
of  the  very  unusual  rock  formations 
incliiding  two  clusters  of  towering 
rocks  referred  to  specifically  as  the 
Pinnacles.  This  area  was  made  a 
National  Monument  some  years  ago 
and  has  been  under  the  custodian- 
ship of  W.  I.  Hawkins  most  of  that 
time.  Mr.  Hawkins  has  been  instru- 
mental in  obtaining  the  expenditure 
of  considerable  sums  of  Federal 
money  within  that  area  in  the  con- 
.struction  of  roads,  camp  grounds,  etc., 
that  are  very  well  equipped  to  take 
care  of  visitors  for  any  lengtli  of 
stay.  The  records  show  that  a  large 
number  of  tourists  visit  the  park. 

State  Highway  Route  119  extends 
from  Gilroy  on  the  Coast  Highwav 
(US  101)  through  the  city  of  Hol- 
lister and  up  the  San  Benito  River 
Valley  and  Lewis  Creek  to  a  junc- 
tion in  Priest  Valley  with  the  lateral 
road  connecting  the  San  Joaquin 
Valley  by  way  of  Coalinga  to  the 


Coast  Highway  (US  101),  a  total 
distance  of  about  80  miles,  most  of 
which  is  in  San  Benito  County. 

The  section  dedicated  is  the  sec- 
ond major  construction  project  on 
this  part  of  the  road  since  it  was  taken 
into  the  State  Highway  System. 
In  1936  a  portion  of  the  road  re- 
ferred to  locally  as  the  Bear  Valley 
Grade  was  reconstructed  for  a  dis- 
tance of  3.1  miles  at  a  cost  of  ap- 
proximately $110,000.  This  contract 
eliminated  the  worst  portion  of  the 
section  between  Hollister  and  the 
Pinnacles  National  Monument. 

The  newly  completed  project 
brought  to  a  higher  standard  that 
portion  of  the  old  road  which  had 
been  at  various  times  made  impas- 
sable by  high  water  in  Tres  Pinos 
Creek.  The  southerly  terminus  of 
this  project  is  in  the  vicinity  of  the 
community  of  Paicines  which  is  lo- 
cated at  the  Junction  of  Panoche 
Valley  Road,  a  part  of  the  county 
highway  system.  Prom  this  point  this 
route  follows  generally  in  a  north- 
erly direction  more  or  less  parallel- 
ing Tres  Pinos  Creek,  passing  close 
by  Bolado  Park,  and  has  its  north- 
erly terminus  at  the  southerly  end 
of  the  town  of  Tres  Pinos. 

The  total  length  between  termini 
is  5.2  miles,  but  an  exception  to  the 
contract  about  i/o  mile  in  length  was 
made  in  the  vicinity  of  the  crossing 
of  Tres  Pinos  Creek  as  funds  were 
not  available  to  build  a  new  bridge 
at  that  location,  so  that  the  total 
improved  mileage  is  4.7  miles. 


This  section  was  graded  to  a  width 
of  26  feet  with  surfacing  of  the  road- 
mixed  type  24  feet  in  width.  The 
minimum  radius  curvature  of  800 
feet  and  the  maximum  gradient  of 
5.3  per  cent  with  a  total  of  only 
thirteen  curves,  briefly  indicates 
the  comparatively  high  standard  of 
this  new  construction  for  a  second- 
ary highway.  The  alignment  and 
grade  is  of  modern  standards  and 
this  new  project  shortens  the  dis- 
tance between  the  above  mentioned 
termini  about  one-half  mile.  N.  M. 
Ball  Sons  of  Albany  were  the  Con- 
tractors on  this  section  of  road,  hav- 
ing been  the  low  bidder  against  15 
other  Contractors.  The  State  was 
represented  on  this  work  by  Fred 
C.  Weigel  who  acted  as  Resident 
Engineer. 

As  noted  above,  the  old  highway  be- 
tween the  termini  above  mentioned, 
was  frequently  subject  to  damage 
during  high  water  in  Tres  Pinos 
Creek  and  while  the  new  alignment 
was  so  placed  as  to  offer  less  hazard 
from  such  damage,  it  was  antici- 
pated that  protection  of  some  nature 
should  be  included  to  further  safe- 
guard this  new  construction  before 
the  coming  winter.  Accordingly, 
plans  have  been  completed  for  sacked- 
concrete  and  brush  fence  protection. 
This  was  not  made  a  portion  of  the 
grading  and  surfacing  contract  as  it 
was  decided  to  study  the  ravages  of 
this  stream  during  the  high  water 
period  with  relation  to  the  now 
alicrnment. 


[Twelve] 


(August  i9}s)  California  Highways  and  Public  Works 


New  Traffic  Survey  Maps  Show 
HomeS/  Schools/  Gas  Stations,  Etc. 


By  T.  H.  DENNIS,  Maintenance  Engineer 


IN  MAY,  1936,  the  Division  of 
Highways,  cooperating  with  the 
Bureau  of  Public  Roads,  under- 
took a  highway  planning  survey  to 
establish  facts  essential  in  the  selec- 
tion of  an  integrated  road  system, 
and  to  indicate  both  the  priority  and 
the  costs  of  improvement.  Three 
studies  were  projected — a  road  inven- 
tory to  take  stock  of  the  existing  high- 
way facilities,  and  traffic  and  finan- 
cial studies  to  ascertain  their  use  and 
cost.  This  article  deals  with  the 
phase  first  commenced,  the  Road 
Inventory. 

In  July,  1936,  twenty-four  recon- 
naissance parties  were  sent  into  the 
field  to  log  all  roads  that  could  be 
traversed,  and  to  record  their  general 
condition — the  type  of  surface  and 
the  main  characteristics  of  roadbed, 
alignment,  gradient,  and  drainage. 
Naturally,  emphasis  was  upon  public 
roads,  and  those  of  private  ownership 
and  use  were  excluded  as  far  as  pos- 
sible. By  the  time  logging  was  com- 
pleted in  May,  1937,  the  field  parties 
had  traveled  287,202  miles  and  had 
logged  86,924  miles  of  local  roads  in 
addition  to  the  State  highway. 

QUESTION  OF  PRECISION 

A  word  of  caution  is  necessary  as 
to  the  significance  of  this  total  of 
rural  road  mileage.  To  engineers, 
particularly,  the  exactitude  with 
which  it  is  stated  is  suspected  on  the 
grounds  that  men  and  machinery  err ; 
that  survey  distances  differ  from 
odometer  readings  (both  have  been 
used,  although  the  latter  predomi- 
nate), and  road  mileage,  too,  is  con- 
stantly changing.  Obviously  the  pre- 
cision with  which  the  rural  road  mile- 
age is  indicated — and  it  is  done  solely 
as  a  matter  of  convenience  in  casting 
up  the  accounts — is  impossible  to 
attain.  Deficiencies  of  this  sort  are 
minor  when  the  broad  aim  of  the  sur- 
vey is  considered.  Questioning  the 
degree  of  refinement  does,  however, 
lead  to  two  consequential  qualifica- 
tions that  are  less  obvious. 


First,  it  can  not  be  said  that  all 
public  roads  are  traversable  by  auto- 
mobile. Often  property  is  dedicated 
for  a  road  and  considered  by  some 
authorities  to  be  such  even  though  no 
traveled  way  is  constructed.  Again, 
there  are  many  miles  of  road  in  the 
forests,  which  are  closed  during  the 
fire  season  although  they  are  quite 
capable  of  accommodating  traffic.  In 
making  the  road  inventory,  such  cases 
were  of  necessity  ignored. 

ROADS  NOBODY  CLAIMS 

Conversely,  and  still  remembering 
that  roads  which  are  manifestly  pri- 
vate are  excluded,  it  is  essential  to 
note  that  all  roads  that  can  be 
traveled  are  not  public  roads. 
Reasonable  investigation  of  17,292 
miles  of  the  local  roads  fails  to 
disclose  any  governmental  unit  suf- 
ficiently interested  either  to  main- 
tain or  to  claim  them.  They  appear, 
nevertheless,  to  be  public.  Most  of 
them  are  of  low-type,  but  some  are 
well  improved  and  in  either  event 
motorists  probably  consider  them  as 
public  roads. 

Roads  of  this  kind  were  included 
in  the  inventory  for  the  sound  rea- 
son that  they  are  sources  of  rural 
traffic,  and  one  of  the  necessities  of 
the  study  was  to  note  the  existence 
of  improvements  that  might  affect 
the  comings  and  goings  of  people. 
Thus,  the  locations  of  farms,  dwell- 
ings, businesses,  schools  and  similar 
gathering  places  were  noted  by  the 
field  parties,  later  to  be  plotted  on 
maps. 

In  January,  1937,  while  the  field 
work  was  still  in  progress,  prepara- 
tion of  a  base  map  of  California  was 
commenced.  This  base  map  consists 
of  303  sheets,  of  which  283  are  on 
a  scale  of  one  inch  to  the  mile,  and 
20  sheets  on  four  times  that  scale. 
The  latter  sheets  cover  the  thickly 
settled  portion  of  Los  Angeles  Coun- 
ty, southerly  from  the  Sierra  Madre 
to  the  Pacific  Ocean,  and  westerly 
from  the  Orange  County  line  to  the 


Santa  Monica  Mountains.  Indi- 
vidual sheets  are  a  yard  square,  and 
although  two  or  three  sheets  suffice 
for  a  majority  of  the  counties,  thirty 
sheets  are  required  for  San  Ber- 
nardino. This  map,  now  87  per  cent 
complete,  will  be  finished  Septem- 
ber 1. 

WEALTH    OF   DETAIL 

All  maps  have  the  common  pur- 
pose of  showing  position,  direction, 
and  distance,  but  the  treatment  of 
culture  features  customarily  varies 
widely.  Some  may  emphasize  prop- 
erty lines,  others  railroads,  or  gaso- 
line service  stations.  The  base  map 
is  no  exception  in  this  respect.  Its 
chief  characteristics  are  uniformity 
of  treatment  as  to  scale  and  conven- 
tions, and  a  wealth  of  cultural 
detail. 

The  farms  and  similar  man-made 
improvements  noted  by  the  field 
parties  have  been  traced  and  are  dis- 
tinguished from  one  another.  Nat- 
ural features  are  delineated  suf- 
ficiently to  indicate  topography  and 
drainage,  yet  these  are  not  empha- 
sized at  the  expense  of  culture  for 
both  are  equally  subservient  to  the 
main  purpose  which  is  to  present 
naturally  and  logically  the  chief 
facts  indicating  the  present  road 
facilities  and  their  use. 

An  additional  attribute  of  the 
base  map  is  that  no  legend  is  shown 
within  the  roadbands;  thus,  on 
copies  of  it,  different  legends  are 
being  used  for  a  variety  of  purposes. 
The  General  Highway  map,  of  which 
small  portions  of  two  sheets  are 
shown  on  pages  14  and  15,  presents 
the  kinds  of  surfaces  on  the  rural 
roads  and  their  urban  connections. 
This  particular  series  will  probably 
have  the  most  general  service  of  any 
of  the  series. 

Three  other  series,  identical  except 
for  the  legends  used  in  the  road- 
bands,  are  designed  to  reveal  special 
uses  of  the  roads.    The  School  Bus 

(Continued  on  page  IS) 


California  Hightvays  and  Public  Works  (August  19} s) 


[  Thirteen  1 


Two  Reduced  Sections  of  State  Highw 


Lesend  indicates  Roads,  Cities,  Villages,  Dwellings,  Farms,  Rivers,  Bri 


=  -  =  ;  PRIM  I  T  I  VE      ROADS 

iiMiMPRn\/Fn     ROADS 
1       I       I  GRADED  t   DRAINED  RDS 


(3 

Qo] 


U.S.    HIGHWAY 

STATE   HIGHWAY    ROUTE  N2 

FEDERAL     AID     SYSTEM 


'I   I   I   I   I   I  SOIL  SURFACED  RDS. 
KCnZKCD  METAL   SURFACED  RDS 
m   ■    ■    IBITUMIMOUS     ROADS 
^l^MM^PAVEO     ROADS 

—    AIR     ROUTES 

r^;:::g=  TUNNEL 
^::l:=  FORD 

=[-    -j^FERRY-FF   FREE;TF-TOLL 
)  jl  (  HIGHWAY     BRIDGE 

=XY DRAWBRIDGE 

XH-     -^tT^    SUSPENSION     BRIDGE 

)}  ^  ^  1^      A  Rr  H      BRIDGE 

),^  Z[i-  TRUSS     BRIDGE 


STA 
COU 
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' — ■  M  '       RAILROAD  8,    RR.  STATION 

• — • ■ -ELECTRIC      RAILROAD 

■ — ' i ^NARROW     GAUGE     R.R. 

-^:::^R.R      TUNNEL 

'    ■    II  ' ^CRADE     CROSSING 

—^ — 'R   R    ABOVE  -  UNDERPASS 
^\\(: — '  RR.    BE  LOW-  OVERPASS 


I      L-LJI^I     CU 


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o 

+ 


MILITARY       AIRPORT 

DEPT.OF    COMMERCE    IN- 
TERMEDIATE      FIELD 

COMMERCIAL   OR    MUNICI- 
PAL     FIELD 

MARKED  AUXILIARY  FIELD 

EMERGENCY     FIELD 


[Fourteen] 


(August  i9}s)  California  Hightvays  and  Public  Works 


Planning  Survey  Map  of  Butte  County 


California  Highways  and  Public  Works  (August  nfs) 


[Fifteen] 


Thirty-three  foot  finishing    machine   spreading    leveling    course  at  end  of  asphalt  concrete  surface  run  on  State  Highway  101. 

Widening  El  Camino  Real 

By  H.  S.  PAYSON,  Resident  Ensineer 


EL  CAMINO  REAL,  or  U.  S. 
Route  101,  in  Santa  Clara 
Countj%  was  widened  to  three 
10-foot  lanes  between  San  Jose  and 
("oyote  during  the  summer  of  1937. 
A  widening  and  resurfacing  project 
now  in  progress  continues  the  three- 
lane  pavement  south  to  a  point  six 
miles  north  of  Gilroy.  The  project 
is  10.9  miles  in  length  and  extends 
from  Coyote  to  a  point  one-quarter 
mile  south  of  Llagas  Creek. 

The  existing  pavement,  except  for 
the  section  through  Morgan  Hill,  was 
Portland  cement  concrete  15  feet 
wide  and  4  inches  thick  constructed 
in  1914  and  1915.  In  1920  and  1922, 
concrete  borders  2^  feet  wide  and  6 
inches  thick  were  added  and  the 
original  pavement  was  covered  with 
approximately  three  inches  of  asphalt 
concrete.  Due  to  very  heavy  traffic 
loads,  this  light  pavement  has  become 
extremely  rough. 


The  traffic  load  carried  by  this 
pavement  has  steadily  increased  in 
volume  and  weight.  Today  peak 
loads  on  Sundays  and  holidays  exceed 
9000  vehicles,  with  enough  heavy 
trucks  to  materially  slow  down  traffic 
on  the  existing  two-lane  section.  On 
week  days  traffic  counts  show  in  ex- 
cess of  6000  vehicles,  approximately 
one-fifth  of  which  are  trucks.  Over 
one-half  of  the  truck  load  consists 
of  fast,  heavy  trucks. 

Riglit  of  way  has  been  secured  to 
provide  for  ultimate  con.struetion  of  a 
four-lane  highway,  with  provision 
made  in  the  present  33-foot  width  for 
a  future  dividing  strip  when  the  ad- 
ditional lane  is  constructed.  Through 
the  city  of  Morgan  Ilill  the  existing 
curbs  provided  a  60-foot  roadway. 
New  right  of  way  was  secured  to 
provide  a  street  width  of  90  feet  be- 
tween curbs,  which  will  provide  for 
two  parking  strips  along  the  curbs, 
four  11-foot  lanes,  and  a  dividing 
strip  in  the  center. 


With  the  exception  of  the  city  of 
Morgan  Hill  and  additional  widths 
provided  to  conform  to  the  existing 
pavement  at  the  Madrone  Underpass 
(which  was  completed  in  1933)  and 
the  new  bridge  being  constructed 
acro.ss  Llagas  Creek,  the  pavement 
will  be  uniformly  33  feet  in  width. 
Through  the  city  of  Morgan  Hill  as- 
phalt concrete  pavement  23  feet  in 
width  will  be  placed,  with  a  road-mix 
surface  on  either  side,  to  remove  the 
existing  high  crown  and  smooth  up 
the  exceedingly  rough  street. 

Alignment  throughout  the  project  is 
good,  and  only  two  line  changes  will 
be  made.  Between  Stations  12  and 
26  and  Stations  106  and  127,  Section 
C,  the  existing  900  foot  and  1000  foot 
radius  curves  will  be  replaced  with 
3000  foot  radius  curves. 

Drainage  conditions,  due  to  loca- 
tion of  tlie  highway  on  the  floor  of 
the  Santa  Clara  Valley,  have  been 
inadequate  to  prevent  flooding  of  the 
roadway   during   vast   years.      Those 


[  Sixteen  1 


(August  19}  s)  California  Hightvays  and  Public  Works 


Business  section   In   Morgan    Hill  showing  buildings    set    back    to    permit    highway    widening. 


sections  most  subject  to  flooding  are 
being  raised.  Also,  a  large  number  of 
additional,  or  larger,  corrugated 
metal  and  concrete  pipes  are  being 
provided  to  remove  storm  waters 
from  the  right  of  way  as  soon  as  pos- 
sible directly  through  orchards  to 
natural  drainage  channels. 

NEW   BRIDGE   INCLUDED 

The  existing  bridge  across  Llagas 
Creek  has  been  the  scene  of  numerous 
accidents  due  to  location  on  a  sharp 
curve  with  impaired  sight  distance,  a 
narrow  roadway  surface,  and  a 
crowned  roadway  section.  This 
bridge  will  be  replaced  by  a  rigid 
frame  structure  on  a  new  location 
with  adequate  width  and  supereleva- 
tion and  satisfactory  sight  distance. 

Through    the    business    section    of 


Morgan  Hill  all  buildings  on  the 
west  side  of  the  highway  have  been 
moved  and  rebuilt  in  their  new  loca- 
tion. The  addition  of  new  fronts 
with  fresh  plaster  and  paint,  in  con- 
junction with  the  better  appearance  of 
the  widened  street,  will  give  Morgan 
Hill  a  vastly  improved  appearance. 

Pavement  is  being  laid  in  33-foot 
widths,  with  traffic  being  carried 
along  the  borders  while  paving  opera- 
tions are  in  progress.  Only  minor 
delays  have  occurred  due  to  this 
method  of  caring  for  traffic. 

AUTOMATIC    MIXING   PLANT 

The  asphalt  concrete  plant  located 
in  the  Pacific  Coast  Aggregates  Com- 
pany's yard  at  Coyote  is  constructed 
to  proportion  the  mineral  aggregate 
automatically.      The    multiple    beam 


scales  are  controlled  by  electric  eyes 
which  allow  discharge  from  one  bin 
only  at  a  time,  and  a  very  uniform 
proportioning  of  materials  is  ob- 
tained. A  time  clock  insures  full 
mixing  time  in  the  pugmill.  The  time 
of  weighing  approximates  closely  that 
of  hand  operation. 

Good  progress  is  being  made  on  the 
project,  and  it  is  anticipated  that  it 
will  be  completed  within  the  time 
limit  of  175  working  days. 

The  contract  was  awarded  on  April 
25,  1938,  to  Jones  and  King  of  Hay- 
ward,  California.  Asphalt  concrete 
paving  was  started  on  June  23,  1938, 
and  is  progressing  south  at  the  rate 
of  approximately  1000  lineal  feet  per 
day.  The  work  is  being  performed 
under  the  direction  of  Jno.  H.  Skeggs, 
District  Engineer. 


Shovel    removing    surplus    excavation    while    trucks    are    placing    borrow    material    along    newly    widened    section    of    roadway. 


Relation  of  Scientific  Engineering 

to  Accident  Prevention 


(Continued  from  page  9) 


demanded  of  the  highway  engineer. 
That  highways  can  not  be  satisfactory 
if  they  are  unreasonably  hazardous 
is  not  open  to  question.  Equally  true 
is  the  statement  that  a  highway  must 
pro^dde  many  other  features  besides 
safety  in  order  to  be  satisfactory. 

No  one  is  more  seriously  con- 
cerned over  traflQc  accidents  than 
the  highway  engineer,  nor  does  any- 
one have  a  higher  regard  for  life 
and  security  against  injury.  No 
arbitrary  value  in  dollars  and  cents 
can  be  placed  on  these  things;  and 
the  engineer  will  not  allow  himself 
to  be  charged  with  any  attempt  to 
do  so.  He  is,  however,  most  insist- 
ent that  whatever  funds  there  are 
available  primarily  for  safety  feat- 
ures be  used  for  those  thmffs  that 
offer  most  in  returns  in  accident  pre- 
vention or  reduction.  It  is  in  the 
search  for  such  means  and  their 
applica,tion  that  the  relationship  of 
scientific  engineering  to  accident  pre- 
vention is  best  exemplified. 

The  problem  is  far  from  simple. 
There  is  no  single  formula  or  set  of 
formulas  that  can  be  set  up  as  final 
and  not  subject  to  modification. 

Elements  may  be  incorporated  into 
liighway  design  which  unquestion- 
ably create  a  higher  standard  of 
safety  than  that  which  may  now  be 
present  on  a  particular  road — a 
hitrlier  standard  of  safety  in  this  re- 
spect: that  if  the  same  amount  of 
care  will  be  exercised  by  motorists  on 
the  improved  road  that  is  used  on  the 
road  in  its  present  condition,  the 
number  of  accidents  will  be  reduced. 

MOST    PERPLEXING    PROBLEM 

If,  however,  the  motorists  demon- 
strate by  their  actions  that  other 
things  are  more  desirable  than  safe- 
ty, they  may  very  easily  by  an  un- 
reasonable increase  in  speed  and 
carelessness  make  the  improved  road 
more  hazardous  than  it  was  before. 
This  not  only  can  happen  but  does 
happen.  If  it  were  caused  by  a  few 
incorrigibles,  the  engineer  would  not 
concern  himself ;  but  when  the  aver- 
age motorist  reacts  in  this  manner 
and  completely  nullifies  the  efforts 
of  the  engineer  toward  decreasing 

[Eighteen  I 


the  accident  rate,  a  very  perplexing 
problem  is  presented. 

The  highways  must  be  designed 
and  constructed  for  the  average 
motorist.  The  highway  engineer  can 
acquire  neither  credit  nor  satisfac- 
tion by  building  roads  which  may  be 
admittedly  better  from  a  purely  phys- 
ical standpoint,  if  at  the  same  time 
they  prove  to  be  unsatisfactory  in 
operation  because  of  high  accident 
frequency. 

It  will  never  be  possible  to  pre- 
vent all  accidents  wholly  by  physical 
means,  although  highway  engineers 
may  sometimes  feel  that  is  what  the 
public  demands  of  them. 

While  recognizing  that  there  are 
limits  to  what  can  be  done  by  engi- 
neering, there  must  not  be  developed 
too  strong  a  disposition  to  decide  off- 
hand that  this  or  that  type  of  acci- 
dent is  not  in  any  sense  an  engineer- 
ing problem. 

The  successful  engineer  must  know, 
as  fully  as  it  is  possible  for  him  to 
know,  how  the  average  motorist  reacts 
to  the  various  physical  highway 
characteristics.  This  knowledge  is 
just  as  essential  as  that  he  be  con- 
versant with  the  abstract  laws  of 
physics. 

Features  of  design  that  not  only 
permit  but  encourage  higher  speed, 
call  for  all  the  additional  features 
needed  to  assure  safety  at  tJiese  in- 
creased speeds.  The  average  motorist 
has  a  thousand  foibles  for  which  the 
engineer  can  not  fully  compensate  in 
his  design :  but  where  a  reasonable 
degree  of  compensation  is  practicable, 
it  can  not  be  neglected  on  the  ground 
that  the  motorist  should  overcome  his 
own  weaknesses.  There  will  always 
remain  too  many  situations  where 
the  engineer  can  be  of  no  assistance. 

(To   be   concluded   in   a   later   issue) 


CHAIRMAN    JUDAH    OPENS   OFFICE 

Phairman  H.  R.  .Tiirlah  of  tlip  California 
IliRliway  Commission  lias  oppnod  an  office 
for  the  transaction  of  highway  business  on 
the  mezzanine  floor  of  the  Hotel  Palomar 
at  Santa  Cruz,  in  which  city  Mr.  .Tudah 
lives.  He  has  been  connected  with  the  pub- 
lication of  the  Santa  Cruz  Daily  News  for 
many  years. 


New  Maps 
Show  Homes, 
Schools,  Etc. 

(Continued  from  page  13) 

map  covers  the  routes  followed  by 
the  2200  rural  school  buses  in  Cali- 
fornia. The  Postal  Route  map  dis- 
tinguishes between  the  Rural  Free 
Delivery  and  Star  Mail  routes.  A 
Truck  and  Bus  map  will  show  the 
courses  followed  by  common  carriers. 

Complete  though  these  maps  are, 
there  is  still  missing  a  link  in  the 
evidence  required.  A  trafiSc  map 
giving  the  aggregate  daily  flow  of 
all  kinds  of  vehicles  is  therefore 
being  made  to  supplement  those 
series  limited  to  special  uses  of  the 
roads.  The  Traffic  map  is  being  com- 
piled from  the  results  of  11,900 
traffic  counts  taken  at  6400  rural 
traffic  stations. 

The  General  Highway  map,  the 
School  Bus  map,  and  the  Postal 
Route  map  will  be  available  Novem- 
ber 1 ;  the  other  series  will  follow. 
Taken  in  conjunction  with  one  an- 
other and  with  tabulations  that  are 
being  prepared,  they  will  undoubt- 
edly make  it  possible  for  highway 
administrators  to  visualize  more 
clearly  the  complex  nature  of  Cali- 
fornia's road  problems  and  to  bring 
thinking  on  these  matters  into 
sharper  focus. 


TREASURE  ISLAND  CONTRACTS 

Two  contracts  for  work  on  the  Cali- 
fornia State  Building,  Golden  Gate  Inter- 
national Exposition,  on  Treasure  Islandi 
were  awarded  by  Director  of  Public 
Works    Earl    Lee    Kelly  on   August  1. 

One  contract  for  $13,289  was  awarded  to 
Spencer  Electrical  Company  of  San  Fran- 
cisco for  the  electrical  work,  and  the 
other  for  plumbing,  heating,  and  ventilat- 
ing work  was  awarded  to  O'Mara  and 
Stewart,    Ltd.,    San    Francisco,   at   $29,674. 


A  denizen  of  the  hills  of  East  Tennes- 
see, who  was  appearing  as  a  witness  in  a 
lawsuit,  was  being  questioned  as  to  his 
educational  qualifications  by  the  plaintiff's 
lawyer. 

"Can  you  write?"  asked  the  lawyer. 

"Nope." 

"Can   you   read?" 

"Wa'al  I  kin  read  figgers  pretty  well, 
but  I   don't  do  so  good  with  writin'." 

"How   is   that?" 

"Wa'al,  take  these  here  signs  along  the 
road  when  I  want  to  go  somers ;  I  kin  read 
how   fur,    but   not   whurto." 


(August  I9JS)  California  Hightvays  and  Public  Works 


United  States  Post  OflBce 

Anaheim,    Calif, 
Mr.  S.  V.  Cortelyou, 
Los  Angeles, 
California. 

Dear   Sir: 

I  want  to  thank  you  on  behalf  of  our 
rural  carrier  for  your  decision  to  con- 
struct the  detour  at  Yorba  bridge.  It 
saves  him  12  miles  every  time  he  covers 
his  route  and  is  quite  a  convenience  to 
many  ranchers  on  both  sides  of  the  river 
nearby.  We  all  appreciate  your  heavy 
expenses  in  repairs  due  to  last  winter's 
floods  and  are  very  grateful  for  your 
cooperation  in  this  matter. 

Yours    truly, 

(Signed)      LOUIS   H.  HASKINS, 

Postmaster. 


Ventura  Junior  College 

Ventura,  California 
California    Highways 
and    Public   Works, 

Sacramento,  California. 

Gentlemen: 

Will  you  please  place  our  school  on  the 
mailing    list  for  your   magazine? 
Sincerely  yours, 

(Signed)      D.    R.    HENRY, 

Principal. 
DRH:gh 


Met  Traditional  Courtesy 

California  State   Highway  Department, 

Sacramento,  California. 

Att:  Supt.  in  charge  of  Dept.  Foreman. 

Dear  Sir: 

I  am  an  automobile  gypsy!  I  travel 
our  great  western  areas  from  north  to 
south  and  east  to  west.  In  these  travels, 
I  meet  many  men — some  are  merely 
human  beings — some  are  cold  and  sar- 
castic in  their  contact  with  strangers — 
while  some  are  worthwhile  men  with  a 
love  for  their  fellowman. 

It  was  my  misfortune  some  days  ago 
to  have  a  rather  severe  accident  to  my 
car  about  ten  miles  from  Lost  Hill,  near 
Bakersfield.  I  met  Mr.  J.  F.  Shedd,  your 
foreman,  at  that  point.  Mr.  Shedd  is  one 
of  the  few  who  are  really  worthwhile. 
The  courtesy,  consideration  and  assist- 
ance that  he  gave  me  was  of  the  extreme 
and  he  gave  it  to  me  freely. 

I  am  writing  this  to  call  your  atten- 
tion   to    this    man    for    he    is    exceptional. 


and    I  trust  you  will   give  him   all  consid- 
eration   possible. 

Thanking     you     for    your    attention     in 
reading   this   letter,    I    am, 

Yours    sincerely, 

(Signed)      W.    S.    PARK. 


Spreads  Good  Will 

Oakland,   California. 

Department  of  Public  Works, 
Sacramento,   California. 

Gentlemen : 

I  am  very  much  interested  in  your 
magazine  "California  Highways  and  Public 
Works."  At  every  opportunity  I  try  to 
grab  it  as  it  comes  in  the  mail;  unfortu- 
nately for  me  there  are  others  with  the 
same   idea   in    mind. 

I  wish  to  express  my  appreciation  for 
your  publication.  It  spreads  good  will 
and  gives  all  who  see  and  read  it  a  better 
understanding  of  highway   problems. 

Sincerely  yours, 

W.  J.   RILEY. 
WJR:mvh 


An  Appreciation  and  Reply- 
Mr.  Earl   Lee  Kelly, 
Sacramento, 

Dear   Mr.   Kelly: 

While  driving  along  the  new  Coast 
Highway  between  Carmel  and  San  Luis 
Obispo  last  Sunday,  I  encountered  motor 
trouble  near  the  residence  of  one  of  your 
engineers,   Mr.   Patrick  Cordero. 

I  want  to  take  a  few  minutes  to  com- 
mend Mr.  Cordero  for  his  assistance  to 
me  in  my  distress.  As  neither  of  us  could 
repair  the  car,  he  took  the  trouble  of 
driving  me  fourteen  miles  to  get  a  me- 
chanic, as  there  was  no  telephone  within 
that  distance.  The  accident  happened  just 
about  sundown,  and  I  thought  I  was  sure- 
ly in  for  a  miserable  night. 

The  next  time  you  get  in  touch  with 
Mr.  Cordero  I  wish  you  would  extend  my 
heartfelt  thanks  to  him. 

Very  truly  yours, 

(Signed)      JAMES  P.  LANGLEY. 

Mr.  James  P.  Langley, 
Berkeley,    California. 

Dear  Mr.  Langley: 

I  have  received  your  letter  of  recent 
date  in  which  you  compliment  one  of  the 
employees  of  the  Department  of  Public 
Works. 

It  was  very  nice  of  you  to  write  to  me 
and  you  may  be  very  sure  that  I  will  see 


that    Mr.  Cordero's   immediate  superior   Is 
Informed  of  the  gracious  treatment  he  en- 
deavored to  extend  to  you. 
Sincerely  yours, 

EARL   LEE    KELLY, 
Director  of  Public  Works. 


Watsonville,  California. 
Editor   California 

Highway     Magazine. 
Dear  Sir: 

I  enjoy  your  magazine  very  much,  t 
think  it  is  a  wonderful  publication,  also 
it  is  wonderful  what  your  Department 
of  Public  Works  is  doing  in  our  great 
State. 

Thank  you  for  sending   it  to  me. 

Very  truly  yours, 

(Signed)      GEORGE  H.  WINCHELL. 


Interesting  and  Instructive 

Calif.    Highways 

and    Public    Works, 

Sacramento,  California. 
Gentlemen: 

I  have  been  the  recipient  of  several 
recent  copies  of  "California  Highways 
and  Public  Works"  and  I  am  asking  that 
my  name  be  added  to  the  mailing  list  for 
a  monthly  copy  of  this  interesting  publi- 
cation, if  consistent  with  your  policy. 

As  a  motorist,  I  find  the  magazine  very 
instructive,  presenting  as  it  does  th» 
many  difficulties  encountered  in  the  De- 
partment's efforts  to  complete  the  finest 
highway  system  in  the  world,  and  your 
engineers'    initiative   in   overcoming   them. 

Yours  very  truly, 

(Signed)      O.   L.   EMIG, 
San  Mateo,  California. 


Stranded  Motorist  Helped 

state  of  California 
Department  of   Education 

To  the  Director  of  State  Road 

Maintenance  Division, 
Redding,  California 
Dear   Sir: 

While  returning  by  auto  from  Quincy,  arv 
oil  line  broke  and  I  was  stranded  on  the 
Feather  River  Highway.  One  of  your 
men,  Mr.  Stanley  Lambert,  of  Pulga, 
came  to  my  rescue  and  was  most  courteous 
and  helpful  giving  several  hours  of  his  day 
off  to  help  me  reach  Oroville.  I  am,  and 
was,  deeply  grateful  and  wish  you  to 
know   of   his    kindness   and    generosity. 

Sincerely  yours, 

(Signed)  WINIFRED  VAN   HAGENi 


California  Highways  and  Public  Works  (Aug,,st 


19}S) 


[Nineteen]; 


Funds  Lacking 
for  State  High- 
ways and  Bridges 

(Continued  from  page  3) 

$2,736,700  with  an  average  of  $1,- 
547,100  per  fiscal  year. 

It  is  noted  that  the  highest  ex- 
penditure was  in  the  83d  fiscal  year 
prior  to  the  addition  of  6600  miles 
of  county  roads  to  the  State  High- 
way System.  The  year  of  lowest 
expenditure  was  the  87th  fiscal  year 
which  ended  June  30,  1936. 

Assuming  that  construction  funds 
will  be  allocated  to  the  district  at 
the  rate  of  $1,547,000  (the  average 
for  the  past  nine  years),  it  will  take 
approximately  28  years  to  accom- 
plish the  work  listed  above  amount- 
ing to  $44,000,000. 

It  is  apparent  that  sufficient  con- 
struction funds  cannot  be  obtained 
to  provide  the  facilities  listed  above 
in  the  immediate  future,  but  it  seems 
imperative  that  some  program 
should  be  adopted  by  which  con- 
struction can  be  accelerated  to  a 
degree  which  will  insure  a  gain  of 
road  improvements  over  loss  by 
obsolescence  and  deterioration.  The 
roads  in  this  district  are  now  at 
about  the  balance  point  between 
these  factors  and  are  on  the  down 
grade  toward  the  latter. 

Construction  funds  in  an  amount 
about  double  those  allocated  to  the 
district  for  the  past  few  years  would 
weigh  the  balance  in  the  proper 
direction. 


INTER-AMERICAN   TRAVEL 
CONGRESS 

Preliminary  agenda  for  the  first  Inter- 
American  Travel  Congress,  which  will  be 
held  at  San  Francisco  April  14  to  21,  1939, 
indicate  that  a  broad  range  of  topics  will  be 
covered  by  delegates  from  every  nation  of 
the  three  Americas,  whose  objective  will  be 
the  smoothing  of  travel  barriers  between  the 
countries. 

The  congress,  sponsored  jointly  by  the  Pan 
American  Union  and  the  Golden  Gate  Inter- 
national Exposition,  will  be  held  as  a  part 
of  the  Western  World's  Fair  on  Treasure 
Island  in  San  Francisco  Bay.  Enthusiastic 
support  has  been  given  by  all  the  nations  of 
North,  South  and  Central  America,  and  with 
distribution  of  the  preliminary  agenda  now 
under  way,  the  program  is  taking  firm  shape. 


Betty — Why  do  you  wear  such  loud  socks? 
Bobby — -To   keep   my   feet  from   going   to 
sleep. 


An  Appreciation 

649  S.  Olive  Street, 
Los  Angeles,  California, 
July  28,  1938. 
Mr.  John  W.  Howe,  Editor 
California    Highway    and 
Public   Works, 
Sacramento,  California. 
Dear   Mr.    Howe: 

Some  three  years  ago  Mr.  Earl 
Lee  Kelly,  Director  of  the  Depart- 
ment of  Public  Works,  at  my  re- 
quest kindly  had  my  name  placed 
on  the  mailing  list  to  receive  your 
most  interesting  and  instructive 
magazine.  His  courtesy  in  this  mat- 
ter is  sincerely  appreciated,  for  of 
the  many  publications  I  read  there 
are  two  I  look  forward  to  receiving 
more  than  all  of  the  others — one  is 
your  publication  and  the  other  is 
the   National   Geographic. 

Since  receiving  your  Official  Jour- 
nal I  find  that  I  take  greater  inter- 
est in  the  development  of  our  high- 
ways and  natural  resources  than 
ever  before.  Your  interest  in  pub- 
lic welfare  and  the  protection  of 
human  lives  is  deserving  of  highest 
commendation.  The  steady  and  con- 
sistent improvement  in  type  of  con- 
struction, with  safety  provisions,  in 
the  new  highway  development  work 
is  very  commendable. 

The  rapidity  with  which  the  De- 
partment of  Highways  came  to  the 
aid  of  distressed  districts  at  the 
time  of  the  floods  of  last  Spring  is 
ample  proof  of  the  far  reaching  good 
which  can  be  accomplished  through 
coordinated  efforts. 

This  question  comes  to  my  mind 
— How  extensive  is  the  use  made 
of  your  publication  in  the  school 
systems  of  our  State?  Has  this 
phase  ever  been  brought  to  the  at- 
tention of  Dr.  Dexter  or  Dr.  Sproul? 
I  do  not  know  of  any  other  maga- 
zine published  which  gives  a  better 
geographical  understanding  of  the 
various  parts  of  the  State  than  your 
booklet. 

Governor  Merriam's  recent  state- 
ment regarding  the  new  development 
work  in  the  San  Bernardino  Moun- 
tain area  is  intensely  interesting  to 
us  in  the  southern  part  of  the 
State.  This  realignment  will  permit 
easy  and  safe  ingress  and  egress  for 
residents  of  Southern  California  to 
the  great  San  Bernardino  Mountain 
recreational  areas  and  save  as  much 
as  thirty  to  forty  minutes  time  in 
transporting  fire  fighting  equipment 
from  the  Valley  floor  to  the    forests. 

The  courteous  and  efficient  man- 
ner in  which  the  employees  of  the 
Highway  Department  handle  traffic 
at  detours  or  places  under  repair  is 
most  praiseworthy.  We  are  indeed 
fortunate  in  having  such  a  fine 
organization  as  the  Department  of 
Public  Works  of  California. 
Yours   sincerely, 

AUTHOR  O.  GARRETT, 
Tax    Representative    Bank   of   Amer- 
ica    and     Capital     Company,     Los 

Angeles,   Calif. 


Good  Roads  Bring 
Visiting  Throngs 
to  State  Fair 

SACRAMENTO  will  truly  be- 
come the  heart  of  the  State  as 
traffic  on  all  highways  will  lead 
to  the  California  State  Fair  and  Ex- 
position, to  be  held  September  2d 
to  11th  inclusive. 

No  part  of  the  State  is  better  situ- 
ated in  regards  to  roads.  Direct 
arteries  from  the  north  and  south, 
east  and  west,  are  ready  to  carry  what 
Secretary-Manager  Robert  Muckler 
expects  to  be  a  record  attendance. 

Each  year  during  State  Fair  time, 
people  in  every  county  of  the  Seate 
are  made  conscious  of  the  benefits  of 
a  unified  highway  system  which  per- 
mits easy  travel  from  every  section 
of  California  right  to  the  gates  of 
the  fair  grounds. 

This  year,  visitors  from  the  San 
Francisco  Bay  region  will  be  able  to 
travel  over  the  new  Altamont  Pass 
Highwav,  recently  completed  at  a  cost 
of  $1,205,401. 

Eliminating  45  dangerous  curves, 
the  new  Altamont  Highway,  a  two- 
lane  divided  road,  will  afford  State 
Fair  visitors  from  Oakland  and  other 
Bast  Bay  points  a  quicker  and  safer 
route  to  Sacramento. 

The  network  of  highways  leading 
to  Sacramento,  under  the  administra- 
tion of  the  Division  of  Highways  of 
the  Department  of  Public  Works  and 
the  California  Highway  Commis.sion, 
has  been  brought  to  safety  and  com- 
fort standards  compatible  with  the 
development  of  modem  motor 
vehicles. 

Easy  transportation  of  exhibits, 
coupled  with  additional  electrical 
Aviring  and  display  improvements,  is 
bringing  a  record  increase  in  entries, 
especially  from  small  individual 
ranchers  and  live  stock  men. 

Some  of  the  factors  expected  to 
attract  visitors  from  even  the  most 
outlying  districts  are  a  $1,000,000 
building  and  improvement  program : 
An  out.standing  racing  program  for 
$50,000  in  purses;  larger  and  more 
artistic  exhibits  bv  California's 
counties;  the  $2,000",000  live  stock 
parade  and  farm  machinerj'  show ; 
the  world-famous  outdoor  night  revue, 
augmented  by  a  chorus  of  250  voices, 
and  the  nationally  recognized  Horse 
Show. 


[Twenty] 


(August  19}  8)  California  Highways  and  Public  Works 


Coast  Highway  Along  Malibu 
Reconstructed  W!th  Divided  Lanes 

By  RALPH  C.  MEYERS,  District  Office  Ensineer 


DURING  the  past  few  years  the 
volume  of  traffic  on  the  State 
highway  which  skirts  the 
ocean  shore  between  Santa  Monica 
and  Oxnard  has  increased  to  the  point 
where  it  has  become  necessary  to  re- 
construct the  road  at  certain  loca- 
tions. In  1936  the  section  of  this 
highway  at  the  crossing  of  Walnut 
Creek  was  reconstructed  on  new  loca- 
tion with  a  new  bridge  across  the 
canyon  about  19  miles  west  of  Santa 
Monica. 

On  October  1,  1937,  a  contract  was 
awarded  by  the  Director  of  Public 
Works  for  construction  on  improved 
alignment  and  grade  of  1.6  miles  be- 
tween Walnut  Canyon  and  Trancas 
Beach  and  on  October  26  a  contract 
was  awarded  for  similar  reconstruc- 
tion   of    3.1    miles    between    Trancas 


Beach  and  Encinal  Canyon.  In  con- 
junction with  these  road  improve- 
ments the  State  entered  into  a  third 
contract  for  the  widening  of  the 
bridges  across  Trancas  and  Zuma 
Creeks. 

ADEQUATE  FOR  TRAFFIC 

Reconstruction  under  these  con- 
tracts eliminates  the  most  antiquated 
portions  of  the  route  and  will  provide 
roadway  facilities  of  modern  design 
capable  of  adequate  service  "under 
present  day  trafSc  conditions. 

In  general  the  work  has  consisted 
of  placing  two  11-foot  lanes  of  Port- 
land cement  concrete  pavement  with 
28  feet  of  plant-mixed  surfacing  be- 
tween them.  The  shoulders  on  each 
side  of  the  pavement  are  being  oiled 
for  a  width  of  1-5  feet,  makino-  a  total 


width  of  roadway  of 
on  each  side  of  cui-b. 


feet  or  28  feet 


DIVIDING  STRIPS   CONSTRUCTED 

Throughout  the  length  of  the  im- 
provement a  parting  strip  is  being 
constructed  on  the  central  four  feet 
of  the  28-foot  plant-mix  surfacing. 
This  strip  will  provide  a  divided  pave- 
ment of  four  lanes,  two  for  each  direc- 
tion of  travel.  The  outside  pavement 
lanes  are  11  feet  wide  and  the  inside, 
or  passing  lanes,  are  12  feet  wide. 

Two  types  of  parting  strip  con- 
struction have  been  used  in  dividing 
the  traffic  ways.  On  the  portions  of 
the  route  which  are  not  heavily  popu- 
lated the  strip  consists  of  concrete 
curbs  four  feet  apart  with  the  space 
between  filled  with  soil  planted  to  ice 
plant. 


On  portions  of  the  route  not  thickly   populated  the  division  strips  consist  of  concrete  curbs  4-feet  apart  with  planting  between. 


iT'wenty-two] 


(August  1938)  California  Highways  and  Public  Works 


Division  strip  on  this  section  will  be  4-feet  wide  with   raised  white  arrows  bordered  by  double  white  lines. 


This  curbed  type  is  being  cou- 
strueted  on  two  sections,  each  approxi- 
mately one  mile  in  length.  The  curbed 
and  planted  dividing  strip  is  broken 
at  intervals  to  provide  for  necessary 
crossings. 

Along  the  remaining  portions, 
which  are  built  up  and  populated,  a 
dividing  strip  consisting  of  raised  and 
painted  diagonal  arrows  is  used.  This 
type  is  also  four  feet  wide  and  con- 
sists of  a  double  white  traffic  stripe  on 
the  outside  borders,  with  raised  ar- 
rows, painted  white,  placed  within 
these  stripes. 

RAISED  AEROVP  STRIPS 

The  arrows  are  set  diagonally  with 
the  center  line  and  alternately  point 
in  opposite  directions.  This  type  of 
dividing  strip  presents  a  roughened 
surface  in  the  center  of  the  pavement 
which  discourages  travel  but  does  not 
prevent  crossing  the  highway.  The 
raised  arrow  type  of  traffic  way  sepa- 
ration has  proven  quite  successful  on 
portions  of  the  Ramona  Boulevard- 
Garvey  Avenue  route  between  Los  An- 
geles and  Pomona. 

The  reconstruction  of  this  portion 
of  the  Roosevelt  Highway  will  un- 
doubtedly facilitate  the  movement  of 
the  large  volume  of  traffic  along  the 
highway.  The  improved  line  and 
grade  and  traffic  separation  will  pro- 
vide for  safer  travel  conditions. 

The  two  road  contracts  are  held  by 
the  Macco  Construction  Company  of 


Los  Angeles  and  the  contract  for 
widening  the  bridges  across  Zuma 
and  Trancas  Creeks  was  performed 
by  John  Strona  of  Pomona. 


The  estimated  cost  of  the  work  in- 
cluded in  the  three  contracts  is  $-i24,- 
000  and  it  is  anticipated  that  all  work 
will  be  complete  by  September. 


Bay  Bridge  Traffic  Shows  Increase 


AN  AVERAGE  of  23,951  vehicles 
per  day  crossed  the  San  Pran- 
i-cisco-Oakland  Bay  Bridge  dur- 
ing the  month  of  July,  it  was  an- 
nounced by  State  Director  of  Public 
works  Earl  Lee  Kelly  from  a  monthly 
traffic  report  filed  by  State  Highway 
Engineer  C.  H.  Pureell.  This  was  a 
slight  increase  over  June,  which  had 
an  average  of  23,806  vehicles.  How- 
ever, it  represented  a  drop  of  approxi- 
mately 5000  vehicles  per  day  from  the 
same  month  a  year  ago,  when  auto- 
mobile ferry  rates  were  at  a  parity 
with  the  bridge.  The  daily  average 
for  July,  1937,  was  28,582  vehicles. 

There  was  a  total  of  742,472  ve- 
hicles in  July  crossing  the  bridge,  as 
compared  to  714,173  in  the  preceding 
month. 

Total  collections  for  the  month  of 
Jidy  were  $386,723.15. 

Trucks  fell  off  last  month  from  the 
preceding  month,  with  a  total  of  34,- 
414  for  July  and  35,530  for  June, 
which  was  a  day-shorter  month. 

Freight  pounds  also  decreased   in 


July,  with  87,499,250  pounds,  com- 
pared to  92,797,000  for  June. 

Total  number  of  vehicles  using  the 
bridge  for  the  first  seven  months  of 
1938  is  4,809,426.  Since  the  bridge 
opened  on  November  12,  1936,  15,253,- 
976  vehicles  have  crossed  the  span. 

Comparative  figures  and  totals  fol- 
low: 

♦Total 
*Total     *Total  since 

July         June         opening 

Auto  trailers 1,829         1,378  24,451 

Passenger    autos.__667,608     641,653     14,220,259 

Motorcycles   3,034         2,736  52,596 

Tricars     __     1,001         1,102  16,123 

Buses  13,467        11,273  180,600 

Trucks   34,414       35,530  523,363 

Truck  trailers 1,538         1,588  31,171 

♦These  totals  exclude  toll  exempt  vehicles. 


"The  boy  who  gets  this  job  must  be 
fast." 

"Mister,  I'm  so  fast  I  can  drink  water 
out   of   a   sieve." 


Casting  Director — In  this  picture  about 
Hollywood,  I've  cast  you  two  fellows  as 
assistant  directors. 

Actors — Yes. 

Casting  Director — Ah,  I  see  you  already 
know  your  lines. 


California  High-ways  and  Public  Works 


(August  19}8) 


[Twenty-three] 


These   men,  civil  service  employees,  operate  four  tow  cars  and  fire   truck  owned   by   Bay   Bridge   providing   service  for  stalled   motorists. 

Motorists  Get  Quick  Aid  on  Bay  Bridge 


MOTORISTS  crossing-  the  San 
Francisco-Oakland  Bay 
Bridge  may  have  the  services 
(lay  or  night  of  a  crew  of  10  men,  who 
operate  the  span's  own  tow  trucks. 
Patrons  of  the  bridge,  stalled  for  any 
reason  on  its  4^  mile  length,  need 
only  smash  the  glass-covered  dial  la- 
beled "tow  service"  contained  in  one 
of  the  33  red-colored  boxes  placed  at 
convenient  intervals  along  the  north 
side  of  the  upper  and  lower  decks. 

Within  a  few  minutes  a  bridge  tow 
car  will  come  to  the  motorist's  aid, 
equipped  to  provide  him  with  gaso- 
line, to  change  a  tire,  or  to  tow  him 
off  the  span.  A  charge  of  30  cents  a 
gallon,  with  a  minimum  of  three  gal- 
lons, is  made  for  gasoline. 

Oallant  bay  bridge  officials  make  no 
charge  to  women  motorists  for  chang- 
ing a  tire,  but  levy  fifty  cents  on  men 
drivers. 


It  costs  the  small  sum  of  $1.30  to 
have  your  automobile  towed  off  the 
span  within  a  convenient  radius  of 
either  end  of  the  bridge.  Motorists 
belonging  to  automobile  clubs  may 
have  their  tow  charges  paid  for  by 
the  club. 

A  fleet  of  three  tow  cars  and  one 
truck  comprises  the  bay  bridge's 
roadside  service.  The  State's  Vehicle 
Code  does  not  permit  a  private  tow- 
ing service  to  operate  on  the  bridge. 

The  tow-boxes,  said  to  be  the  only 
ones  of  the  kind,  were  essential  be- 
cause of  the  tremendous  length  of  the 
bridge  and  the  necessity  to  keep  traffic 
moving  on  the  great  span. 

Out  of  a  total  of  15,048,565  vehicles 
crossing  the  bridge  since  it  was 
opened,  11,908  vehicles  have  received 
aid  from  the  span's  Roadside  Mainte- 
nance Service,  it  was  announced  by 
Principal  Bridge  Engineer  Chas.  E. 


Andrew.  This  is  equivalent  to  an 
average  of  18.99  vehicles  serviced  per 
day,  or  one  out  of  every  1,281  auto- 
mobiles crossing  the  bridge. 

More  motorists  were  stalled  on  the 
bridge  due  to  lack  of  gasoline  than 
for  any  other  reason,  it  was  revealed, 
with  6,514  vehicles  supplied  with  gaso- 
line or  oil.  A  total  of  3,554  vehicles 
had  been  towed  because  of  engine 
trouble,  lack  of  spare  tire,  or  accident ; 
and  1,781  tires  were  changed  on  the 
span. 

The  bay  bridge's  own  fire  truck  has 
extinguished  a  total  of  59  vehicular 
tires,  Mr.  Andrew  announced. 

The  San  Francisco-Oakland  Bay 
Bridge,  U.  S.  Routes  40-50,  is  main- 
tained and  operated  by  the  Californin 
State  Division  of  Highways. 


"Hey,    mister!      Your   engine': 
"Well,  it's  old  enough." 


smoking 


|Twenty-£our] 


(August  19}  s)  California  Hightvays  and  Public  Works 


Highway  Commission  Head  Urges 
Necessity  of  Protecting  Gas  Tax 


(Continued  from  page  7) 


Miiallest  amounts,  in  view  of  the 
cxtremo  necessity  for  the  use  of 
every  dollar  for  highway  purposes 
must  be  definitely  stopped. 

Secondly,  the  people  of  California 
must  hold  tight  to  gasoline  tax  in- 
come for  highway  purposes  because 
the  outlook  under  existing  condi- 
tions in  this  State  for  the  use  of  this 
money  to  splendid  advantage  in  the 
perfection  of  a  co-ordinated  high- 
way system  in  the  State,  is  vitally 
imperative.  Earl  Lee  Kelly,  Director 
of  the  Department  of  Public  Works, 
on  more  than  one  occasion  in  public 
addresses  has  said  that  even  today 
California  is  eight  years  behind  in 
its  highway  development,  as  meas- 
ured against  the  demands  and  neces- 
sities brought  about  through  the 
tremendous  increase  in  the  registra- 
tion of  automotive  units  and  the 
normal  economic,  population  and  in- 
dustrial growth  of  the  State. 

California  now  has  registered  by 
its  own  automotive  owners,  one- 
tenth  of  all  the  cars  and  trucks  in 
the  entire  United  States.  But  that 
is  only  part  of  the  story.  California 
is  the  most  widely  patronized  and 
extensively  traveled  world  sector  by 
the  recreational  motorist.  These 
visitors,  numbering  in  the  first  six 
months  of  1938  524,375  persons,  all 
traveling  in  automobiles,  also  pay 
their  gasoline  tax  with  every  gallon 
they  buy  in  the  State. 

Even  adding  to  this,  the  tax  paid 
by  California  motorists,  still  the 
amount  of  money  realized  from  these 
sources  is  not  sufficient  today  to 
properly  round  out  a  modern  high- 
way program  in  this  State.  All  the 
more  reason,  therefore,  that  we  should 
conserve  and  subserve  every  dollar 
of  gasoline  tax  income  through  a 
constitutional  restriction  for  the  ex- 
clusive legal  use  of  the  money  for 
highway  construction,  reconstruc- 
tion and  maintenance. 

Some  slight  idea  of  what  the 
future  holds  in  highway  develop- 
ment and  its  cost  in  this  State,  may 
be  gleaned  from  the  report  recently 
released  in  the  official  magazine  of 
the  National  Association  of  Highway 


Decimal  Point  in 
Wrong  Place  Causes 
Gas  Tax  Shrinkage 

In  its  official  release  to  the 
press  on  July  27, 1938,  the  State 
Board  of  Equali2ation  stated 
that  the  gasoline  tax  assessment 
for  June,  1938,  represented  an 
increase  of  3.35  per  cent  over 
the  assessment  for  June  of  1937. 
Actually  the  increase  amounted 
to  .33564  of  one  per  cent  or 
one-tenth  of  the  amount  quoted 
in  the  release.  The  inaccuracy 
in  placing  the  decimal  point 
creates  an  erroneous  impression 
to  the  extent  that  an  increase 
of  3.35  per  cent  would  have 
amounted  to  $155,506  whereas 
the  actual  increase  amounted  to 
$15,535.43. 

Assessments  for  the  first  six 
months  of  the  current  calendar 
year  amounted  to  $24,997,853.22 
as  compared  with  $24,912,- 
117.43  for  the  corresponding 
period  of  1937.  The  increase  of 
$85,735.79  represents  an  in- 
crease of  .344  of  one  per  cent 
indicating  that  June  was  a 
typical  month  on  the  basis  of 
the  average  for  the  first  half  of 
the  year. 


Officials  compiled  from  evidence  and 
estimates  given  by  the  various  states. 

In  the  case  of  California  it  will 
be  necessary  within  a  reasonable 
period  of  time  to  rebuild  4600 
miles  of  highway,  to  widen  1200 
miles,  to  relocate  1000  miles  and  to 
widen  or  rebuild  2300  bridges.  This 
program  has  an  estimated  cost  of 
$420,000,000.  California  shows  the 
most  extensive  future  program  of 
any  State  in  the  Union.  Ohio  is  next 
with  a  necessary  expenditure  in  the 
same  period  of  $342,000,000. 

It  maj-  be  easily  seen  by  the  Cali- 
fornia voter  that  it  is  to  his  interest 
as  a  citizen  and  taxpayer  to  conserve 
gasoline  tax  money  for  highway  pur- 
poses, exclusively.     The  money  has 


Asphalt  Con- 
ference Will  Be 
Held  Oct.  10-13 

The  IMontana  National  Bituminous 
Conference  of  1938  will  be  held  at 
Biloxi,  Mississippi,  October  10  to  13. 
The  program  is  intended  to  cover  all 
phases  of  asphalt  iLsage  and  is  divided 
into  four  sections  as  follows : 

(1)  Progress  and  research  as  re- 
lated to  construction  and  maintenance 
of  bituminous  surfaces;  (2)  Funda- 
mentals of  bitviminous  construction; 
(3)  Construction  of  bituminous  sur- 
faces; (4)  Maintenance  of  bituminous 
surfaces. 

Chairmen  of  these  sections  are : 
(1)  N.  W.  McLeod,  Research  Engi- 
neer, Department  of  Highways  and 
Transportation,  Regina,  Canada;  (2) 
T.  E.  Stanton.  Materials  and  Research 
Engineer,  Division  of  Highways, 
California  Department  of  Public 
Works;  (3)  V.  B.  Steinbaugh, 
Deputy  Commissioner-Chief  Engi- 
neer, Michigan  State  Highway  De- 
partment; (4)  A.  B.  Nuss,  State 
Highwav  Engineer  of  Kansas. 


MOTOR  TOURISTS  INCREASE 

Approximately  344,556  motor  tour- 
ists visited  California  during  the 
first  third  of  this  year,  it  is  esti- 
mated by  the  touring  bureau  of  the 
Automobile  Club  of  Southern  Cali- 
fornia. The  figure  represents  over 
16,900  more  motor  visitors  from 
other  states  and  countries  than  the 
tourist  influx  during  the  first  four 
months  last  year. 


The  Eishteenth  Annual  Meeting  of  the 
Highway  Research  Board  will  be  held  on 
November  30-December  2,  19.38,  at  the 
Xational  Academy  of  Sciences,  Washington, 
D.  C. 

been  so  well  and  capably  spent  ever 
since  the  formation  of  the  State 
Highway  Department,  and  the  re- 
sults in  better  business  and  general 
prosperity  in  the  State  have  been 
so  pronounced  as  a  consequence,  that 
no  citizen  need  fear  about  voting 
"Yes"  on  the  constitutional  amend- 
ment. 

Remember  that  in  California  more 
than  in  any  other  State  in  the  Union, 
the  gasoline  tax  is  not  a  tax.  It  is 
a  first  rate  investment  for  increased 
prosperity. 


California  Highways  and  Public  Works  (AuRust  i93s) 


[Twenty-five] 


r^,~; 


DIVISION  OF 

WATER  RESOURCES 


OFFICIAL  REPORT 

FOR.THE  MONTH.OF 

July,  1938 

EDWARD  HYATT,  State  Encineer 


INVESTIGATIONS  of  applica- 
tions for  allotments  from  money 
appropriated  to  the  Emergenev 
Fund  by  Chapter  11,  Statutes  of  1938, 
Extra  Session,  for  restoration  of  pub- 
lic property,  levees,  flood  control  work, 
county  roads,  and  bridges,  damaged 
by  recent  floods  throughout  the  State, 
and  the  supervision  of  restoration 
work,  have  been  continued  by  the  Di- 
vision of  Water  Resources  represent- 
ing the  Department  of  Public  Works, 
pursuant  to  instructions  of  the  Direc- 
tor of  Finance. 

Reports  and  recommendations  on 
120  of  these  applications  have  been 
made  by  this  Division  and  State 
Reclamation  Board  to  the  Director  of 
Finance.  Allocations  totaling  $2,225,- 
000  have  been  approved  by  Governor 
Merriam.  Some  of  the  work  under 
these  allocations  is  being  performed 
by  the  Division  and  other  work  is  be- 
ing done  by  the  applicants  under  con- 
tracts with  the  Department  of  Public 
Works.  Fifty-three  contracts  are 
now  in  force  for  work  which  will  cost 
$1,500,000. 

In  the  investigations  of  applications 
for  repairs  valuable  assistance  has 
been  given  by  the  Maintenance  and 
Bridge  Departments  of  the  Division 
of  Highways  and  the  Bridge  Depart- 
ment has  aided  greatly  in  the  approval 
of  plans  for  bridge  repairs. 


IRRIGATION   DISTRICTS 


Award  of  contract  tor  construction  of  the 
first  forty-three  miles  of  the  Coachell.a  branch 
of  the  All  American  Canal,  was  announcpfl 
early  in  the  month  from  Washington.  The 
branch  will  extend  for  more  than  100  miles 
to  a  point  north  of  Salton  Sea  and  will  pro- 
vide irrigation  for  an  area  of  some  .350.000 
acres,  lying  to  the  east  of  Imperial  Irrigation 
District  and  within  the  Coachella  Valley 
County  Water  District.  The  main  section 
of  the  All  American  Canal,  which  was 
started  in  1934.  will  be  completed  and  placed 
in  operation  next  year  for  service  of  the  500,- 
000  acres  now  irrigated  in  the  Imperial  Val- 
ley from  the  old  main  canal  that  loops 
through  Mexican  territory. 

San    Dieguito   Irrigation    District    has   ob- 


tained a.ssurance  of  Federal  assistance  in 
carrying  out  extensive  improvements.  Plans 
contemplate  construction  of  two  new  pump- 
ing plants,  an  elevated  steel  tank  of  75,000 
gallon  capacity,  and  a  200,000  gallon  balanc- 
ing reservoir.     Estimated  cost  is  $111,000. 


SUPERVISION  OF  DAMS 


Application  has  been  received  for  the  con- 
struction of  the  Eancho  Del  Ciervo  Dam  in 
Santa  Barbara  County. 

Applications  for  the  repair  of  Los  Serranos 
Dam,  Saw  Pit  Dam,  Nelson  Dam,  Big  Santa 
Anita  Dam  and  Peoples  Weir  Dam  have 
been  received,  of  which  Nelson  and  Los  Ser- 
ranos have  been  approved. 

Applications  are  approved  for  construction 
of  the  Charles  Lee  Tilden  Park  Dam  and  for 
enlargement  of  Lower  St.  Helena  Dam. 


WATER   RIGHTS 


Thirty-five  applications  to  appropriate 
were  received  during  June.  Eight  were  de- 
nied, ten  approved  and  rights  under  ten  per- 
mits were  confirmed. 

Project  inspections  preliminary  to  the  is- 
suance of  license  or  revocation  of  permit 
were  made  in  the  San  Bernardino  area  in 
the  Sierras  except  the  Tahoe  and  Mono 
Basin  areas,  and  in  Siskiyou  and  Tehama 
counties. 


TOPOGRAPHIC   MAPPING 


Field  work  on  the  San  Bernardino  No.  3 
and  No.  4  quadrangles  has  been  completed 
and  office  work  has  been  completed  on  the 
Downieville  No.  1.  Avenal  and  Kramer  No.  2 
quadrangles,  and  is  progressing  on  the  Kra- 
mer No.  4  quadrangle. 


SACRAMENTO-SAN    JOAQUIN 
WATER   SUPERVISION 


The  field  work  of  the  office  is  progressing 
satisfactorily  and  all  points  of  diversion  are 
being  visited  and  the  di.scharges  of  the  various 
pumping  plants  measured.  The  irrigation 
of  sugar  beets  is  about  completed  and  in 
some  places  the  harvest  of  the  crop  has 
begun.  During  the  coming  month  the  Sacra- 
mento River  will  reach  its  low  point  tor  the 
summer  and  by  this  time  next  month  should 
start  to  rise. 

The  stream  flow  into  the  delta  shows  a 
marked  decrease  from  last  month  but  is  still 
above  normal.  The  flow  of  the  Sacramento 
River  at  Sacramento  on  July  23d  was  about 
9100  cubic  feet  per  second ;  on  the  same  day 


the  flow  of  the  San  .loaquin  River  at  La- 
throp  was  about  10,500  cubic  feet  per  second. 
On  the  corresponding  date  last  year,  the 
flows  were  .3400  and  16.50  culiic  feet  per 
.second  respectively. 


CENTRAL  VALLEY    PROJECT 


Working  under  a  cooperative  agreement 
with  the  U.  S.  Bureau  of  Reclamation,  the 
Division  of  Water  Resources,  representing 
the  Water  Project  Authority  of  the  State  of 
California,  has  continued  engineering  studies 
in  connection  with  the  Central  Valley  Proj- 
ect. The  work  has  comprised  the  obtaining 
of  data  in  the  field  and  its  analysis  for  use 
in  connection  with  negotiations  for  the  acqui- 
sition of  water  rights  of  lands  bordering  the 
San  .Toaquin  River  which  are  now  being 
served  by  that  stream.  The  field  work  has 
included  topographic,  hydrologic,  geologic 
and  soil  surveys  which  were  used  in  making 
studies  and  preparing  reports  and  maps  on 
land  and  water  conditions.  Studies  have 
been  continued  of  matters  affecting  the  dis- 
posal of  water  made  available  by  the  project, 
including  analyses  of  present  ground  water 
conditions  and  the  requirements  of  certain 
areas  for  additional  supplies. 

Negotiations  have  been  continued  with 
public  utility  companies  for  the  relocations 
of  their  facilities  affected  by  the  construction 
of  certain  units  of  the  project. 


FLOOD  CONTROL  AND  RECLA- 
MATION 


The  construction  of  a  bridge  across  the 
Iwirrow  pit  of  the  west  levee  of  the  Sutter 
By-pass  at  Sacramento  Slough  was  com- 
pleted. This  bridge  is  approximately  175 
feet  long,  the  deck  at  ground  level. 

Work  has  continued  in  repairing  flood 
damage  in  Glenn,  Shasta,  Butte  and  Tehama 
counties.  The  work  of  repairing  16  breaks 
on  the  Cherokee  Canal  in  Reclamation  Dis- 
trict No.  833  has  been  completed,  as  has  also 
the  work  on  the  northern  bank  of  Honcut 
Creek. 

Money  has  been  allocated  by  the  Reclama- 
tion Board  for  the  construction  of  a  county 
bridge  across  the  borrow  pit  of  the  Dry 
Creek  lateral  of  the  Bear  River  levee  system 
at   a   cost  of  $8,200. 


Youth — Now  on  this  ring  I  should  like  you 
to  engrave :  "For  my  darling  Muriel." 

Jeweler — Would  it  not  be  better  to  have 
simply:  "For  my  darling?"  Tou  see,  sir,  it 
will  be  at  least  a  week  before  we  can  let  you 
have  the  ring. 


[Twenty-six] 


(August  19}  s)  California  Hightvays  and  Public  Works 


AMADOR  COUNTY — Between  0.3  mile 
cast  of  Plymouth  and  Fiddletown,  about  5.5 
miles  liquid  asphalt  to  be  furnished  and 
aiiplii'd.  District  X,  Feeder  Road.  Stewart 
M  McGaw,  Stockton.  .$4,104;  Chas.  Kup- 
pinger,  Lakeport,  $4.566 ;  C.  F.  Frederickseu 
&  Sons.  Lower  Lake,  $3,805;  Sheldon  Oil 
Co..  Suisun,  $3,432 ;  Hayward  Building 
Material  Co.,  Hayward,  $3,576  ;  Lee  J.  Im- 
mel.  Berkeley  $3,666 ;  Garcia  Construction 
Co.,  Irvinstou,  $3,536  :  Acme  Transportation, 
Inc.,  Oakland,  ,$3,859;  Oilfields  Trucking 
Co..  Bakersfield,  $3,995;  Powers  &  Patterson, 
Lower  Lake,  .$3,726  ;  A.  A.  Tieslau,  Berkeley, 
.$3..">9S ;  J.  B.  Breen.  Sacramento.  $3.421 ; 
Tvhv.ird  A.  Forde.  San  Anselmo,  $3,808. 
I'.iiitiact  awarded  to  Pacific  Truck  Service, 
111.-,.  San  Jose,  $3,206.88. 

lU'ITE  COUNTY — Between  six  miles 
.south  and  one  mile  south  of  Paradise,  about 
4.6  miles,  a  graded  roadbed  to  be  con- 
stnirfed.  District  III.  Feeder  Road.  Claude 
C.  Wood,  Stockton,  $44,610;  M.  .1.  Ruddy, 
Mnilesto,  $45,771;  George  K.  Thompson  and 
Cn,  Los  Angeles,  .$49,CH51 ;  Hemstreet  and 
I'.rll.  Marysville,  $50,865:  Johnston  Rock 
C.i,  Inc.,  Stockton,  $62,635;  Ralph  A.  Bell, 
Mniii-ovia,  $79.9.55.  Contract  awarded  to 
Fiidcricksen  &  Westbrook,  Lower  Lake, 
.Si.".,r.70. 

CALAVERAS  COUNTY— Between  South 
l'(.r.l  of  Mokelumne  River  and  Herberts 
linueh.  about  l.S  miles  to  be  surfaced  with 
untreated  crushed  gi-avel  or  stone  and  road- 
mix  surfacing.  District  X,  Feeder  road. 
Il.ivward  Building  Material  Co.,  Hayward, 
.<s.:;()0 :  Piazza  &  Huntlev,  San  Jose.  $9.847 ; 
A(  i.i,.  Transportation,  Inc.,  Oakland.  $9,871. 
I'liiiliact  awarded  to  Garcia  Construction 
(•"..  Iivington,  .$6,623.50. 

(•(INTRA  COSTA  COUNTY — Between 
Miiii-  and  Willow  Pass,  about  8  miles  to 
111'  tfi-adi'd.  soil  cement  base  and  cruslier 
run  base  to  be  constructed  and  surfaced 
Willi  plant-mixed  surfacing  and  3  reinforced 
concrete  slab  bridges  to  be  constructed. 
District  IV,  Route  106.  Section  C.  Gran- 
fielil.  Farrar  and  Carlin,  San  Francisco, 
'  .$342..583 ;  Frederickseu  and  Westbrook, 
'  Lower  Lake.  $335.469 ;  Hanrahan  Co..  Red- 
wood City.  .$.348.348 ;  N.  M.  Ball  Sons. 
Berkeley,  $371,006;  Heafey-Moore  Co.  & 
Frederickson  &  Watson  Construction  Co., 
Oakland,  .$369,197;  George  Pollock  Co., 
Sacramento,  $354,376;  A.  Teichert  &  Son. 
Inc.,  Sacramento,  $468,582.  Contract 
awarded  to  Macco  Construction  Co.,  Clear- 
water, $312,555.40. 

FRESNO  AND  MADERA  COUNTIES— 
A  bridge  across  San  .Toaqnin  River  about 
4  miles  northeast  of  Auberry,  consisting  of 
a  through  steel  truss  sjian  with  timber 
stringer  approach  spans  with  concrete  decks. 
District  VI.  Feeder  road.  Robert  McCarthy. 
Ran  Francisco.  $29.873 ;  Albert  H.  Siemer 
&  John  Carcano.  San  Anselmo.  $30,661; 
J.  S.  Metzger  &  Sons.  Ixis  Angeles.  $31.- 
798;  Trewhitf-Shiclds  &  Fisher.  Fresno, 
$33,589;  The  Robertson  Co..  Los  Angeles, 
!i!3fi.4.54.  Contract  awarded  to  S.  A.  Cum- 
mings,  San  Diego,  .$29,379.90. 

HUMBOLDT  COUNTY  — At  Greenlaw 
Bluffs,  about  0.2.5  mile  to  be  graded  and 
surfaced  with  plant-mixed  surfacing  and 
sacked  concrete  riprap  to  lie  iiliieed.  District 
I,  Route  1,  Section  B.  Claude  C.  W.iod.  Lodi, 
.$57,330;  N.  M.  B.all  and  E.  E.  Smith.  Berke- 
ley. $58,727;  Lee  J.  Immel.  Berkeley.  $.58.- 
744  :  Xlercer.  Eraser  Company.  Eureka. 
.«."'.>.Oni  :  Hemstreet  and  Bell.  Marvsville, 
.$61,012;  Fred  A.  Maurer  and  Son.  Eureka. 
.*62.472 :  Ransome  Company,  Emeryville, 
$65.392 :     Guerin     Bros.,     San     Francisco, 


$77,391.  Contract  awarded  to  Harold 
Smith,  St.  Helena,  $56,824. 

INYO  COUNTY— Between  the  w"st  city 
limits  and  Main  Street,  Bishop,  about  0.5 
mile  to  be  graded  and  surfaced  with  roadniix 
surfacing.  District  IX,  Route  76,  Section 
Bis.  A.  S.  Vinnell  Co.,  Alhambra,  .$9..'^1S; 
E.  S.  and  N.  S.  Johnson.  Pasadena,  .$9,647; 
Rexroth  and  Rexroth,  Bakersfield,  .$8,448. 
Contract  awarded  to  Basich  Bros.,  Tor- 
rance, $7,047. 

INYO  COUNTY— Near  Camp  Sabrina, 
about  0.8  mile  to  be  graded  and  surfaced 
with  imported  surfacing  material  and  pene- 
tration oil  treatment  applied  thereto,  and  a 
steel  beam  and  reinforced  concrete  deck 
bridge  to  be  constructed.  District  IX,  Route 
76.  Section  B.  A.  S.  Vinnell  Co.,  Alhambra, 
$27,348;  Basich  Brothers,  Torrance,  .$25,- 
432.  Contract  awerded  to  E.  S.  and  N.  S. 
Johnson,  Pasadena,  $21,960. 

KERN  COUNTY  —  Across  Calloway 
Can.al,  about  3  miles  west  of  Bakersfield,  a 
reinforced  concrete  slab  bridge  to  be  con- 
structed. District  VI,  Route  58,  Section  L. 
Rexroth  and  Rexroth,  Bakersfield,  $7,473; 
J.  S.  Metzger  &  Son.  Los  Angeles.  $10.336 ; 
Griffith  Company.  Los  Angeles,  .$6,755;  F. 
A.  Greenough,  Bakersfield.  $7,293;  Macco 
Construction  Co.,  Clearwater,  $6,776;  Palo 
Alto  Road  Materials  Co.,  Palo  Alto.  $8,411. 
Contract  awarded  to  Franzini  &  Fredenburg, 
San  Rafael,  $6,486.50. 

KERN  COUNTY — Between  one  mile 
south  and  two  miles  south  of  Rosedale, 
about  one  mile  to  be  graded  and  oiled  and 
two  bridges  to  be  constructed.  District  VI, 
Feeder  Road.  Rexroth  and  Rexroth.  Bakers- 
field, $11,997  ;  John  Jurkovich.  Fresno.  $11,- 
989 ;  F.  A.  Greenough.  Bakersfield.  $15,150  ; 
Griffith  Co.,  Los  Angeles.  $12,192;  E.  G. 
Perham,  Los  Angeles.  $12,033;  Franzini  & 
Fredenburg,  San  Rafael,  $12,407.  Contract 
awarded  to  J.  E.  Anderson  &  George  France, 
Visalia,  $11,107.24. 

KINGS  COUNTY — Between  Amiona  and 
Hanford.  3.5  miles  to  be  graded  and  paved 
with  asphalt  concrete.  District  VI.  Route 
10,  Section  C.  Han.  Piazza  and  Huntley, 
San  Jose.  .$98.585 ;  N.  M.  Ball  Sons.  Berke- 
ley. $98.851 ;  Griffith  Company.  Los  Angeles. 
$iO6.707;  Warren  Southwest.  Inc..  Los 
Angeles.  $117,219.  Contract  awarded  to 
Union  Paving  Co.,  San  Francisco,  $97,- 
681.05. 

LOS  ANGELES  COUNTY  —  Between 
190th  Street  and  Lomita  Boulevard,  about 
4.6  miles  to  be  graded  and  surfaced  with 
plant-mixed  surfacing.  District  VII.  Route 
165,  Section  A.  Los  Angeles.  Sully-Miller 
Contracting  Co.,  Long  Beach.  $121,819;  L. 
A.  Paving  Co..  Los  Angeles.  $131.765 ;  C.  O. 
Sparks  and  Mundo  Engineering  Co.,  Los 
Angeles.  $143,681  ;  Claude  Fisher  Co..  Ltd.. 
Los  Angeles.  $129,196;  George  R.  Curtis 
Paving  Co.,  Los  Angele.s,  $116,178;  A.  S. 
Vinnell  Co.,  Alhambra.  $114,980;  Martin 
Bros.,  Trucking  Co.,  Long  Beach,  $125.466 ; 
Oswald  Bros..  Los  Angeles,  $114,302  ;  J.  E. 
Haddock,  Ltd.,  Pasadena,  $127.951 ;  Basich 
Bros.,  Torrance,  $11.5,265;  United  Concrete 
Pipe  Corp..  Los  Angeles,  $116.7.58.  Contract 
awarded  to  Griffith  Co.,  Los  Angeles.  $108,- 
389.55. 

LOS  ANGELES  COT'NTY- Between 
Fair  Oaks  Avenue  in  South  Pasadena  and 
Glenarm  St.  in  Pasadena,  about  0.8  mile 
to  be  graded  and  paved  with  Portland 
cement  concrete,  asphalt  concrete,  and  plant- 
mixed  surfacing.  District  VII.  Route  205, 
South  Pasadena,  Pasadena.  Claude  Fisher 
Co..    Ltd.,    Los    Angeles,    $126,768;    C.    O. 


.Sparks  &  Mundo  Engineering  Co.,  Los  An- 
geles, $127,648;  George  R.  Curtis  Paving 
Co.,  Los  Angeles,  $115,734 ;  Griffith  Co.,  Los 
Angeles,  $126,592;  W.  B.  Hall  Co.,  Alham- 
bra, .$145,779  ;  Basich  Bros.,  Torrance,  $109,- 
091.  Contract  awarded  to  J.  E.  Haddock, 
Ltd.,  Pasadena,  $107,378.00. 

LOS  ANGELES  COUNTY— Between 
Pasadena  Avenue  and  Avenue  22,  about  0.9 
mile  to  be  graded  and  paved  with  asphalt 
concrete,  Portland  cement  concrete  and 
plant-mixed  surfacing.  District  VII,  Route 
165,  Section  L.  A.  Warren  Southwest,  Inc., 
Los  Angeles,  $98,697;  George  J.  Bock  Co., 
Los  Angeles,  .$115,966 ;  Radich  and  Brown, 
Los  Angeles,  $96,479 ;  Griffith  Company,  Los 
Angeles,  $113,973;  Vido  Kovacevich.  SoHth 
Gate,  $101,476;  George  R.  Curtis  Paving 
Co.,  Los  Angeles.  $99,627;  J.  E.  Haddock, 
Ltd.,  Pasadena,  $141,808.  Contract  awarde<l 
to  Bebek  &  Brkich,  Los  Angeles,  $94,651.00. 

LOS  ANGELES  COUNTY— A  bridge 
across  Malibu  Creek,  about  10  miles  north- 
west of  Santa  Monica  to  be  repaired.  Dis- 
trict VII,  Route  60,  Section  A.  Paul  D. 
Lawrence  Co.,  Los  Angeles,  $29,882; 
Byerts  &  Dunn.  Los  Angeles,  $32,516 ;  R.  R. 
B'iBbop,  Long  Beach,  $29,958 ;  Carlo  Bongio- 
vanni,  Beverly  Hills,  $31,963;  The  Con- 
tracting Engineers  Co.,  Los  Angeles,  $29,211. 
Contract  awarded  to  J.  S.  Metzger  &  Son, 
Los  Angeles,  $26,245.00. 

LOS  ANGELES  COUNTY— A  reinforced 
concrete  girder  bridge  across  Santa  Clara 
River,  about  5  miles  east  of  Saugus,  consist- 
ing of  eight  50-foot  spans,  and  two  12-foot 
3-ineh  spans  on  reinforced  concrete  piers 
and  abutments.  District  VII.  Route  23, 
Section  I.  Dimmitt  &  Taylor,  Los  Angeles, 
$77,258;  R.  H.  Travers,  Los  Angeles,  $85,- 
903;  Gibbons  &  Reed  Co..  Burbank.  .$80,- 
909  :  Byrt-ts  and  Dunn.  Los  Augeles.  $75..500  ; 
R.  R.  Bishop,  Long  Beach.  .STiM'.i.l :  Ben- 
nett &  Taylor,  Los  Angeh's,  .'♦ss.;i!mI;  John 
Strona,  Pomona,  .$77,000:  ('.  (».  Sparks  & 
Mundo  Engineering  Co..  Los  Angeles,  .$78,- 
927 ;  Carlo  Bongiovonni,  Beverly  Hills, 
.$73,534;  J.  E.  Haddock.  Ltd..  Pasadena, 
$74,330 ;  Oscar  Oberg,  Los  Angeles,  $80.589 : 
The  Contracting  Engineers  Co.,  Los  Angeles, 
$73..835;  J.  S.  Metzger  &  Son,  Los  Angeles, 
.$76,343,  L.  W.  Odell  &  Geo.  J.  Bock  Co., 
Los  Angeles,  $90,839.  Contract  awarded  to 
Griffith  Co.,  Los  Angeles,  $67,191. 

LOS  ANGELES  COUNTY— Over  Arroyo 
Seco  Parkway  at  Avenue  60,  three  40-foot 
reinforced  concrete  slab  spans,  on  concrete 
piers  and  abutment  to  be  constructed  as 
an  extension  to  an  existing  bridge  and  the 
northerly  approach  thereto  and  roadway  on 
extension  surfaced  with  asphalt  concrete. 
District  A'll.  Route  205.  Section  L.  A. 
Bverts  &  Dunn.  Los  Angeles,  $5n..528  :  L.  W. 
Odell  &  G.  J.  Bock  Co..  Los  Angeles, 
$65,110;  Dimmitt  &  Taylor,  Los  Angeles, 
$65,770;  Fred  E.  Potts  Co..  Los  Angeles, 
.$64,446;  John  Strona.  Pomona.  .$04,952;  J. 
E.  Haddock.  Ltd.,  Pasadena,  .$61,798;  Carlo 
i?ongiovanni.  Los  Angeles.  .$62,114.  Con- 
tract awarded  to  The  Contracting  Engineers 
Co..  Los  Angeles.  $.57.4.36. 

MENDOCINO  COUNTY — Between  .south- 
erly boundary  and  Hopland.  about  7  miles 
to  be  .surfaced  with  plant-mixed  surfacing. 
District  I.  Route  1.  Section  L.  Piazza  and 
Huntlev,  San  Jose.  $94..550:  IMountain  Con- 
struction Co..  Sacramento.  $102.0.37;  Hem- 
street and  Bell.  Marysville.  .$99,107;  J.  A. 
C.nsson.  Hayward.  $105,881  ;  Union  Paving 
Co..  San  Francisco.  $91,366;  Pacific  States 
Construction  Co.,  San  Francisco,  .$99,458; 
N.  M.  Ball  Sons,  Berkeley.  .$85,328:  A.  G. 
Raisch,  San  Francisco.  .$110,780.     Contract 


California  Highways  and  Public  Works  (August  19}  s) 


[Twenty-seven] 


awarded   to   Hanrahan   Co.,   Redwood   City, 
§84,900.50. 

MENDOCINO  AND  LAKE  COUNIIES 
■ — 5.5  miles  east  of  Route  1  and  portions  be- 
tween 17  and  23  miles  east  of  Lueeme. 
about  0.6  mile  to  be  graded  and  surfaced  with 
roadmix  surfacing  and  sacked  concrete  rip- 
rap to  be  placed.  District  I,  Route  15,  Sec- 
tions A,  C.  E.  A.  Forde,  San  Anselmo,  $45,- 
882;  Fred  J.  Maurer  &  Son,  Eureka,  .'t;45,- 
981;  Claude  C.  Wood,  Lodi,  $46,724;  Pa- 
cific States  Constructicn  Co.,  San  Francisco, 
$47,121;  Hemstreet  aid  Bell,  Marysville, 
$48,095:  N.  M.  Ball  Sons,  Berkeley,  .$54,- 
707.  Contract  awarded  to  Lee  J.  Immel, 
Berkeley,  $44..S01.65. 

MERCED  COUNTY— 17  miles  east  of 
Los  Banos,  a  reinforced  concrete  bridge 
across  San  Joaquin  River  to  be  consti-ucted, 
an  existing  reinforced  concrete  bridge  to 
be  widened,  and  0.5  mile  of  roadway  ap- 
proaches to  be  graded  and  surfaced  with 
plant-mixed  surfacing.  District  X,  Route 
32,  Section  C.  Bates  &  Rogers  Construction 
Corp.,  Oakland.  $114,583;  J.  F.  Knapp, 
Oakland,  $102,488.  Contract  awarded  to 
C.  W.  Calletti  &  Co.,  San  Rafael,  $93,900.50. 
MODOC  COUNTY— A  reinforced  con- 
crete slab  bridge  across  North  Fork  of  Pit 
River  in  City  of  Alturas,  consisting  of  1-45 
foot  span  and  2-15  foot  cantilever  spans  on 
concrete  piles.  District  II,  Route  73,  Al- 
turas. Franzini  and  Fredenburg,  San  Ra- 
fael, $21,325;  Clifford  A.  Dunn.  Klamath 
Falls,  Oregon,  $23,112;  Albert  H.  Siemer 
and  John  Carcano,  San  Anselmo,  $23,749 ; 
Campbell  Construction  Co.,  Sacramento  $27,- 
541;  A.  Soda  and  Son,  Oakland,  $27,484; 
John  Rocca,  San  Rafael,  $30,380.  Contract 
awarded  to  M.  A.  Jenkins,  Sacramento, 
$20,665.00. 

MONO  COUNTY  —  Between  Sonora 
Junction  and  Coleville,  3.5  miles  to  be  graded 
and  surfaced  with  road-mix  surfacing  and 
Class  "A"  seal  coat  applied.  District  IX, 
Route  23,  Section  K.  Isbell  Construction 
Co.,  Reno,  $102,984;  Basich  Brothers,  Tor- 
rance, $103,187;  George  K.  Thompson  & 
Co.,  Los  Angeles.  $134,382.  Contract 
awarded  to  A.  S.  Vinnell  Co.,  Alhambra, 
$75,764.50. 

ORANGE  COUNTY— Grading  and  pav- 
ing with  Portland  cement  concrete,  about 
0.4  mile  between  0.4  mile  and  0.8  mile  east 
of  Huntington  Beach.  District  VII,  Route 
60,  Section  A.  SuUv  Miller  Contracting 
Co.,  Long  Beach,  $15..399;  Dimmitt  &  Tay- 
lor, Los  Angeles,  $16.312 ;  C.  R.  Butterfield 
Kennedy  Co.,  San  Pedro,  $17,650;  Claude 
Fisher  Co.,  Los  Angeles,  $14,689;  Vido 
Kovacevich,  South  Gate.  ,$13,699;  J.  E. 
Haddock,  Ltd.,  Pasadena,  $13,460.  Contract 
awarded  to  Grifiith  Co.,  Los  Angeles,  $12.- 
682.90. 

ORANGE  COUNTY— A  reinforced  con- 
crete girder  bridge  across  Santiago  Creek, 
i  mile  south  of  Orange,  consisting  of  one 
92-foot  span  and  two  49-foot  spans  on  con- 
crete piers  and  abutments.  District  VII, 
Route  181,  Section  A.  Macco  Construction 
Co.,  Clearwater,  $.50,677;  L.  W.  Odell  & 
George  J.  Bock  Co.,  Los  Angeles,  .$53,285; 
C.  O.  Sparks  and  Mundo  Engineering  Co., 
Los  Angeles,  $67,130;  Duff  and  Vanden- 
hoogen  Co.,  Long  Beach,  .$61,626;  Oscar 
Oberg,  Los  Angeles,  $58,957;  Gibbons  and 
Reed  Co.,  Burbank,  ,$53,951 ;  R.  R.  Bishop, 
Long  Beach,  .$,54,622;  Claude  Fisher  Co., 
Ltd.,  Los  Angeles,  $60,.337 ;  John  Strona, 
Pomona,  $51,868;  J.  E.  Haddock,  Ltd., 
Pasadena,  $51,236;  The  Contracting  Engi- 
neers Co.,  Los  Angeles.  $46,594.  Contract 
awarded  to  Byerts  &  Dunn,  Los  Angeles, 
$45,723. 

RIVERSIDE  COUNTY— Reinforced  con- 
crete pedestrian  underpass,  46th  Avenue  at 
Smurr  Street,  City  of  Indio.  District  XI, 
Route  64.  Paul  D.  Lawrence  Co.,  Los  An- 
geles, .$0,947;  M.  H.  Golden,  San  Diego, 
.$4,306;  George  Herz  and  Co.,  San  Ber- 
nardino, $4,496.     Contract  awarded  to  V.  R. 


Dennis      Construction      Co.,      San      Diego, 
$4,295.25. 

SAN  BERNARDINO  COUNTY— A  re- 
inforced concrete  slab  bridge  across  Cuca- 
monga  Wash,  2  miles  east  of  Ontario,  con- 
sisting of  five  22-foot  spans,  two  20-foot 
spans,  and  two  5-foot  6-inch  cantilever  spans 
on  concrete  pile  bents.  District  VIII,  Route 
19,  Section  B.  Paul  D.  Lawrence  Co.,  Los 
Angeles,  $16,934:  C.  T.  &  W.  P.  Stover, 
Claremont,  $17,802 ;  Dimmitt  &  Tavlor,  Los 
Angeles,  $19,451 ;  Claude  Fisher  Co.,  Ltd., 
Los  Angeles.  $18,797;  Gibbons  &  Reed  Co., 
Burbank,  $19,903;  Byerts  &  Dunn,  Los 
Angeles,  $17,132;  A.  L.  Gabrielson,  Arling- 
ton. $16.406 ;  Carlo  Bongiovanni,  Beverly 
Hills,  $19,105;  Bennett  &  Tavlor.  Los  An- 
geles, $25,562;  John  Strona,  Pomona.  $19,- 
181;  L.  W.  Odell  &  Geo.  J.  Bock  Co.,  Los 
Angeles.  $20,945;  The  Contracting  Engi- 
neers Co.,  Los  Angeles.  $19,840;  J.  S. 
Metzger  &  Son,  Los  Angeles,  $17,275.  Con- 
tract awarded  to  Oberg  Bros.,  Los  Angeles, 
$15,736.00. 

SAN  FRANCISCO  COUNTY— Rein- 
forced concrete  pedestrian  subway  exten- 
sion. District  IV,  Route  55,  Section  S.  P. 
Chas.  L.  Harney.  San  Francisco,  $8,973; 
L.  C.  Seidel,  Oakland.  $8,872;  R.  G.  Clif- 
ford, San  Francisco,  $10,365;  A.  G.  Raisch, 
San  Francisco,  $10,438.  Contract  awarded 
to  Palo  Alto  Road  Materials,  Palo  Alto, 
$8,725.25. 

SAN  MATEO  COUNTY— A  reinforced 
concrete  bridge  across  Coloma  Creek  in  the 
City  of  South  San  Francisco,  consisting  of 
one  24-foot  span  and  two  19-foot  6  inch 
spans  and  about  0.06  mile  of  roadway  to  be 
graded  and  surfaced  with  plant-mixed  sur- 
facing and  a  penetration  oil  treatment  ap- 
plied to  shoulders.  District  IV,  Route  68, 
South  San  Francisco.  Palo  Alto  Road  Ma- 
terials Co.,  Palo  Alto,  $20,343;  M.  B.  Mc- 
Gowan,  Inc.,  San  Francisco,  $24,263 :  Albert 
E.  Mangs  &  Associates.  San  Francisco, 
$25,669;  Healy  Tibbitts  Construction  Co., 
San  Francisco,  $26,861;  John  Rocca.  San 
Rafael,  $27,989.  Contract  awarded  to  Fran- 
zini &  Fredenburg.   San  Rafael,  $19,646.35. 

SAN  MATEO  COUNTY— Between  Sky- 
line Boulevard  and  La  Honda.  1.3  miles  to 
be  graded.  District  IV,  Feeder  Road.  M.  J. 
Ruddy,  Modesto,  $54,215;  X.  Carrithers, 
San  Mateo,  $40,235;  Macco  Construction 
Co.,  Clearwater,  $34,664;  Piombo  Bros.  & 
Co.,  San  Francisco,  .$45,056;  Chas.  L.  Har- 
ney, San  Francisco,  $58,102 ;  Geo.  K.  Thomp- 
son and  Company,  Los  Angeles,  $53,605; 
Hemstreet  and  Bell,  Marysville.  .$47,210; 
Mountain  Construction  Co.,  Sacramento, 
$47,455;  Granfield,  Farrar  and  Carlin.  San 
Francisco,  $41,290 ;  Guerin  Bros.,  San  Fran- 
cisco, $44,559;  Eaton  and  Smith,  San  Fran- 
cisco, .$90,290.  Contract  awarded  to  N.  M. 
Ball  Sons,  Berkeley,  $34,212. 

SANTA  BARBARA  COUNTY— Between 
Guadalupe  and  Santa  Maria,  about  6.9  miles 
to  be  graded  and  surfaced  with  plant-mixed 
surfacing.  District  V,  Route  148,  Section  A. 
J.  E.  Haddock,  Ltd.,  Pasadena,  $142,813; 
Oswald  Bros.,  Los  Angeles,  $155.625 ;  Gran- 
ite Construction  Co.,  Ltd.,  Watsonville, 
$162,774;  Griffith  Company.  Los  Angeles, 
$163,237;  Hanrahan  Co.,  Redwood  City, 
$173,206.  Contract  awarded  to  Basich 
Brothers,  Torrance,  $140,428.30. 

SANTA  BARBARA  COUNTY— One  mile 
east  of  Lompoc,  a  bridge  across  Santa  Ynez 
River  to  be  constructed  and  0.8  mile  of 
roadway  to  be  graded  and  road-mix  surface 
treatment  applied.  District  V,  Route  149, 
Section  B.  Bennett  &  Tavlor,  Los  Angeles, 
$95,666 ;  Byerts  &  Dunn,  Los  Angeles,  $98,- 
366 ;  Macco  Construction  Co.,  Cleanvater, 
.$98,804;  R.  R.  Bishop,  Long  Beach,  $99,- 
920;  J.  E.  Haddock,  Ltd.,  Pasadena,  $102,- 
036;  Gibbons  &  Reetl  Co.,  Burbank, 
$107,621.  Contract  awarded  to  L.  W. 
Odell  and  George  J.  Bock  Co.,  Los  Angeles, 
$91,010.05. 


SHASTA,  LASSEN,  MODOC  COUN- 
TIES— Between  Route  3  and  Rush  Creek, 
about  33.4  miles,  seal  coat  to  be  applied  at 
various  locations.  District  II,  Route  28. 
Hayward  Building  Material  Co.,  Hayward, 
$12,576;  E.  A.  Forde,  San  Anselmo,  $14,- 
046 ;  Lee  J.  Immel,  Berkeley,  $14.970 ;  Acme 
Transportation,  Inc.,  Oakland,  $15,716 ;  0. 
F.  Fredericksen  &  Sons,  Lower  Lake,  .$15,- 
536.  Contract  awarded  to  Pacific  Truck 
Service,  Inc.,  San  Jose,  $11,606.40. 

SONOMA  COUNTY— Between  1.5  mile 
southeast  of  Sebastopol  and  3.9  miles  south- 
east of  Sabastopol,  about  2.4  miles  to  be 
graded  and  surfaced  with  plant-mixed  sur- 
facing. District  IV,  Route  104,  Section  C. 
Lee  J.  Immel,  Berkeley,  ,$.56,725;  Hanrahan 
Co.,  Redwood  City,  $56,900;  E.  A.  Forde, 
San  Anselmo,  $60.8.36;  Union  Paving  Co., 
San  Francisco,  $62,258 ;  Pacific  States  Con- 
struction Co..  San  Francisco,  $62,292; 
Claude  C.  Wood,  Lodi,  $63,754;  Harold 
Smith,  St.  Helena,  $65,337;  Chas.  L. 
Harney,  San  Francisco,  $72,480;  A.  Soda 
and  Son,  Oakland,  $75,184;  Contract 
awarded  to  Embleton-Schumacher  Co.,  Al- 
bany, $54,151.91. 

SUTTER  COUNTY— Between  6.7  and 
5.5  miles  west  of  Yuba  City  about  1.2  miles 
crusher  run  base  and  plant-mixed  surfacing 
borders  to  be  placed.  District  III,  Route  15, 
Section  B.  Piazza  and  Huntley.  San  .lose. 
$7,124.  Contract  awarded  to  Hemstreet  and 
Bell,  Marysville,  $6,110.50. 

VENTURA  COUNTY— Between  Fillmore 
and  Hopper  Creek,  4  miles  to  be  graded  and 
surfaced  with  asphalt  concrete.  District  VII, 
Route  79,  Section  C.  A.  S.  Vinnell  Co., 
Alhambra,  $162,893;  Griffith  Co.,  Los  An- 
geles, $143,090.  Contract  awarded  to 
Macco  Construction  Co.,  Clearwater,  $129,- 
381. 

YOLO  COUNTY— A  reinforced  concrete 
bridge  across  Cache  Creek  about  3*  miles 
northwest  of  Rumsey  to  be  constructed  and 
about  0.5  mile  of  approaches  to  be  graded 
and  road-mix  surface  treatment  applied. 
District  III,  Route  50.  Section  A.  Camp- 
bell Construction  Co.,  Sacramento,  $73.3.32; 
C.  W.  Caletti  &  Co.,  San  Rafael,  $74,130; 
Robert  McCarthy,  San  Francisco,  .$84,620; 
Holdener  Construction  Co.,  Sacramento, 
$95,429.  Contract  awarded  to  Hemstreet 
and  Bell,  Marysville,  $68,225.25. 


Behind  Great  Boulder  Dam 

Storage  in  Lake  Mead  behind 
Boulder  dam  has  reached  20,000,000 
acre  feet,  enough  to  provide  51,100 
gallons  of  water  for  every  man, 
woman  and  child  in  the  United 
States,  approximately  the  average 
per  capita  used  in  a  year  for  domes- 
tie  purposes.  The  maximum  water 
elevation  is  60  ft.  below  the  crest  of 
the  spillways.  However  7,189,000 
acre  feet  additional  will  be  required 
to  cause  the  lake  to  spill. 


A  woman  traveling  by  train  was  talking 
with  the  man  in  the  next  seat.  In  describ- 
ing her  holiday,  she  said  that  she  had  visited 
San  Jose. 

"You  pronounce  that  wrong,"  said  the 
man.  "It  is  San  Hosay.  In  California  you 
should  pronounce  all  J's  as  H's.  When 
were  you  there?" 

The  woman  thought  a  minute,  then 
answered,  "In  Hune  and  Huly." 


[  T'wenty-eight  ] 


(August  i9}s)  California  Highways  and  Public  Works 


STATE  OF  CALIFORNIA 


Department  of  Public  Works 

Headquarters:   Public  Works  Building,  Twelfth  and  N  Streets,  Sacramento 


PRANK  F.  MERRIAM Governor  EARL  LEE  KELLY Director 

HARRY  A.  HOPKINS Assistant  Director  EDWARD  J.  NERON Deputy  Director 


CALIFORNIA  HIGHWAY  COMMISSION 


H.  R.  JUDAH,  Chairman.   Santa  Cruz 

PHILIP  A.  STANTON,  Anaheim 

PAUL  G.  JASPER,  Fortuna 

WILLIAM  T.  HART,  Carlsbad 

ROBERT  S.  REDINGTON,  Los  Angeles 

JULIEN  D.  ROUSSEL,  Secretary 


DIVISION  OF  HIGHWAYS 


C.  H.  PURCELL,  State  Highway  Engineer 

G.  T.  McCOY,  Assistant  State  Highway  Engineer 

J.  G.  STANDLEY,  Principal  Assistant  Engineer 

R.  H.  WILSON,  Office  Engineer 

T.  E.  STANTON,  Materials  and  Research  Engineer 

FRED  J.  GRUMM,  Engineer  of  Surveys  and  Plans 

R.  M.  GILLIS,  Construction  Engineer 

T.  H.  DENNIS,  Maintenance  Engineer 

F.  W.  PANHORST,  Bridge  Engineer 

L.  V.  CAMPBELL,  Engineer  of  City  and  Cooperative  Projects 

R.  H.  STALNAKER,  Equipment  Engineer 

J.  W.  VICKREY,  Safety  Engineer 

E.  R.  HIGGINS.  Comptroller 

DISTRICT  ENGINEERS 

E.  R.  GREEN  (Acting),  District  I,  Eureka 

F.  W.  HASELWOOD,  District  II,  Redding 
CHARLES  H.  WHITMORE,  District  III,  Marysville 

JNO.  H.  SKEGGS,  District  IV,  San  Francisco 

L.  H.  GIBSON,  District  V,  San  Luis  Obispo 

E.  T.  SCOTT  (Acting),  District  VI,  Fresno 

S.  V.  CORTELYOU,  District  VII,  Los  Angeles 

E.  Q.  SULLIVAN,  District  VIII,  San  Bernardino 

S.  W.  LOWDEN   (Acting),  District  IX,  Bishop 

R.  E.  PIERCE,  District  X,  Stockton 

E.  E.  WALLACE,  District  XI.  San  Diego 

SAN   FRANCISCO-OAKLAND  BAY  BRIDGE 
C.  E.  ANDREW,  Bridge  Engineer 


DIVISION  OF  WATER  RESOURCES 


EDWARD  HYATT.  State  Engineer.  Chief  of  DivLsion 

GEORGE  T.  GUNSTON.  Administrative  Assistant 

HAROLD  CONKLING.  Deputy  in  Charge  Water  Rights 

A.  D.  EDMONSTON,  Deputy  in  Charge  Water 
Resources  Investigation 

R.  L.  JONES,  Deputy  in  Charge  Flood  Control  and  Reclamation 

GEORGE  W.  HAWLEY,  Deputy  in  Charge  Dams 

SPENCER  BURROUGHS,  Attorney 

EVERETT  N.  BRYAN,  Hydraulic  Engineer  Water  Rights 

GORDON  ZANDER,  Adjudication,  Water  Distribution 


DIVISION  OF  ARCHITECTURE 


GEORGE  B.  McDOUGALL,  State  Architect,  Chief  of  Division 

P.  T.  POAGE,  Assistant  State  Architect 

W.  K.  DANIELS,  Assistant  State  Architect 

HEADQUARTERS 
H.  W.  DeHAVEN,  Supervising  Architectural  Draftsman 

C.  H.  KROMER,  Principal  Structural  Engineer 
CARDETON  PIERSON,  Supervising  Specification  Writer 
J.  W.  DUTTON,  Principal  Engineer,  General  Construction 

W.  H.  ROCKINGHAM,  Principal  Mechanical  and  Electrical 
Engineer 

C.  E.  BERG,  Supervising  Estimator  of  Building  Construction 


DIVISION  OF  CONTRACTS  AND  RIGHTS  OP  WAY 


C.  C.  CARLETON,  Chief 

CLARENCE  W.  MORRIS,  Attorney,  San  Francisco 

FRANK  B.  DURKEE,  Attorney 

C.  R.  MONTGOMERY,  Attorney 

ROBERT  E.  REED,  Attorney 


DIVISION  OF  PORTS 


Port  of  Eureka— E.  S.  MACKINS,  Surveyor 


60300     8-38     17,200 


Return    postage   guaranteed. 

PM:    If  addressee  has  moved 

notify  sender  on 

Form  3547 

Division    of    Highwayj 

P.  O.  Box  1499 
Sacramento,  California 


Se:;.ttl2   Public   Library 
Seattle, 


SEC.  562  P.  L.  &  R 
U.   S.   POSTAGE 

PAID 

Sacramento,  Cal. 
Permit  No.  152 


••MAP 

SHOWING 


STATE  HIGHWAY  SVSt™ 


CALIFORNIA 

rmCHWAYS  AND  PUBLIC  WORKS 


CALIFORNIA  HIGHWAYS  AND  PUBLIC  WORKS 

Official  Journal  of  the  Division  of  Highways  of  the  Department  of  Public  Works,  State   of  California 

EARL  LEE  KELLY,  Director    C.  H.  PURCELL,  State  Highway  Engineer    JOHN  W.  HOWE,  Editor     K.  C.  ADAMS,  Associate  Editor 

Published  for  information  of  the  members  of  the  department  and  the  citizens  of  California 

Editors  ol  newspapers  and  others  are  privileged  to  use  mallet  contained  herein.     Cuts  will  be  gladly  loaned  upon  request. 
Address  communications  to  California  Highways  and  Public  Works,  P.  O.  Box  1499,  Sacramento,  Calilornia. 


Vol.  16 


SEPTEMBER,  1938 


No.  9 


Table  of  Contents 


Cover  Page — General  View  of  Circuitous  Alignment  and  Blind  Curves  on  Route 
14,  Contra  Costa  County,  Betw^een  Crockett  and  Martinez.  Lack  of  Funds 
Prevents  Modernization. 

Pack 

$67,409,200  Reiiuircd  to  Modernize  Highways  and  Bridges  in  District  IV--         1 

By  Jno.   H.   Skeggs,  District  Engineer 

Photographs  of  Inadequate  Roads,  Bridges,  etc.,  in  District  IV 2-3 

Full  Page  Photo  of  Altamont  Pass  Realigned  Highway 4 

Altamont  Realignment  Opened — Illustrated 5 

Aerial  Photograph  of  Altamont  Pass  Realignment 6 

Pictures  of  Greenville  and  Redmond  Overheads  and  Stone  Cut  Underpass--  7 

Dedication    Group    Piioto    Showing    Governor    Merriam    Burning    Riata 

Barrier - 8 

Annual  Traffic  Count  Shows  3.3  Per  Cent  Increase 9 

New  Bridge  at  Red  Bluff  Dedicated 10 

Two  Views  of  820-foot  Red  Bluff  Bridge 11 

Relation  of  Engineering  to  Accident  Prevention — Pinal  Instalment 12 

By  J.   W.  Vickrey,  Safety  Engineer 

Uniform  Code  for  Load  Dimensions  and  Speed  Recommended  bv  "\V.   A. 

S.  11.  O ; 14-15 

Protecting  Road.sides  from  Business  Encroachments — Illustrated 16-17 

Out  of  the  Mail  Bag 19 

Donner  Summit  Parking  Area — Illustrated 20-21 

By   H.   D.   Bowers,  Landscape   Engiiieer 

Report  of  Highway  Work  in  89th  Fiscal  Year 23 

Bay  Bridge  Trains  Controlled  by  Push  Buttons — Illustrated -  24 

Bay  Bridge  Tralific  Report  for  August 25 

Monthly  Report  of  Division  of  Water  Resources 26 

Highway  Bids  and  Awards  for  August 27 

Burton  A.  Towne  Obituary 28 


To  Bring  Highways  and  Bridges  in 
District  IV  to  Adequate  Standards 
Would  Require  Sum  of  $67,409,200 

By  JNO.  H.  SKEGGS,  District  Ensineer 


NIXE  counties,  uainely,  Alameda.  Contra  Costa,  Xapa, 
^larin,  Wan  Francisco,  San  ilateo,  Sonoma.  Santa 
Clara  and  Santa  Crnz  constitute  District  IV  of  the 
Stnte  Division  of  Highways,  with  headquarters  at  San  Fran- 
riscd.  and  are  so  located  as  to  practically  surround  the  San 
FriiiK'isco  and  San  Pablo  Bays.  In  this  area  of  6,592  square 
miles,  which  is  4.2  per  cent  of  the  entire  area  of  the  State 
I'fsiile  1.677,251  persons  or  27.7  per  cent  of  the  State's  total 
population,  according-  to  the  1930  U.  S.  Census. 

The  motor  vehicle  registration  in  the  district  for  1937  ^^a^ 
.'i:i^,2-l3  automobiles  and  39,191  trucks  or  22.8  per  cent  and 
L':;.!i  per  cent,  respectively,  of  the  State's  total  registration 
liming  that  period. 

The  State  highway  mileage  outside  of  incorporated  areas  is 
l(l!t4  and  inside  (if  incorporated  municipalities  186,  or  a  total 
of  1280  miles  within  the  district,  which,  in  the  main,  is  metro- 
'lolitan.      Notwithstanding   this    aspect   there    are   numerous 

mtain  ranges  and  long  stretches  of  deep  marsh  areas  bor- 

i!  I  iiig  our  bays  and  ocean  which  present  varied  and  perplex- 
iii';  engineering  problems  as  difficult  to  solve  and  probably 
iimrt'  expensive  than  any  other  section  within  the  entire  State. 
The  acquisition  of  rights  of  way  upon  which  to  build  and 
expand  require  an  endless  amount  of  work,  patience  and  ex 
pense.  On  account  of  the  growing  population  and  expeu- 
sivp  property  improvements  our  land  acquisition  expense 
(including  that  financed  from  the  \  cent  gas  tax  to  cities  i 
approximates  •>';•>  706.8.15  fcr  the  present  biennial  period  end- 
ing June  30,   1939. 

<tf  this  sum  $1,326,170  has  been  expended  to  date.  Money 
sjicnt  for  this  purpose  never  provides  a  single  foot  of  highway 
i;rading  or  pavement.  The  preparation  and  handling  of 
rijht  of  way  matters  require  a  highly  trained  and  skillful  per- 
■~oiinel.  including  capable  attorneys  whose  duties  are  the 
jiiissing  on  all  legal  papers,  preparation  and  trial  in  court  of 

lennuition    cases    and    numerous    additional    niiciassitied 

li-'_;al  services. 

The  highway  mileage  within  the  district,  totaling  1280  miles 
is  classified  as  follows  : 
11  miles,  or     1%,  unimproved  and  unoiled  earth  roads. 
135  miles,  or  11%,  oiled  earth,  inferior  as  to  grade,  align- 
ment, width,  drainage  structures  and 
carrying  capacity. 
295  miles,  or  23%,  graveled  roads  with  light  oil  surfaces, 

expensive  to  maintain. 
207  miles,  or  16%,  intermediate  improved  tjrpes  of  surfac- 
ing. 
625  miles,  or  49%  high  types  of  pavement. 

of  the  high  types  of  pavement  153  miles  arc  within  nuiuic- 
i|):d  areas.  There  are  7  miles  of  highway  bridges,  exclu- 
'  sive  of  the  two  major  structures  across  San  Francisco  Bay. 
Fil'ly  jier  cent  of  tlie  district  mileage  should  be  widened  or 
ivliuilf  or  botli.  and  new  bridges  built  in  place  or  on  realign- 
ment. 

(Continueil  on  next  page) 


Modernizins 
Roads  Costly 


Narrow    roadway    with    blind    curves    over    railroad    ( 
Niles  Canyon  between  Niles  and  Sunol.     (Below)  Circt 
routing   with   blind   curves  on   Franklin  Canyon    Road. 


Top — Skyline  Boulevard  route  near 
Woodwardia  in  Santa  Cruz  County, 
Original  narrow  county  road  maintained 
by  State.  Center — Blind  intersection  with 
Southern  Pacific  grade  crossing  with  blind 
approach  to  Western  Pacific  underpass  in 
background,  near  Sunol,  Alameda  County 
Bottom — Blind  curves  on  Russian  River 
highway,  between  Gurneville  and  Monte 
Rio,  Sonoma  County. 


Multiple  lane  highways  are  dis- 
tributed as  follows: 

Rural  In  Municipalities 

3-lanes,  85  miles      3-lanes,     9  miles 

4-lanes,  55  miles      4-lanes,  52  miles 

6-lanes,    2  miles 

Divided  Highways 

4-lanes,  17  miles      4-lanes,     7  miles 
6-lanes,    3  miles 

The  majority  of  the  trunk  line 
liighways  serving  the  metropolitan 
bay  area  are  of  stage  construction  de- 
sign or  being  so  planned  as  to  insure 
sufficient  and  permanent  right  of  way 
to  adequately  provide  relief  on  high- 
ways now  taxed  to  capacity  and  with 
hopes  of  providing  needed  room  for 
expansion  in  the  future. 

!Mucli  has  been  written,  great  effort 
put  forward  and  large  expenditures 
made  toward  the  elimination  of  high- 
way and  railroad  grade  crossings  and 
there  yet  remains  much  to  accomplish 
in  thi.s  direction.  However,  there  is 
so  much  greater  loss  of  life  and  prop- 
erty damage  due  to  highways  crossing 
each  otlier  at  grade  as  to  justify,  at 
least,  attention  comparable  to  that 
being  given  to  protection  at  railroad 
crossings. 

In  this  district  there  are  about 
foi'ty  highway  grade  crossings  where 
separations  should  be  considered  at 
this  time,  the  average  cost  of  each  will 
be  about  $175,000.  Several  have  been 
developed  to  the  preliminary  plan 
stage — None  is  estimated  to  cost  ap 
proximatelv  ,$175,000;  another  ap- 
proximately $300,000. 

Financing  grade  separations  of  this 
cliaracter  will  be  a  serious  problem. 

Tliere  are  twenty-four  bridges  on 
tlie  State  highways,  outside  of  munici- 
palities, that  are  posted  for  restricted, 
loadings  and  many  otlier  bridges,  due 
to  old  age  and  fatigue,  will  shortly 
require  tlie  same  treatment.  The  ma- 
jority of  these  bridges  are  structures 
on  county  roads  tliat  came  into  the 
State  higliway  system  within  the  last 
six  years  at  the  time  some  6,600  miles 
of  road  were  turned  over  to  the  Divi- 


ITwol 


(September  19}  s)  California  High-ways  and  Public  Works 


Top — Narrow  underpass  with  impaired 
clearance  and  inadequate  sight  distance 
beneath  Western  Pacific  railroad  near 
Sunol  on  State  Route  107,  Alameda 
County.  Center — Railroad  grade  crossing 
of  State  Highway  on  "S"  curve  near 
Sunol  station.  Bottom — Narrow  wooden 
bridge  on  Coast  Highway,  State  Route  56, 
in  Sonoma  County,  two  miles  northwest 
of  Jenner. 


sion  of  Highways  through  legislative 
action. 

Due  to  the  extremely  heavy  traffic 
within  and  adjacent  to  the  large  cities 
in  the  district  we  find  it  imperative 
that  provisions  be  made  for  expand- 
ing the  trunk  line  highways  from  two- 
and  three-lane  highways  to  four  lanes 
divided,  and  several  from  four-  to  six- 
lane  divided  highways  with  provi- 
sions for  local  service  roads  on  each 
side  of  and  divided  therefrom.  This 
latter  type  of  road,  where  in  use,  has 
proven  a  tremendous  factor  for  safety 
and  reduction  of  traffic  congestion. 
Grade  separations  on  these  major 
traffic  arteries  are  a  necessity,  but 
may  be  provided  gradually. 

The  maintenance  of  the  district 
mileage  is  much  more  expensive  than 
would  be  the  case  were  sufficient 
funds  available  for  the  construction 
or  improvement  of  roads  upon  which 
no  State  construction  funds  have  been 
spent.  Reconstruction  of  roads  and 
bridges  that  are  inadequate  in  align- 
ment, grade,  width  and  carrying  capa- 
city and  the  widening  of  roads  that 
are  in  good  condition,  but  have  insuffi- 
cient carrying  capacity,  would  also 
help  to  reduce  maintenance  expense. 

The  average  maintenance  cost  dur- 
ing the  past  five  years  amounts  to  ap- 
proximately .$1,200,000  annually.  Al- 
most one-half  of  this  sum  of  money 
could  be  saved  each  year  if  the  high- 
ways serving  the  district  could  be  im- 
mediately improved  to  the  standard 
required  to  adequately  meet  traffic 
needs. 

An  old  traffic  count  taken  for  one 
day  at  the  northerly  city  line  in  Santa 
Cruz  in  1916  showed  618  automobiles, 
32  motorcycles  and  29  buggies.  Con- 
struction cost  for  this  road  amounted 
to  $24,800  per  mile  for  grading  and 
paving.  As  compared  with  this,  a 
portion  of  the  same  route  now  under 
reconstruction  will  cost  in  excess  of 
$161,000  per  mile.  However,  the 
present  traffic  count  for  one  day,  at 
Santa  Cruz  City  line  is  12,193  ve- 
hicles, the  maximum  hourly  traffic 
count  being  1,306  vehicles. 

(Continued  on  page  28> 


I  California  Highways  and  Public  Works  (September  19}  s) 


I  Three] 


B^^ 

r 

.,,,/ 

^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^Br 

.if 

t                           ^HB^h 

^^KK^^^K^:jmika& 

i^^^H 

View  of  new  Altamont  Pass  realignment,  a  modern 

JfA 

jr-lane 

divided   higlnway.      Note   extensive   parl<ing   area    in   nglit   background. 

[Four] 

(September  193  8)  California  Highways  and  Public  Works 

Wide  parking  areas  are  provided  on  the  realigned  Altamont  Pass   Highway.     Heavy  rock  cut  on   right   is  nearly   100  feet  high. 

Altamont  Realignment  Opened 


"Dedicated  to  the  public  that 
built  it,  to  those  who  partici- 
pated in  its  construction,  and  to 
all  who  will  travel  over  it — may 
they  move  speedily  and  safely, 
with  the  greatest  happiness  and 
satisfaction." 


UTTERING  these  words  of  bene- 
diction as  he  pressed  a  white- 
hot  branding  iron  against  a 
rawhide  riata  held  acro.ss  the  highwaj^ 
by  two  Livermore  cowgirls,  Governor 
Frank  F.  Merriara  on  Augnst  4th 
burned  away  the  symbolic  barrier  and 
officially  opened  to  traffic  the  Alta- 
mont Pass  i-ealignmeut,  locally  known 
as  Livermore  Boulevard.  This  highly 
improved  sector  eliminates  eight  and 
a  half  miles  of  the  old  route  with  its 
narrow  winding  grades  that  long  con- 
stituted a  traffic  bottleneck  on  State 
Highway  No.  5  (U.  S.  50),  between 
Livermore  and  Tracy  in  Alameda 
('ounty. 

In  this  dedication  address  and  in 
two  separate  celebration  talks  preced- 


ing the  ceremony.  Governor  Merriam 
stressed  the  safety  factors  of  the  new 
four-lane  divided  highway  and  made 
an  earnest  plea  for  careful  driving. 
"The  wisdom  of  the  engineer.s, 
the  skill  of  workmen  have  given 
us  one  of  the  finest  highways  in 
the   world    complete   with    every 
safety  feature,  but  there  is  one 
factor  they  can  not  supply,"  he 
said.      "That    is    the    reasonable 
regard  for  safety  which  must  be 
given  by  every  motorist  on  the 
highwaj^ ' ' 

AGAINST  TAX  RAISES 

Referring  to  the  gas  tax  funds 
which  make  possible  the  construction 
of  such  high  type  modern  highways. 
Governor  Merriam  emphasized  his 
stand  against  diver.sion  of  these  funds 
lor  any  other  than  highway  and 
bridge  construction  purposes  in  these 
words : 

"The  highway  question  is  a 
tremendous  one.  There  exists  a 
greater  necessity  for  work  in 
this  field  than  ever  before. 
Greatest  care  must  be  exercised 


in  conserving  funds  for  this  sole 
purpose.  It  has  been  said  that 
I  am  in  favor  of  increasing  the 
gasoline  tax.  I  wish  to  state 
that  I  am  absolutely  opposed  not 
only  to  raising  that  tax  but  any 
other  tax  as  well." 

Joseph  R.  Kuowland,  treasurer  of 
the  State  Chamber  of  Commerce  and 
publisher  of  the  Oakland  Tribune, 
was  general  chairman  of  the  dedica- 
tion ceremonies  held  at  western  end 
of  the  new  highway  near  Livermore. 
In  introducing  Governor  Merriam, 
H.  R.  Judah,  chairman  of  tlie  Califor- 
nia Highway  Commission,  and  otlier 
speakers,  Mr.  Knowland  paid  a  trib- 
ute to  State  Highway  Engineer  C.  H. 
Purcell,  Col.  Jno.  Skeggs,  District 
Engineer,  and  other  official  and  civic 
leaders  for  tlieir  enthusiastic  efforts 
and  interest  that  resulted  in  a  splen- 
did highway  achievement. 

LONG-PLANNED   IMPROVEMENT 

Construction  of  the  new  highway 
unit  on  the  main  artery  between  the 
San  Francisco  Bay  area  and  Stockton 
and  the  upper  San  Joaquin  Valley  is 


California  Highways  and  'Public  Works  (September  19}  s) 


[Five! 


Photo  courtesy  of  Metropolitan  OakJand  Area  ComvHa&ion 

Aerial  view  of  Altamont  realignment  showing  direct  route  straight  through  the  hills  compared  with  circuitous  course  and  many  curves 

of  old  road. 


the  coufsummation  of  exhaustive  study 
toward  relief  from  the  serious  traffic 
congestion  on  this  route  which  has 
been  becoming  more  acute  each  year. 

Traffic  on  this  route  between  the 
valley  and  the  East  Bay  section  has 
shown  unusual  increases  in  the  past 
ten  years.  In  the  summer  of  1926 
traffic  counts  indicated  a  travel  of 
about  2600  vehicles  daily  and  by  the 
summer  of  1936  the  count  had  risen 
to  nearly  9000  cars  daily. 

Of  these  2600  vehicles  in  1926,  ap- 
proximately 10  per  cent  were  trucks 
and  in  1936  this  percentage  had  in- 
creased to  20  per  cent,  with  heavy 
units  predominating  in  the  ratio  of 
about  two  to  one. 

This  heavy  trucking,  carrying  the 
jiroduce  of  the  valley  to  the  coast  and 
liauling  e(|uipment  and  supplies  to 
Stockton  and  other  valley  centers, 
has  been  largely  responsible  for  the 


traffic  congestion,  as  the  long  trucks 
with  trailers  or  semitrailers  moved 
slowly  up  the  grades  and  around  the 
curves  on  both  sides  of  Altamont  so 
that  passing  on  the  old  two-lane  road 
was  at  best  hazardous  and  usually 
impossible.  Most  motorists  who  have 
traveled  this  highway  in  recent  years 
have  experienced  the  slow  drag  of 
traffic  through  the  pass. 

ENTIRELY  NEV?  ROUTE 

In  comparison  with  the  above  cited 
traffic  counts  it  is  estimated  that  the 
new  four-lane  divided  highway  will 
comfortably  carry  from  2500  to  3000 
vehicles  per  hour  or  40,000  to  48,000 
cars  per  16-hour  day. 

The  old  route  from  Livermore  east- 
erly was  so  situated  that  it  was  im- 
practicable for  the  Division  of  High- 
ways to  reconstruct  the  highway  in 
short  sections,  as  is  the  usual  practice 


in  the  improvement  of  main  highways 
but  necessitated  relocation  as  an  en- 
tirely new  route  over  the  8^  miles  be- 
tween Greenville  and  Mountain  House 
at  some  distance  to  the  south  of  the 
existing  road  with  no  opportunity  for 
intermediate  connections.  It  also  was 
desirable  to  construct  the  new  road  as 
a  single  unit  in  order  to  keep  the  cost 
of  the  required  expensive  construc- 
tion to  a  minimum. 

As  it  was  estimated  that  the  total 
cost  of  the  improvement  would  be 
over  one  million  dollars,  it  was  not 
possible  to  include  so  large  a  project 
in  a  single  biennial  budget  until  the 
current  biennium. 

It  was  at  the  August  meeting  of 
the  California  Highway  Commission, 
held  in  Oakland  in  1936,  that  this  im- 
portant project  was  definitely  placed 
in  the  proposed  budget  for  the  bien- 
nium covering  the  period  from  July 


[Six] 


(September  19} s)  California  Highways  and  Public  Works 


Altamont  Realignment  features;  Top — In  foreground  overhead  structure  over  Southern  Pacific  Railroad.  Large  arched  under- 
pass in  background  carries  Western  Pacific  tracks.  Center — Greenville  overhead  crossing  both  railroads.  Bottom — Close-up  of  new 
highway  showing   raised  4-foot   division   strip  with  6-inch   curb   and   signed   opening. 


California  Hightuays  and  Public  Works  (September 


[Seven! 


With   a  white-hot  branding   iron   Governor   Frank   F.   Me 


-riam   burns    the    rawhide 
opens  the  highway. 


iata    barrier    held    by    two    Livermore    cowgirls    and 


1,  1937,  to  Jiiue  30,  1939.  Immedi- 
ately after  this  decision  was  made, 
final  preliminary  surveys  for  the  relo- 
cation were  begun  and  preparation  of 
plans  and  estimates  followed  the  field 
work  rapidly  so  that  the  Division  of 
Highways  was  in  a  position  to  adver- 
tise for  bids  on  the  work  shortly  after 
the  budget  was  signed  by  Governor 
Merriam  late  in  the  spring  of  1937. 

The  importance  of  this  project  in 
the  work  proposed  by  the  Division  of 
Highways  for  the  current  biennium 
was  evidenced  by  the  breaking  of 
ground  for  construction  just  fifteen 
days  after  the  beginning  of  the  bien- 
nium. 

The  new  location  of  the  Altamont 
Pass  highway  provides  a  four-lane 
divided  roadway  constructed  to  the 
modern  standards  of  alignment, 
grade  and  pavement,  suitable  for  a 
main  arterial.  The  prevailing  grade 
is  approximately  5  per  cent  with  a 
maximum  of  6  per  cent.  The  new 
route  is  nearly  one  mile  shorter  than 
the  old  road  between  Greenville  and 
Mountain  House. 

The  number  of  curves  has  been 
reduced  from  60  to  15;  the  total 
curvature  from  1500  degrees  to  427 
degrees;  and  the  minimum  curve 
radius  on  the  new  permanent  reloca- 
tion is  2000  feet  as  against  the  short 
250-foot  radii  existing  on  the  old 
road. 


[Eight] 


The  pavement  cross-section  calls  for 
two  2-lane,  asphalt  plant-mixed  rock 
pavements  on  crusher  run  base  sepa- 
rated by  a  raised  strip  4  feet  wide. 
Portland  cement  concrete  curbs  6 
inches  high  have  been  placed  along 
each  side  of  the  dividing  strip. 

The  roadway  excavation  has  in- 
volved the  movement  of  over  two  mil- 
lion cubic  yards  of  earth  and  rock 
and  the  overhaul  on  this  material 
amounted  to  nearly  thirty  million  sta- 
tion yards.  Over  ten  million  gallons  of 
water  were  required  for  embankment 
compaction  and  other  construction 
purposes  and  nearly  18,000  lineal  feet 
of  various  sizes  of  corrugated  metal 
pipe  were  needed  for  drainage  pur- 
poses. 

The  cost  of  the  road  construction 
on  this  project  has  amounted  to  about 
$945,000. 

The  relocation  of  the  route  necessi- 
tated four  grade  separations,  two 
with  the  tracks  of  the  Southern 
Pacific  Railroad  and  two  with  the 
Western  Pacific  Railway.  To  accom- 
plish these  separations  three  major 
structures  have  been  built. 

The  largest  is  a  reinforced  concrete 
overhead  which  carries  the  highway 
over  tracks  of  both  railroads  just  east- 
erly of  Greenville.  A  second  rein- 
forced concrete  overhead  was  con- 
structed to  carry  the  new  road  over 
the  Southern  Pacific  at  K«dmond  and 


an  underpass  consisting  of  an  earth 
filled  concrete  arch  was  placed  under 
the  Western  Pacific  tracks  at  Stone 
Cut  near  Redmond. 

Each  of  these  three  structures  pro- 
vides a  50-foot  roadway  with  a  4-foot 
parting  strip  in  the  center  to  carry 
the  divided  traffic  way  plan  through- 
out the  length  of  the  improvement. 
Adequate  sidewalks  are  provided  on 
the  three  grade  separations. 

Cost  of  the  Greenville  overhead 
amounts  to  about  $125,000  and  the 
separations  at  Redmond  and  Stone 
Cut,  which  were  built  under  one  con- 
tract, cost  approximately  $137,000. 

The  three  contracts  under  which 
this  relocation  has  been  effected  total 
$1,207,000. 

The  contractors  for  the  grading  and 
paving  portion  of  the  improvement 
were  Granfield,  Farrar  and  Carlin  of 
San  Francisco.  The  Greenville  over- 
head was  built  by  A.  J.  Raisch  of  San 
Jose,  and  the  two  structures  near 
Redmond  were  constructed  under  a 
joint  venture  by  Heafey-Moore  and 
Fredrickson  &  Watson  Construction 
Company  and  Fredrickson  Brothers. 

The  extensive  celebration  program 
arranged  by  the  State  Chamber  of 
Commerce  with  the  cooperation  of  the 
Livermore,  Tracy,  and  Stockton  cham- 
bers and  the  Metropolitan  Oakland 
Area  Committee  included  a  large  civic 
banquet  in  Oakland  on  Wednesday 
evening,  August  3,  a  breakfast  at  Liv- 

( Continued  on  page  10) 

(September  193  s)  California  Highways  and  Public  Works 


Traffic  on  State  Highways  Shows 
3.3  Per  Cent  Increase  Over  1937 


THE  regular  annual  statewide  traffic 
count  taken  on  State  highways  Sunday 
and  Monday,  July  10  and  11,  shows  an 
increase  of  3.3  per  cent  over  the  correspond- 
ing period  in  1937. 

Increases  are  shown  by  all  of  the  various 
route  groups  for  both  Sunday  and  Monday, 
although  the  Sunday  increases  in  all  cases 
were  smaller  than  those  for  Monday  and  were 
much  less  uniform. 

The  taking  of  the  actual  count  followed 
the  procedure  of  previous  years  and  covered 
the  16-hour  period  from  6  a.m.  to  10  p.m. 
for  both  Sunday  and  Monday.  Traffic  was 
segregated  by  hourly  periods  into  the  follow- 
ing classifications:  California  pas.senger  cars, 
out-of-state  passenger  cars,  buses,  light  trucks, 
heavy  trucks,  trailers  drawn  by  trucks,  trailer 
coaches,  and  other  passenger-ear  trailers. 

The  comparisons  for  the  various  groupings 
are  as  follows: 

PER   CENT   GAIN    OR    LOSS    FOR    1938   COUNT 
AS   COMPARED   WITH    1937 

Sunday  Monday 

All     Routes +  1.26  -t-4.28 

Main  North  and  South  Routes -fO.92  -1-4.45 

f  Interstate  Connections -1-3.39  -|-5.59 

Laterals  Between  Inland  and  Coast--|-1.57  -i-3.65 

.    Recreational    Routes -1-0.12  -f3.13 

The  gain  or  loss  of  traffic  volume  for  State 
Highway  Routes  1  to  80,  inclusive,  which 
constitute  the  basis  for  the  foregoing  sum- 
mary, is  shown  in  the  following  tabulation : 

193S 
Per  cent  gain  or  loss 
Sunday  Monday 

Route  Termini  Gain        Loss       Gain        Loss 

1.  Sausalito-Oreson    Line 10.92  4.54 

2.  Mexico    Line-San    Francisco 0.94  1.37 

3.  Sacramento-Oregon    Line 5.19  10.17 

4.  Los   Angeles-Sacramento   8.70  12.52 

5.  Santa   Cruz-Jc.    Rt.   65   near    Moke- 

lumne  Hill 0.72  2.80 

6.  Napa-Sacramento  via  Winters 15.86  4.92 

7.  Crockett-Red     Bluff 5.32  2.75 

8.  Ignacio. Cordelia   via    Napa 0.49  6.79 

9.  Rt.  2  near  Montalvo-San  Bernardino  1.18      2.48 

10.  Rt.  2  at  San  Lucas-Sequoia  National 

Park 13.82  13.71 

11.  fli.  75  near  Antioch-Nevada  Line  via 

Placerville  4.56  6.12 

12.  San  Dieoo.EI  Centro 8.97  8.93 

13.  Rt.  4  at  Salida.Rt.  23  at  Sonora  Jc.  9.61  1.18 

14.  Albany- Martinez 12.04  4.55 

15.  Rt.    1    near    Calpella-Rt.    37    near 

Cisco   2.23  18.12 

16.  Hopland-Lakeport 4.50  15.88 

17.  Rt.    3   at    Roseville-Rt.    15,    Nevada 

City  1.83      6.13 

18.  Rt.  4  at  Merced-Rt.  40  near  Sequoia  8.85  10.09 

19.  Rt.  2  at  Fullerton-Rt.  26  at  Beau- 

mont      6.86  6.43 

20.  Rt.   1   near   Areata- Rt.   83   at   Park 

Boundary 3.04     18.85 

21.  Rt.    3    near    Riclivale-Rt.    29    near 

Chilcoot  via  Quincy   60.45  56.35 

22.  Rt.  56,   Castroville-Rt-  29  via   Hol- 

lister   469  5.79 


Practice 
Traffic 
Safety 

Practice 
Traffic 
Safety 

Practice 
Traffic 
Safety 


1938 
Per  cent  gain  or  loss 
Sunday  Monday 

Route  Termini  Gain        Loss       Gain        Loss 

24.  Rt.  4  near  Lodi. Nevada  State  Line.  2.24       5.88 
23.     Rt.  4  at  Tunnel  Sta.-Rt.  11,  Alpine 

Jc.  11.01  6.38 

25.  Rt.  37  at  Colfax-Rt.  83  near  Satt- 

ley  8.32  26.88 

26.  Los  Angeles- Mexico  via  San  Bernar- 

dino   2.21  4.78 

27.  El  Ccntro-Yuma 6.74      0.62 

28.  Redding-Nevada  Line  via  Alturas 2.76       2.71 

29.  Peanut-Nevada   Line  near   Purdy's—  17.80  4.63 

31.  Colton-Nevada  State  Line 16.90  13.44 

32.  Rt.   56,   Watsonville-Rt.  4  near  Califa  6.56     13.37 

33.  Rt.    56    near    Cambria- Rt.    4    near 

Famoso    9.73  7.88 

34.  Rt.   4   at   Galt-Rt.   23   at   Pickett's 

Jc.  23.91  4.90 

35.  Rt.   1   at   Alton-Rt.   20   at   Douglas 

City  8.77  14.27 

37.  Auburn-Truckee    6.65      4.34 

38.  Rt.    11    at    Mays-Nevada    Line    via 

Truckee   River   11.40       6.00 

39.  Rt.   38  at  Tahoe   City- Nevada  State 

Line  6.07  16.56 

40.  Rt.   13   near    Montezuma-Rt.   76   at 

Benton 28.40  15.67 

41.  Rt.   5   near   Tracy-Kings   River  Can- 

yon via   Fresno 11.01  4.24 

42.  Redwood    Park. Los   Gatos 5.62  0.42 

43.  Rt.    60    at    Newport    Beach-Rt.    31 

near  Victorville 3.73  8.47 

44.  Boulder   Creek- Redwood   Park 0.96  16.69 

45.  Rt.  7,  Willows- Rt.  3  near  Biggs—  2.62  13.06 

46.  Rt.    1    near    Klamath-Rt.    3    near 

Cray    16.68  34.73 

47.  Rt.  7,  Orland-Rt.  29  near  Morgan.  11.94  2.03 

48.  Rt.  1   N.  of  Cloverdale-Rt.  56  near 

Albion   15.92       3.88 

49.  Napa-Rt.  15  near  Sweet  Hollow  Sum- 

mit    8.1S  8.24 

50.  Sacramento- Rt.      15     near     Wilbur 

Springs    0.42  3.56 

51.  Rt.   8  at   Schellville-Sebastopol 0.32  0.96 

52.  Alto-Tiburon 2.56  12.85 

53.  Rt,  7  at   Fairfield-Rt.  4  at  Lodi  via 

Rio   Vista   17.00  9.50 

54.  Rt.  11  at  Perkins.  Rt.  65  at  Central 

House 17.50  15.30 

55.  Rt.  5  near  Glenwood-San  Francisco.  14.30       5.46 

56.  Rt.    2    at    Las    CrucesRt.    1    near 

Fcrnbridge  8.85  4.78 

57.  Rt.  2  near  Santa  Maria. Rt.  23  near 

Freeman    via    Bakerslield 15.47  8.22 

58.  Rt.  2  near  Santa   Margarita-Arizona 

Line    near   Topoc   via    Mojave    and 

Barstow 13.08  8.75 

59.  Rt.    4   at    Gorman-Rt.   43   at    Lake 

Arrowhead   13.24      3.81 

60.  Rt.  2  at  Serra-Rt.  2  at  El  Rio 1.94  2.04 

61.  Rt.   4   S.    of   Glcndale-Rt.    59   near 

Phelan  10.35  12.41 

62.  Rt.    171    at    Northam-Rt.    61    near 

Crystal  Lake 17.95  21.94 

63.  Big    Pine-Nevada   State    Line 18.78  10.40 

64.  Rt.     2    at    San    Juan     Capistrano- 

Blythe   3.47  1.22 

65.  Rt.    IS    near    Mariposa-Auburn 8.18  11.08 

66.  Rt.    5    near    Mossdale-Rt.    13    near 

Oakdalc   8.88  4.49 

67.  Pajaro   River-Rt.  2  near  San   Benito 

River  Bridge 9.04       5.20 

68.  San   Jose-San    Francisco 13.92      2.82 

69.  Rt.   5  at  Warm  Springs-Rt.   1,  San 

Rafael    4.41     19.01 

70.  Ukiali-Talmage 0.72  5.91 

71.  Crescent    City-Oregon   Line 17.00  6.12 

72.  Weed-Oregon    Line 4.05  14.15 

73.  Rt.     29     near     Johnstonville-Oregon 

Line     9.25  4.40 

74.  Napa   Wye-Cordelia   via   Vallejo  and 

Benicia    2.71  5.14 

75.  Oakland-Jc.  65  at   Altaville 34.67  27.93 

76.  Rt.  125  at  Shaw  Ave.-Nevada  State 

Line  near  Benton   5.82  1.32 

77.  San  Diego. Los  Angeles  via  Pomona_13.32  8.65 

78.  Rt.    12   near    Descanso-Rt.   19   near 

March   Field   9.31  4.22 

79.  Rt.  2.  Ventura-Rt.  4  at  Castaie...  17.86  3.01 
SO.     Rt.    51,    Rincon    Creek-Rt.    2    near 

Zaca    9.02  7.68 


1  California  Highways  and  Public  Works  (September  19}  s) 


[Nine] 


Altamont  Realignment  Opened 


(Continued   fi- 

ermore  preceding  the  dedication  and 
a  luncheon  at  Tracy  following  the 
colorful  ceremonial. 

In  his  address  at  the  Oakland  ban- 
quet Governor  Merriam  said : 

"It  is  not  possible  at  this  time  to 
even  attempt  an  estimate  of  the  bene- 
fits which  will  accrue  to  Oakland,  the 
entire  San  Francisco  Bay  area  and 
all  of  Central  California  as  a  result  of 
elimination  of  the  unsatisfactory 
highway  conditions  which  have  ob- 
tained for  so  many  decades. 

"This  new  and  wonderful  highway 
with  slight  grades  and  virtually  no 
curves  is  fast.  Persons  and  freight 
will  be  carried  over  and  through  the 
smoothly  rolling  hills  at  a  rapid  pace 
and  there  will  be  more  safety.  Ship 
freight  will  be  transferred  from  your 
.ships  calling  at  the  modern  piers  of 
Oakland  and  in  an  hour  or  two  may 
be  carried  to  the  valley  destinations 
in  record  time.  It  will  help  your  ship- 
ping and  your  indiistries.  Also  it  will 
help  business  in  the  interior  and  con- 
tribute tremendously  to  the  develop- 
ment of  more  satisfactory  friendly 
and  cultural  relations  between  the  city 
and  the  country. " 

Irving  H.  Kahn,  vice  president  of 
the  Oakland  Chamber  of  Commerce, 
the  toastmaster,  was  presented  by  Vic- 
tor J.  La  Motte,  president  of  the  or- 
ganization. 

Mayor  William  J.  MeCracken  of 
Oakland,  the  first  speaker,  declared 
it  has  been  the  ambition  of  the  Oak- 
land business  and  shipping  fraternity 
for  many  years  to  smash  the  old  Alta- 
mont barrier;  that  satisfactory  busi- 
ness associations  between  the  Oakland 
area  and  Central  California  could 
never  be  achieved  until  this  new  high- 
way was  built. 

AMONG  THE  SPEAKERS 
Among  the  other  speakers  were:  George 
F.  Tubbs,  mayor  of  Livermore;  C.  P.  But- 
ton, chairman  of  the  Oakland  Chamber's 
highway  committee;  H.  R.  Judah,  Cali- 
fornia State  Highway  Commissioner; 
Earl  Lee  Kelly,  Director,  State  Depart- 
ment of  Public  Works;  C.  H.  Purcell, 
State  Highway  Engineer;  Dr.  E.  J.  Leach, 
chairman,  Committee  Coast  Highway 
Commission. 

Others  at  the  speakers'  table  included 
President  William  Larsen  of  the  Tracy 
Chamber  of  Commerce;  Mayor  James 
Lamb  of  Tracy;  C.  C.  Cottrell,  represent- 
ing the  State  Automobile  Association  and 
Automobile  Club  of  Southern  California; 
P.  G.  Jasper  and  William  F.  Hart,  members 


of  the  State  Highway  Commission;  Jo- 
seph R.  Knowland;  Carl  Hoffman,  pub- 
lisher of  the  Post- Enquirer;  Congressman 
Albert  E.  Carter;  A.  J.  Lundberg,  regional 
director  California  State  Chamber  of 
Commerce  and  president  of  the  East  Bay 
Transit  System,  and  Harold  D.  Weber, 
general  manager,  Oakland  Chamber  of 
Commerce. 

In  his  remarks  Director  Earl  Lee 
Kelly  stated  that ' '  the  new  Livermore 
Boulevard  highway  represented  the 
largest  excavation  job  ever  let  in  one 
contract  by  the  State  and  the  comple- 
tion of  this  section  of  the  trunk  high- 
way leading  from  the  Bast  Bay  into 
the  San  Joaquin  Valley  is  probably 
second  only  to  the  San  Francisco- 
Oakland  Bay  Bridge  in  importance 
to  the  development  of  the  bay  area. 
The  steady  increase  in  traffic  on  the 
route,  which  has  been  in  progress  over 
the  past  several  years,  will  undoubt- 
edly continue  at  an  accelerated  rate, 
and  there  is  a  marked  feeling  of  satis- 
faction to  the  highway  officials  of 
California  that  in  the  development 
of  the  State  Highway  System,  facili- 
ties providing  for  quicker  and  safer 
travel  have  been  furnished  to  motor- 
ists who  use  this  arterial." 


Lantern  Thieves 

Sentenced  to  Jail 

Lives  of  motorists  are  occasion- 
ally endangered  by  the  theft  of  red 
lanterns  placed  as  warning  signals 
at  dangerous  spots  on  the  State 
highways.  Such  an  incident  occurred 
recently  in  the  Merced  district 
where  Maintenance  Superintendent 
Scott  Sawyer  reports  the  arrest  of 
two  culprits  who  were  sentenced  to 
thirty  days  in  jail  by  Justice  C.  H. 
McCray. 

The  men  who  gave  their  names  as 
Robert  Bitrns  and  Harry  Merchant, 
described  as  transients,  stole  a  red 
lantern  marking  the  edge  of  a 
flooded  area  of  the  pavement  on 
the  Merced-Los  Banos  Highway,  six 
miles  south  of  Merced.  Local  resi- 
dents saw  the  theft  and  reported  it 
to  Highway  Patrolman  C.  W.  Farr, 
who  made  the  arrests. 

Superintendent  Sawyer  reports 
that  as  many  as  25  red  lanterns  have 
been  stolen  in  one  night  in  his  dis- 
trict. 


New  Bridge 
at  Red  Bluff 
is  Dedicated 

DEDICATION  of  the  new  seven- 
span  steel  and  concrete  bridge 
across  the  Sacramento  River 
at  Red  Bluff  August  6th  was  the  high 
spot  of  a  week-end  celebration  that 
included  speed-boat  races,  a  street 
dance,  a  minor  league  championship 
ball  game  and  other  special  events 
and  festivities  that  drew  a  crowd  of 
over  two  thousand  people. 

The  official  bridge  ceremonies  be- 
gan at  8  p.m.  Saturday  evening  on 
the  brilliantly  illuminated  new  struc- 
ture, when  L.  E.  Bronson,  secretary 
of  the  chamber  of  commerce,  intro- 
duced Tom  McGlynn  as  master  of 
ceremonies,  who  in  turn  introduced 
the  other  speakers,  including  State 
Senator  D.  Jack  IMetzger  and  State 
Director  of  Public  Works  Earl  Lee 
Kelly,  representing  Governor  Mer- 
riam. 

Paying  a  tribute  to  Senator  Metz- 
ger's  efforts  at  Sacramento  in  secur- 
ing the  new  bridge,  Mr.  Kelly  said 
the  narrow  old  structure  built  by 
Tehama  County  in  1884  had  stood 
for  over  half  a  century  but  the  new 
one  had  been  planned  and  built  to 
stand  for  two  hundred  years. 

At  the  conclusion  of  the  speeches, 
Miss  Red  Bluff,  in  the  charming  per- 
son of  Miss  Phyllis  Gadwood,  clad  in 
queenly  attire  and  escorted  by  Mrs. 
Earl  Lee  Kelly  and  Senator  Metzger, 
cut  the  ribbon  barrier  in  a  blaze  of 
flashlights,  officially  opening  tlii^ 
bridge  to  traffic. 

Immediately  after  the  official  cere- 
monies Main  street  was  given  over 
to  a  free  street  dance  and  sports 
events  continued  the  celebration  pro- 
gram on  Sunday. 

The  new  bridge  is  of  continuous 
steel  girder  construction,  820  feet 
long,  with  a  34-foot  roadway  and 
two  4-foot  sidewalks.  The  structure 
consists  of  reinforced  concrete  piers 
with  spread  footings  founded  on 
steel  H  piles. 

There  are  seven  continuous,  three- 
girder,  steel  deck  spans.  The  center 
span  is  126  feet  long  and  is  flanked 
on  each  side  by  three  spans,  one  143 
feet,  one  108  feet  and  one  96  feet  in 
length. 

Twelve  lighting  standards  jilaced 


I  Ten] 


(September  19} 8)  California  Hightvays  and  Public  Works 


This   picture  affords   a   striking   comparison   of  the   nev 


i/ide   Red    Bluff  bridge  with  the   narrow  old   structure  at  left. 


at  intervals  along  the  steel  handrail 
provide  illumination  at  night.  These 
lights  are  of  the  sodium  vapor  type. 
J.  F.  Knapp  of  Oakland  was  the 
general  contractor  on  the  project. 
The  furnishing  and  placing  of  struc- 
tural steel  was  subcontracted  to 
Moore  Dry  Dock  Company.  Ap- 
proaches to  the  bridge  were  built 
under  a  separate  contract  which  also 


included  removal  of  the  old  bridge. 
This  contract  was  handled  by  N.  M. 
Ball  and  Sons. 

Cost  of  the  bridge  construction 
was  $250,000  and  $40,000  for  the  ap- 
proaches. 

Maximum  height  of  pier  shaft  is 
61  feet,  minimum  height  35  feet.  All 
girders  are  9  feet  in  depth  and  range 
in  weight  from  11  to  20  tons  each. 


Due  to  sustained  periods  of  high 
water  it  was  necessary  to  construct 
the  steel  girders  with  a  guy  derrick 
from  the  top  of  the  bridge.  In  spite 
of  the  additional  hazards  presented 
by  this  method,  no  serious  injuries 
or  fatalities  resulted. 

The  contract  was  approved  May 
20,  1937,  and  all  work  was  completed 
July  25,  1938. 


The  steel   girders  of  this  820-foot  bridge  are  9  feet   in   depth.     Reinforced  concrete  piers  are  founded  on  steel   H   piles. 


I — j_ 


J 


TTTT'Tl 


-rrr\ 


^^i&cy-i^'^'^?' 


Relation  of  Engineering 
to  Accident  Prevention 


The  following  article  is  the  second  and  final  part  of  a  paper  on  "The  Relation  of  Scientific  Engineering  to  Acci- 
dent Prevention"  prepared  and  presented  by  J.  W.  Vickrey,  Safety  Engineer  of  the  Division  of  Highways,  at  the 
Institute  of  Government  held  at  the  University  of  Southern  California  in  Los  Angeles,  July  14,  1938. 

By  J.  W.  VICKREY,  Safety  Engineer,  Division  of  Highways 


ENGINEERING  with  relation  to 
accident  prevention  on  our 
rural  State  highways  is  like  all 
other  accident  prevention  work,  a 
matter  for  selective  attack. 

The  vast  majority  of  rural  road 
mileage  has  been  inherited.  When 
these  roads  were  built  there  was  no 
thought  of  motor  vehicle  traffic  and 
consequently  no  provision  was  made 
to  satisfy  the  demands  which  an 
entirely  new  type  of  transportation 
was  to  bring. 

The  fir.st  motor  vehicles  were  com- 
pelled to  accommodate  themselves, 
both  as  to  design  and  operation,  to 
the  roads  that  existed.  This  situation 
has  long  since  been  reversed.  It  is 
now  the  task  of  the  highway  engineer 
to  see  that  the  highways  fit  the  pres- 
ent type  and  mode  of  traffic,  and 
where  extensive  construction  or  re- 
construction is  contemplated  that  pro- 
vision also  be  made  for  such  probable 
future  traffic  requirements  as  can  be 
foreseen. 

SALVAGING    OLD   ROADS 

Our  thousands  of  miles  of  inherited 
rural  roads  can  not  be  scrapped  just 
because  of  certain  inadequacies  in 
meeting  all  the  demands  of  motor 
vehicle  traffic.  Quite  frankly,  the 
public  can  not  afford  it,  particularly 
the  motoring  public  on  whom  more 
and  more  the  entire  financial  burden 
for  roads  is  being  placed.  We  can 
ill  afford  to  waste  the  vast  potential 
traffic  value  of  these  older  roads  by 
failing  to  provide  those  funds — 
modest  when  compared  with  the  cost 
of  a  brand  new  model — which  are 
required  for  fitting  them  to  meet  the 
reasonable  demands  of  the  traffic  they 
may  serve. 

The  vast  majority  of  the  mileage  is 
for  two-lane  traffic  only.  There  is 
little  reason  to  believe  that  in  per- 
centage of  total  road  mileage  this  sit- 


[Twelve] 


Governor  Merriam 
Welcomes  Delegates 
to  Safety  Conclave 

An  inspiring  message  of 
greeting  was  given  by  Gov- 
ernor Frank  F.  Merriam  to  the 
delegates  of  the  Fourth  Annual 
Western  Safety  Conference  be- 
ing held  in  Los  Angeles  as  this 
magazine  is  going  to  press. 

It  reads  as  follows: 

STATE  OF  CALIFORNIA 

Governor's  Office 

Sacramento 

GREETINGS 

In  welcoming  the  Delegates 
of  the  Western  States  Safety 
Conference  to  their  Fourth  An- 
nual Meeting  in  the  City  of  Los 
Angeles,  September  12th  to 
September  16th,  1938,  I  feel 
that  the  opportunity  is  freight- 
ed with  a  privilege  and  a  duty. 
It  is  a  privilege  to  welcome 
you  who  are  vitally  interested 
in  campaigning  to  save  human 
life.  It  is  a  duty  of  my  office 
to  solicit  from  you  any  sugges- 
tions which  may  be  evolved  in 
this  Conference,  for  it  is  public 
interest  such  as  yours  which 
furnishes  the  inspiration  and 
courage  for  constructive  official 
action.  Your  membership  is 
circumscribed  by  the  bounda- 
ries of  western  geographical 
divisions,  but  your  influence 
developed  through  this  Confer- 
ence can  be  and,  I  am  sure,  will 
be  unbounded.  I  salute  your 
efforts. 

FRANK  F.  MERRLA.M, 
Governor  of  California. 


nation  will  ever  be  greatly  changed. 
The  traffic  which  they  now  carry,  or 
can  be  expected  to  carry  in  the  pre- 
dictable future,  will  not  justify  the 
cost  for  multiple-lane  construction 
and  all  the  other  desirable  safety 
features  that  can  be  incorporated  into 
the  design  for  that  limited  mileage 
of  the  road  system  where  traffic  vol- 
ume does  justify  a  super  highway. 

The  engineer  readily  recognizes 
this  and  concentrates  effort  on  those 
features  that  are  economically  feas- 
ible. There  are  two  main  avenues  of 
approach :  one  to  deal  with  features 
that  have  general  application  and 
may  become  parts  of  standard  design 
policy;  and  the  other,  to  deal  with 
specific  situations  where  the  rate  of 
accident  occurrence  is  greater  than 
the  normal  expectancy.  Both  are 
necessary  in  any  complete  program. 
Their  value  will  depend  upon  the 
completeness  and  accuracy  of  the  ac- 
cident record  and  its  correct  analysis. 

TWO   ACCIDENT   GROUPS 

For  purposes  of  review  and  analy- 
sis, traffic  accidents  fall  naturally  into 
two  main  groups :  those  involving 
only  a  single  vehicle  and  those  where 
two  or  more  vehicles  are  involved. 
In  the  one  the  volume,  density,  and 
type  of  traffic  need  not  be  considered 
in  connection  with  their  study,  while 
any  study  of  accidents  where  two  or 
more  ears  are  involved  that  does  not 
include  consideration  of  the  prevail- 
ing traffic,  can  have  very  little  mean- 
ing. Pedestrian  accidents  demand 
separate  and  distinct  treatment,  in- 
asmuch as  another  wholly  different 
type  of  traffic  is  introduced. 

Thorough  analysis  to  determine  the 
whole  accident  prevention  program 
and  proper  relation  between  all  parts 
of  it,  requires  presentation  of  a  num- 
ber of  broad  combinations  and  their 
successive  breakdowns  by  particular 


(September  193  8)  California  Highways  and  Public  Works 


J»^. 


^, 


Passenger  car  and  truck  crashed  in  the  middle  of  the  four-lane  Bay  Shore  Highway  near  San  Francisco.    Three  killed. 


elements.  No  attempt  will  be  made 
to  go  into  these  in  detail.  A  single 
example  of  subdividing  the  two-or- 
more-ear  group  of  accidents  will  suf- 
fice to  show  how  essential  it  is  to  make 
such  breakdowns  if  we  are  to  know 
with  any  degree  of  certainty  not  only 
what  we  should  do  to  reduce  acci- 
dents but  where  and  how  we  should 
spend  our  time  and  money  to  accom- 
plish the  greatest  results  in  the  short- 
est space  of  time. 

Two-car  accidents  are  of  three  main 
types :  ' '  Approaching, ' '  where  the 
vehicles  involved  are  traveling  in 
opposite  directions  on  the  same  road ; 
"Overtaking,"  where  both  are  going 
in  the  same  direction ;  and  ' '  Paths  In- 
tersecting, ' '  where  the  two  are  travel- 
ing different  roads  which  intersect  at 
grade.  A  minor  subdivision  of  the 
last  group  covers  those  cases  where 
the  paths  of  movement  of  cars  travel- 
ing on  the  same  road  intersect,  as  in 
making  left  or  right  or  "U"  turns 
not  at  road  intersections. 

PREVENTATIVE    QUESTIONS 

In  what  percentage  of  the  total  do 
these  various  types  appear,  in  general 
or  on  particular  stretches  of  i-oad? 
Preventative  measures  are  not  the 
same  for  each  type,  nor  do  they  call 
for  the  same  expenditure. 

Single-car  accidents,  to  casual 
thought  the  simpler  of  the  two  main 
groups,  are  nevertheless  rather  more 
difficult  to  divide  into  distinct  types. 
A  natural  division  is  between  those 
resulting  from  obstructions — other 
than  motor  vehicles — on  the  traveled 


way  and  those  in  which  the  car  left 
the  traveled  way. 

Incidentally,  it  may  be  noted  that 
aside  from  those  cases  where  pedes- 
trians are  also  involved,  the  vast  ma- 
jority of  single-car  accidents  fall  into 
that  class  reported  as  "drove  off  the 
road."  In  the  absence  of  any  evi- 
dence of  specific  defect  in  either  ma- 
chine or  roadway,  there  arises  the 
presumption  that  failure  on  the  part 
of  the  driver  was  directly  responsible. 
The  engineer  interested  in  accident 
prevention  is  not  satisfied  to  accept 
such  presumption  as  the  complete 
answer  until  he  has  assured  himself 
that  no  surface  condition  or  element 
of  geometric  design  of  the  roadway 
appreciably  contributed  toward  the 
unsafe  driving. 

PEDESTRIAN   PROBLEMS 

The  problem  that  Ls  presented  to 
the  engineer  by  pedestrian  accidents 
on  our  rural  State  highways  is  truly 
one  of  the  most  discouraging  with 
which  he  has  to  deal — discouraging 
because  there  seems  to  be  so  little 
good  reason  why  they  should  occur 
and  because  there  is  so  little  that  he, 
as  an  engineer,  can  reasonably  do  to 
prevent  them.  I  am  speaking  now  of 
our  own  State.  Pedestrian  accidents 
represent  less  than  7  per  cent  of  all 
accidents  reported  on  the  rural  State 
highways.  A  much  more  serious  as- 
pect is  presented  when  we  note  that 
if  fatalities  alone  are  considered,  over 
24  per  cent  are  pedestrians. 

To  a  much  greater  degree  than 
the  motorist,  the  pedestrian  through 


his  own  individual  actions  and  exer- 
cise of  judgment  has  the  power  to 
escape  accident.  The  situation  is  rare 
when  he  can  not  safely  step  off  the 
traveled  way  to  permit  passage  of  a 
motor  vehicle.  Only  impatience  com- 
pels him  to  cross  a  highway  in  the 
face  of  traffic.  The  motor  vehicle  on 
a  rural  highway  is  always  to  be  ex- 
pected by  the  pedestrian,  while  the 
pedestrian  on  our  rural  roads  is  not 
the  norm'al  condition  which  the  mo- 
torist may  expect  and  thus  presents 
an  element  of  surprise. 

It  is  true  that  a  large  percentage 
of  pedestrian  accidents  occur  during 
darkness.  Undoubtedly  it  is  more 
difficult  for  the  motorist  to  discern  a 
pedestrian  at  night  than  in  daylight, 
but  this  is  not  true  of  the  pedestrian 's 
ability  to  see  an  approaching  automo- 
bile. Every  advantage  rests  with  the 
pedestrian  to  avoid  collision  with  a 
motor  vehicle  if  he  will  simply  exer- 
cise the  care  which  is  demanded  by  a 
situation  which  otherwise  will  almost 
certainly  result  in  either  death  or 
serious  injury  to  himself. 

DIFFICULTIES  ENCOUNTERED 

Thirty  per  cent  of  the  pedestrians 
killed  on  our  rural  State  highways 
last  year  were  either  under  the  in- 
fluence of  liquor  or  had  been  drink- 
ing. It  is  difficult  to  envision  any 
phy.sical  safeguard  that  would  appre- 
ciably affect  this  type  of  accident.  Of 
the  remaining  70  per  cent  only  two 
per  cent  were  reported  as  having 
physical    defects,    such    as    defective 

(Continued  on  page  18) 


t  California  Highways  and  Public  Works  (September  193  s) 


[Thirteen] 


Uniform  Code  for  Loads,  Size,Wei| 


THE  seventeenth  annual  conven- 
tion of  the  Western  Association 
of  State  Highway  Officials  was 
held  at  Reno  August  10,  11  and  12, 
at  which  there  were  gathered  100 
registered  delegates  representing  the 
eleven  Western  States  and  Texas,  as 
well  as  a  large  number  of  guests. 

President  Lacy  V.  Murrow,  Di- 
rector of  Highways  in  the  State  of 
Washington,  called  the  meeting  to 
order  at  9.30  on  the  morning  of 
August  10th  and  the  delegates  were 
welcomed  to  Nevada  by  Mayor  John 
Cooper  of  Reno,  and  Governor  Rich- 
ard Kirkman  Sr.  of  Nevada. 

Following  a  roll  call,  the  meeting 
was  addressed  by  Dr.  L.  I.  Hewes, 
Deputy  Chief  Engineer  of  the  Bureau 
of  Public  Roads,  who  reviewed  the 
progress  of  highway  work  and  out- 
lined the  work  being  accomplished  by 
the  Highway  Planning  Survey.  He 
described  its  final  value  as  a  guide  to 
the  proper  planning  of  highways  and 
a  means  of  indicating  their  future 
needs.  He  pointed  out  in  his  talk 
that  the  data  already  collected  showed 
many  iutei-estiug  facts  not  commonly 
known  among  those  interested  in 
highway  work. 

The  delegates  then  adjourned  to  at- 
tend the  luncheon  provided  by  Ne- 
vada at  the  Riverside  Hotel.  Here 
the  delegates  were  addressed  by  C.  H. 


Proposed  Standard  Load  Dimensions  and  Speeds  for  Motor  Vehicles  Spci 


1.  WIDTH.  No  vehicle  shall  exceed  a  total  outside  width,  including  any 
load  thereon,  of  8  feet,  except  vehicles  now  in  operation  which,  by  reason  of 
the  substitution  of  pneumatic  tires  for  other  types  of  tires,  exceed  the  above 
limit,  provided  further  that  in  no  case  shall  such  width  exceed  102  inches 
and  that  after  January  1,  1945,  no  such  vehicle  and  or  loads  exceeding  8  feet 
in  width  shall  be  operated. 

2.  HEIGHT.  No  vehicle  unladen  or  with  load  shall  exceed  a  height 
of  13  feet  6  inches,  except  that  the  public  body  having  jurisdiction  may  at 
its  discretion,  reduce  this  height  to  heights  consistent  with  the  condition  of 
individual  sections  of  highway. 

3.  LENGTH,  (a)  No  vehicle  and  load  thereon  shall  exceed  an  overall 
length  of  35  feet. 

(b)  Combinations  of  vehicles  shall  consist  of  not  more  than  two  units, 
and,  shall  not  exceed  a  total  length  of  60  feet,  but  the  public  body  having 
jurisdiction  may,  at  its  discretion,  reduce  this  length. 

4.  SPEED,  (a)  No  motor  vehicle  shall  be  unnecessarily  driven  at  such 
a  slow  speed  as  to  impede  movement  of  traffic,  except  when  reduced  speed 
is  necessary. 


(b)  MAXIMUM  SPEED. 

than  45  miles  per  hour. 


No  truck  shall  be  operated  at  a  speed  greater 


(c)  Vehicles  equipped  withsf 
operated  at  a  speed  not  in  excess  f 

5.  AXLE  LOAD,  (a)  The  vet 
at  10  miles  per  hour  or  less,  shall  J :: 

(b)  No  wheel   equipped  wit 
excess  of  9,000  pounds,  nor  shall  h' 
wheels  equipped  with  pneumaticii 

No  wheel  equipped  with  soi' 
load  in  excess  of  8,000  pounds,  u 
having  wheels  equipped  with  sucl  i 

An  axle  load  shall  be  the  tot 
included  between  two  parallel  tra  v 

(c)  The  above  limits  are  recn 
roads,  but  should  not  be  construe  a 
politan  areas  if  any  state  desires. 

(d)  These  weight  specificatt 
made  more  restrictive  where  tem>» 

6.  GROSS  WEIGHTS,  (a)  il 
recommended  axle  loads,  no  vec 
operated  whose  gross  weight,  wi 


[Fourteen] 


(September  193  8)  California  Highways  and  Public  Works 


;,  Recommended  by  W.  A.  S.  H.  O. 


Purcell,  State  Highway  Engineer  of 
California  and  President  of  the 
American  Association  of  State  High- 
way Officials,  on  the  subject  of  high- 
way financing  and  the  relation  of 
highway  building  in  the  Western 
States  to  the  general  business  condi- 
tions in  the  Eastern  States. 

After  tlie  luncheon  the  general 
meeting  was  addressed  by  E.  P.  Pal- 
mer, President  Associated  General 
Contractors  of  America  on  the  subject 
of  problem-s  arising  from  labor  or- 
ganization in  the  highway  field  and 
by  Roy  McKaig  of  Idaho  representing 
the  Highway  Users  Conference  on  the 
subject:  "Western  Agriculture  Needs 
Highway  Transportation." 

A  separate  meeting  was  held  by  the 
bridge  committee  of  the  W.  A.  S.  H. 
0.  in  conjunction  with  a  committee 
appointed  to  make  a  study  of  the 
qiiestion  of  permissible  dimensions 
and  loads  for  motor  vehicles.  This 
committee  was  appointed  as  a  result 
of  a  resolution  passed  by  the  associa- 
tion at  their  meeting  in  Denver  in 
July,  1937. 

An  open  meeting  was  held  which 
was  attended  by  many  representatives 
of  bodies  operating  trucks  on  the 
highways  and  also  by  the  traffic  engi- 
neers of  several  of  the  States.  Repre- 
sentatives of  the  trucking  interests 

(Continued  on  page   22) 


in  Resolution  Adopted  by  Western  State  Highway  Officials  Convention 


lubber   or   cushion   tires    shall   be 
^iles  per  hour. 

ijall  vehicles,  except  those  operated 
iped  with  pneumatic  tires. 

Iiatic  tires  shall  carry  a  load  in 
1  load  carried  by  any  axle  having 
ceed  18,000  pounds. 
i^jr,  or  cushion  tires  shall  carry  a 
J  the  total  load  carried  by  an  axle 
iceed  16,000  pounds. 

n  all  wheels  whose  centers  may  be 
lanes  40  inches  apart, 
id  for  all  main  rural  and  intercity 
biting  heavier  axle  loads  in  metro- 
wheel  and  axle  loads  may  be 
oad  conditions  justify. 

to  the  limitation  imposed  by  the 
combination  of  vehicles  shall  be 
jxceeds  that  given  by  the  formula 


W  =  750  (L  /  40)  where 

W  =  total  gross  weight,  with  load,  in  pounds ; 

L   =  the  distance  between  the  first  and  last  axles  of  a  vehicle  or 
combination  of  vehicles  in  feet. 

The  same  limitations  shall  be  applied  to  any  group  of  axles  within  the 
vehicle  or  combination  of  vehicles. 

(b)  Provided  further  that  the  total  gross  weight,  with  load,  on  any 
group  of  axles  of  a  vehicle  or  combination  of  vehicles  where  the  distance 
between  the  first  and  last  axles  of  the  group  is  18  feet  or  less,  shall  not 
exceed  that  given  by  the  formula 

W  =  650  (L  ■/■  40)  where 

W  =  total  gross  weight,  with  load,  in  pounds  on  the  group  of  axles 
under  consideration ; 

L   =  the  distance  between  the  first  and  last  axles  of  the  group 
under  consideration. 

7.  LOAD  PER  INCH  OF  TIRE  WIDTH:  No  wheel  equipped  with 
pneumatic,  solid  rubber,  or  cushion  tires  shall  carry  a  load  in  excess  of  600 
pounds  for  each  inch  of  tire  width. 

The  width  of  pneumatic  tires  shall  be  taken  as  the  manufacturers'  rating. 
The  width  of  solid  rubber  and  cushion  tires  shall  be  measured  at  the  flange  of 
the  rim. 


California  Highways  and  Public  Works  (September  i9)s) 


I  Fifteen  I 


Protecting  Highway  Roadsides 
From  Business  Encroachments 


Two  of  the  photographs  on  the 
opposite  page  contrast  condi- 
tions immediately  after  the  con- 
struction in  1932  of  a  new  State  high- 
way approach  from  the  south  to  the 
city  of  ]\Iodesto,  and  the  condition  of 
the  same  highway  today. 

When  this  road  was  laid  out,  it 
ran  tlirough  vineyards  and  other  agri- 
eulti;ral  land.  It  was  open,  unre- 
stricted highway  to  the  city  limits  of 
Modesto.  Today,  for  a  long  distance 
south  of  the  bridge,  it  is  a  20-mile 
zone.  Its  development  as  a  business 
section,  attached  to  but  outside  of  the 
city  limits  of  Modesto,  is  continuing. 

The  third  photograph  on  the  page 
shows  a  portion  of  the  new  Vacaville 
Cut-off.  The  old  road  through  Vaca- 
ville was  winding  and  for  the  most  of 
its  distance  was  within  business  or 
residence  district  zones.  It  brought 
all  of  the  through  traffic  between  San 
Francisco  and  Sacramento  in  conflict 
with  the  local  traffic  of  the  city.  The 
new  route  is  shorter,  has  no  restricted 
speed  zones,  and  is  generally  much 
safer. 

ROADSIDE  DEVELOPMENT  CONTROL 

The  respective  photographs  are 
intended  to  focus  attention  upon  the 
problem  of  protecting  the  borders  of 
important  highways  from  the  devel- 
opment of  roadside  businesses.  Of 
recent  years  this  subject  has  received 
intensive  study  by  various  planning 
commissions,  university  professors, 
the  auto  clubs,  and  by  other  interested 
persons  and  organizations.  The  De- 
partment of  Public  Works  has  been 
concerned  with  the  question  for  many 
years,  but  it  is  only  in  the  past  three 
years  that  even  limited  funds  have 
been  available  for  the  accomplishment 
of  any  program  towards  protecting 
the  borders  of  such  highways  from 
business  encroachments. 

The  ordinary  highway  right  of  way 
differs  from  a  railroad  right  of  way 
in  the  important  respect  that  abutting 
property  owners  have,  under  decisions 
of  our  Supreme  Court,  a  right  of  ac- 
cess to  the  highway.  This  means  that 
they  may  develop  their  property  for 
business  purposes,  and  in  so  doing  are 
entitled  to  such  connections  as  will 


permit  vehicles  to  drive  on  and  oft' 
the  highway  to  their  place  of  business. 
Vehicles  coming  into  a  fast-flowing 
stream  of  traffic  create  hazards,  as 
well  as  interfering  with  the  orderly 
flow  of  traffic  on  the  highway.  Due 
to  the  fact  that  the  property  owner 
has  this  legal  right  of  access,  the  Divi- 
sion of  Highways  can  not  simply  fence 
off  the  right  of  way  as  a  railroad  com- 
pany can  its  right  of  way. 

DIFFERENT  METHODS  TRIED 

With  the  limited  funds  available,  a 
substantial  start  has  been  made  in  the 
past  three  years  towards  meeting  this 
problem.  In  practical  application, 
several  different  methods  have  been 
tried.  The  simplest  is  the  engineering 
solution  of  picking  out  a  location  for 
a  highway  where  the  existing  condi- 
tions are  such  as  to  prevent  any  road- 
side developments.  For  example, 
highways  have  been  laid  out  where 
one  .side  of  the  road  is  protected  by 
railroad  right  of  way,  or  where  both 
sides  are  protected  by  natural  features 
such  as  a  stream  bed  on  one  side  and 
a  steep  bank  of  an  arroyo  or  canyon 
on  the  other. 

Another  engineering  solution  which 
is  being  authorized  is  the  construction 
of  service  roads  outside  of  the  lanes 
of  the  main  highway,  the  service 
roads  being  physically  separated  from 
the  lanes  for  through  traffic  by  curbs 
or  other  means. 

In  certain  instances,  the  problem 
has  been  attacked  by  condemning  or 
buying  from  the  abutting  property  all 
rights  of  access,  so  that  the  highway 
right  of  way  can  be  fenced  off  or 
closed  off  as  is  a  railroad  right  of  way. 

ZONING  ORDINANCES  ENACTED 

Full  credit  must  be  given  to  the 
planning  commissions  and  boards  of 
supervisors  in  certain  counties  who 
liave  appreciated  the  seriousness  of 
the  problem  of  roadside  development 
and  who  have  attempted  to  provide  a 
.solution  through  the  enactment  of 
zoning  ordinances.  An  ordinance  pro- 
hibiting use  of  abutting  highway 
property  for  roadside  businesses  does 
go  a  long  way  toward  meeting  this 
problem,  although  it  can  not  provide 


the  full  measure  of  safety  to  traffic 
on  a  through  highway  which  can  be 
provided  b.y  the  acquisition  of  the 
rights  of  access  from  the  abutting 
property. 

The  Division  of  Highways  has  re- 
cently tried  out  in  rural  communities 
a  simple  procedure  consisting  of  se- 
curing the  agi-eement  of  abutting 
property  owners  not  to  use  the 
property  for  the  development  of  any 
roadside  business,  and  authorizing  the 
fencing  off  of  the  right  of  way  by 
public  authorities  in  the  event  any 
attempt  is  made  to  establish  roadside 
businesses  on  the  abutting  property. 

AGREEMENT  LIMITATIONS 

The  general  purpose  of  agreements 
of  this  sort  is  to  hold  the  roadside 
property  in  its  present  use  or  to  limit 
its  use  to  purposes  other  than  busi- 
ness purposes.  For  instance,  if  the 
jiroperty  is  in  use  for  agricultural 
purposes  it  may,  without  violation  of 
the  agreement,  be  changed  to  residen- 
tial purposes,  but  the  possibility  of 
residential  subdivisions  being  laid  out 
with  each  house  having  its  own  en- 
trance onto  the  through  highway  is 
eliminated  by  provisions  in  the  agree- 
ment limiting  the  number  of  approach 
roads  which  can  be  constructed  from 
any  particular  property. 

The  plan  last  mentioned  has  been 
utilized  recently  for  the  protection  of 
the  new  Vacaville  Cut-off.  While  the 
primary  consideration  in  attempting 
to  so  restrict  the  development  of  road- 
side bu.sinesses  has  been  public  safety 
and  the  preservation  of  the  efficienev 
of  the  road  for  through  traffic,  in 
this  case  an  additional  return  should 
he  received  by  the  motorists  in  the 
protection  to  the  scenic  values  of  the 
road  through  the  orchards  of  the  beau- 
tiful Vaca  Valley. 


WOULDN'T  DARE 


Doctoi' — Your  wife  seems  to  have  eaten 
something   that   has  disagreed   with   her. 

Henpeck — Oh,  no,  doctor ;  it  wouldn't  dare 
III. — Mentor. 


"There's    something    dove-like    about    our 


diild." 

"Tes,  he's  pigeon-toed." 


I  Sixteen  I 


(September  19}!)  California  Highways  and  Public  Works 


i'>i£il^'/i.».ir?5v.<,*B  ,»tfli 


This  is  how  the  realigned  State   Highway   No.  4   (U.  S.  99)   south  of  the  city  limits  of  Modesto  appeared  when  built  in  1932. 


The  same  portion  of  the  highway  as  it  appears  today  transformed  into  a  20-mile  zone  by  business  development. 


Right  of  way  agreements  secured  by  Division  of  Highways  protect  the  Vacaville  cut-off  through   beautiful   Vaca   Valley  from   business 

encroachments. 


California  Highways  and  Public  Works  (September  19} s) 


[Seventeen] 


Relation  of  Engineering  to  Accident  Prevention 


(rontiiuied  fn 


sight,  hearing,  et  cetera;  the  others 
were  apparently  normal  persons.  It 
is  this  situation  that  prompted  the 
statement  that  there  seems  to  be  so 
little  good  reason  why  such  accidents 
occur. 

The  question  of  what  tlie  engineer 
can  do  to  reduce  their  number  is 
very  hard  to  answer.  The  preventive 
measures  which  commonl.v  suggest 
themselves  to  the  engineer  as  things 
within  his  province  are  sidewalks, 
pedestrian  crossings,  and  lighting.  A 
brief  general  review  of  the  pedestrian 
accident  situation  on  the  rural  State 
highway  system  immediately  demon- 
strates the  serious  difficulties  to  be 
encountered  when  we  try  to  apply 
such  remedies. 

During  the  past  year  we  received 
reports  of  576  pedestrian  accidents 
occurring  on  the  rural  portion  of  the 
State  highway  system.  This  involves 
over  13,000  miles  of  road  in  57  coun- 
ties. Pedestrian  accidents  were  scat- 
tered throughout  48  of  these  57 
counties,  no  one  of  which  accounted 
for  more  than  6  per  cent,  with  the 
exception  of  Los  Angeles  where  ap- 
proximately 14  per  cent  of  the  total 
occurred.  Moreover,  within  the  coun- 
ties themselves  there  is  little  concen- 
tration to  be  found.  Only  in  rare 
instances  are  there  even  as  many  as 
two  pedestrian  accidents  reported  at 
the  same  point  or  within  the  same 
immediate  vicinity. 

GEEATEST    OBSTACLE 

This  lack  of  concentration  presents 
the  greatest  of  obstacles  to  the  engi- 
neer. Sidewalks  could  be  of  help 
only  in  preventing  that  type  of  acci- 
dent where  the  pedestrian  was  walk- 
ing on  or  along  the  highway.  This 
represents  only  a  little  more  than  one 
fourth  of  the  total.  With  accidents 
scattered  as  they  are,  it  would  require 
thousands  of  miles  of  sidewalks  to 
effect  any  large  percentage  of  these. 
Also,  there  is  real  doubt  as  to  whether 
many  of  those  who  now  are  found 
walking  along  the  highway  would 
use  a  sidewalk  if  it  were  available. 
They  are  only  pedestrians  tempo- 
rarily until  such  time  as  they  can 
induce  a  passing  motorist  to  pick 
them  up ;  and  they  prefer  to  be  either 
on  or  very  close  to  the  traveled  way, 
thinking  they  will  be  better  able  to 


To  SAVE 
YOUR  LIFE 


YOU 

CANT  BEAT 

TRAFFIC  SIGNS 


National  Safety  Council 

induce  a  driver  to  slow  down  and  give 
them  a  ride. 

More  than  one-third  of  the  pedes- 
trians were  killed  or  injured  while 
attempting  to  cross  the  highway. 
These  attempts  were  made  every- 
where. To  provide  a  sufficient  number 
of  safe  crossings  for  these  pedestrians 
to  effectually  reduce  this  type  of  acci- 
dent is  just  as  overwhelming  as  the 
problem  of  sidewalks. 

The  third  measure  which  might 
conceivably  be  of  benefit,  would  be 
lighting  of  the  highways.  Since 
might-time  accidents  are  no  more  con- 
centrated than  pedestrian  accidents 
in  general,  lighting,  to  be  of  any 
marked  benefit  for  this  particular 
purpose,  would  have  to  be  just  as 
universal  as  sidewalks  or  safe 
crossings. 

Pedestrian  traffic  on  rural  high- 
ways in  California  is  vastly  different 
from  that  in  densely  populated 
States,  where  what  we  would  be  in- 
clined to  consider  as  urban  conditions 
exist  along  a  very  large  percentage 
of  all  their  rural  highways.  There 
are  along  our  rural  highways  a  very 
few  points  where  pedestrian  traffic  is 
perhaps  of  sufficient  volume  to  call 
for  special  consideration. 

These  places  are  being  studied  in 
detail  to  determine  what  reasonable 


measures  may  be  taken  to  further 
safeguard  this  class  of  traffic,  but  the 
problem  of  accomplishing  any  marked 
reduction  in  pedestrian  accidents  for 
the  rural  highways  of  the  State  as 
a  wliole  is  one  that  will  require  much 
work  other  than  that  which  can  be 
bi-ought  about  by  any  possible  physi- 
cal improvements.  The  engineer  can 
contribute  by  clearly  outlining  the 
situation  as  it  really  exists,  pointing 
out  what  he  can  do  and  is  doing. 
Others  must  have  a  large  part  in  solv- 
ing this  very  difficult  traffic  problem. 
The  relation  of  scientific  engineer- 
ing to  accident  reduction  appears  to 
me  to  lie  mainly  in  these  two  things: 
First,  to  prepare  by  scientific 
method  the  necessary  factual  basis 
for  a  clear  presentation  of  the  whole 
traffic  accident  problem.  Such  a  basis 
is  vital,  not  only  to  the  engineer  for 
whatever  subsequent  action  he  is  to 
take  but  also  to  all  others  engaged  in 
any  phase  of  accident  prevention. 

Secondly,  as  an  engineer  he  must 
allocate  his  efforts  and  the  expendi- 
tures under  his  control  in  such  man- 
ner that  they  will  return  the  maxi- 
mum in  total  accident  reduction. 

The  engineer  will  make  frank 
recognition  of  his  responsibility  to  so 
design,  construct,  and  maintain  the 
highways  that  they  will  to  the  most 
reasonable  degree  require  and  induce 
safe  action  on  the  part  of  the  driver. 
The  driver  at  the  same  time  must 
never  be  permitted  to  forget  that  the 
first  and  main  responsibility  lies  with 
him.  So  long  as  he  demands  the  right 
to  drive  a  machine  that  will  respond 
to  his  control,  no  amount  of  engi- 
neering on  the  part  of  some  one  else 
will  ever  provide  him  a  guarantee  of 
safety. 


BAD  ROADS  KEEP  16,000,000  AMERI- 
CANS AWAY  FROM  CHURCH 

Because  of  the  important  part  played  b.v 
the  church  in  rural  American  life,  the  fact 
that  many  of  our  citizens  are  unable  to 
attend  church  because  of  bad  roads  becomes 
especially  serious,  says  Charles  M.  Upham. 
ensiueer-director  of  American  Road  Build- 
er's Association.  "Sixty  per  cent  of  the 
S2,000,000  farm  jieople  in  the  United  States 
live  on  unimproved  dirt  roads  which  bad 
weather  often  makes  completely  impassa- 
ble. This  means  that  more  than  16.000,0(Xt 
Americans  are  unable  to  get  to  church  dur- 
ing many  months  of  tlie  year." 


[Eighteen] 


(September  193  8)  California  Highways  and  Public  Works 


August  4,  1938 

Department  of  Public  Works, 
Sacramento,  California. 

Gentlemen: 

On  our  way  from  Fresno  to  San  Luis 
Obispo,  about  20  miles  out  of  Kettleman 
City,  over  the  Cottonwood  Pass,  the  foot 
and  hand  feed  of  our  car  became  impaired, 
making  it  impossible  for  us  to  move,  leav- 
ing us  stranded  in  the  suffocating  heat  of 
the   desert. 

Thanks  to  the  State  Highway  workmen, 
Messrs.  E.  C.  Henderson  (equipment  oper- 
ator), and  J.  K.  James  (foreman),  we 
were  towed  to  shade  where  car  was 
worked  on  and  fixed  so  we  could  proceed 
on  our  way. 

We  wish  you  would  publish  in  your 
"Department  of  Works"  magazine  that 
these  gentlemen  were  more  than  courte- 
ous, obliging  as  well  as  skilled  workmen, 
performing  their  duty  and  much  more  to 
the  tax  paying  public,  who  should  know 
the  out  of  the  ordinary  services  rendered. 

Trusting  you  will  give  these  State  em- 
ployees credit  in  your  State  publication, 
we  are 

Gratefully   yours, 


MRS.  A.  M.  ROBLE, 
WOODVILLE    BOGARD, 
O.    K.    FETHEWY. 


India  Wants  It 

Office  Executive   Engineer 
Montgomery,  B.   D. 
July  16,  1938. 
California  Highways 
and   Public   Works. 

Dear  Sir: 

Will  you  kindly  send  me  a  sample  copy 
of  your  noted  magazine  for  my  perusal 
before  I  subscribe  towards  its  issue. 

Yours  faithfully, 

(Signed)  CHAMPA  LAL,  I.  S.  E.. 
Executive  Engineer, 
Montgomery  Provincial 

Division, 
(B.  D.)   India. 


Scotland  Gets  It 

August  24,  1938. 


California  Highways 
and  Public  Works, 
Sacramento. 


Having      received     your     magazine     for 
nany  months,  I   want  to  take  this  oppor- 


tunity  of  expressing    my   appreciation   for 
such  a  fine  publication. 

It  may  interest  you  to  know  that  after 
reading  every  page,  the  magazine  is  sent 
to  the  automobile  editor  of  one  of  the 
large  daily  newspapers  of  Glasgow,  Scot- 
land, and  I  assure  you  it  is  very  much 
enjoyed. 

Yours  very  truly, 

JOHN   M.  GORDON. 


Endorses  Amendment 

California    Division 

The  Travelers'   Protective  Association 

of  America 

August  17,  1938. 
H.   R.  Judah,  Chairman, 
State    Highway   Commission, 
Sacramento,  California. 

Dear   Mr.  Judah: 

With  reference  to  your  article  in  the 
August,  1938,  issue  of  the  California  High- 
ways and  Public  Works  magazine  on  page 
seven,  permit  us  to  endorse  the  proposed 
constitutional  amendment  protecting  the 
gasoline  tax  revenues  from  being  diverted. 

We  have  several  thousand  members 
whom  we  will  inform,  and  your  Commis- 
sion is  free  to  use  our  endorsement  to 
this    amendment. 


Respectfully, 


ROBT.    E.    PFAEFFLE, 

State  Secty.-Treas. 


Read  to  Students 

San    Bernardino, 
August  16,  1938. 
California    Highways 
and   Public  Works, 
Sacramento,  California. 

Sirs: 

For  the  past  year  I  have  had  the  pleas- 
ure of  receiving  your  official  journal 
CALIFORNIA  HIGHWAYS  AND  PUB- 
LIC WORKS.  I  have  found  the  material 
contained  therein  most  instructive.  It 
has  been  a  source  of  pleasure  and  pride 
to  point  out  certain  facts  concerning  our 
public  highways  which  I  read  in  your 
magazine  to  both  my  students  and 
friends. 

I  should  be  very  grateful  to  you  to  con- 
tinue my  name  on  your  mailing  list  at 
my  new  address,  2906  North  E  Street. 
San    Bernardino. 

Sincerely, 

(Signed)    KENNETH    V.   DEARDORFF. 


Gas  Tax  Does  It 

CALIFORNIA   CHAIN    STORES 
ASSOCIATION,    Inc. 

San    Francisco, 
August    18,   1938. 
Mr.   H.   Ray  Judah, 
Santa  Cruz,  California. 

Dear  Mr.  Judah: 

Several  days  ago  I  had  the  pleasure  of 
driving  over  the  new  Livermore  Pass 
road.  It  is  certainly  a  fine  piece  of  work 
and  a  most  welcome  addition  to  our  state 
highway  system.  I  drive  a  good  many 
miles  each  month  and  that  makes  my 
gasoline  bill  considerable,  but  I  never 
object  to  the  gasoline  tax  because  the 
results  show  up  so  splendidly  in  our 
highway   system. 

I  hope  you  are  able  to  continue  until 
your  plans  for  the  entire  State  have  been 
completed. 

Yours  very  truly, 

JOHN    ARTHUR    REYNOLDS. 
JARrLMH 

Helpful  to  Library 

THE    UNIVERSITY    OF    WISCONSIN 
University    Extension    Division 

Madison,  August  1,  1938. 
Calif.   Highways  and   Public  Works, 
P.   O.    Box   1499, 
Sacramento,  California. 

Gentlemen: 

The  Department  of  Debating  and  Public 
Discussion  of  the  University  Extension 
Division  is  very  anxious  to  secure  three 
copies  of:  "Disastrous  winter  floods 
caused  $8,000,000  damage  to  State  high- 
ways and  bridges;  Damage  to  bridges 
heavy,"  by  W.  A.  Douglass  in  California 
Highways  for  April,  1938;  to  use  in  con- 
nection with  its  regular  loan  package 
library  serivce   in  this  State. 

We  shall  find  this  publication  especially 
helpful  and  shall  appreciate  your  co- 
operation. 

The  Department  of  Debating  and  Pub- 
lic Discussion  is  the  state-wide  library 
functioning  agency  of  the  University 
Extension  Division.  Our  loan  service  is 
rendered  to  the  residents  of  Wisconsin 
with  no  expense  other  than  the  return 
transportation,  hence  we  have  no  budget 
item  for  the   purchase  of  material. 

If  at  any  time  we  can  reciprocate,  we 
shall  be  happy  to  do  so. 

Very   truly   yours, 

ALMERE    L.    SCOTT,    Director, 
Dept.  Debating  and   Public  Dis- 
cussion. 


California  Highways  and  Public  Works  (September  i9}s) 


[Nineteen  I 


Highway  Worker 
Injured  by  Truck 
With  Bad  Brakes 

Marion  Robinson,  a  maintenance 
leadingman  of  the  State  Division  of 
Highways  with  headquarters  at 
Klamath,  was  directing  the  work  of  a 
maintenance  crew  engaged  in  patch- 
ing the  pavement  about  one  mile  north 
of  the  Humboldt-Del  Norte  County 
line  on  the  Redwood  Highway  on  July 
8  when  he  was  struck  in  the  back  by 
a  tank  truck  driven  by  E.  A.  Marsh 
of  Eureka,  and  was  knocked  to  the 
pavement  on  his  face.  He  was  taken 
to  a  hospital  in  Crescent  City,  where 
an  examination  revealed  a  slight 
fracture  of  the  skull  to  the  right  of 
his  nose,  a  fracture  in  the  top  rib 
on  his  right  side  and  severe  bruises 
on  his  face  and  one  leg.  He  was 
confined  to  the  hospital  by  his  in- 
juries for  nearly  a  month. 

The  crew  Mr.  Robinson  was 
directing  was  working  on  the  west 
side  of  the  pavement  and  traffic  was 
using  the  east  side.  "Men  and  Equip- 
ment AVorking"  signs  were  in  place 
about  600  feet  from  the  work  on 
both  sides  and  flagmen  were  stop- 
ping all  traffic  and  cautioning  them 
to  proceed  slowly. 

The  driver  of  the  truck  stated  that 
the  vehicle  he  was  driving  had 
faulty  brakes  and  that  he  was  fol- 
lowing four  cars  when  the  leading 
car  stopped  suddenly,  and,  in  order 
to  avoid  colliding  with  the  ear 
ahead  he  was  forced  to  turn  into  the 
west  lane  where  the  truck  struck 
Mr.  Robinson. 

The  driver  was  fined  fifty  dollars 
by  Justice  of  the  Peace  Fleishman 
at  Klamath  for  reckless  driving, 
driving  without  i^roper  brakes  and 
driving  without  a  proper  horn. 


Automotive  Industries  in  the  United  States 
last  year  ranked  first  as  consumers  of  rub- 
ber, plate  glass,  nickel,  lead,  mohair,  and 
steel,  it  is  revealed  in  annual  reports.  In 
the  manufacture  of  motor  vehicles  factories 
used  80  per  cent  of  the  rubber,  73  per  cent 
of  the  plate  glass,  28  per  cent  of  the  nickel, 
31.4  per  cent  of  the  lead,  40  per  cent  of  the 
mohair,  and  20  per  cent  of  all  the  steel  con- 
sumed in  the  United  States  during  1937. 


Landscape  Project  Provides 
Parking  on  Donner  Summit 

By  H.  DANA  BOWERS,  Landscape  Engineer 


"We'll  get  more  mileage  out  of  life  if  wo 
never  shift  our  mouths  into  high  gear  until 
we're  sure  our  brains  are  turning  over." — 
Ex. 


THAT  roadside  improvement  can 
serve  the  motorist  from  the 
standpoint  of  safety  as  well  as 
augment  the  nati^ral  scenery  is  exem- 
plified in  a  landscape  project  recently 
completed  at  Donner  Summit  on  State 
Highway  Route  37  (U.  S.  40). 

From  the  top  of  Donner  Summit 
at  an  altitude  of  7135  feet  there  is 
unfolded  to  the  eastward  a  panorama 
of  unexcelled  grandeur  and  beauty. 
About  1000  feet  below,  beautiful  Don- 
ner Lake  nestles  like  a  jewel  in  a 
magnificent  setting  of  evergreen  for- 
est. For  the  past  several  years  this 
captivating  vista  constituted  a  source 
of  traffic  and  pedestrian  hazard  be- 
cause thousands  of  tourists,  desiring 
to  stop  and  enjoy  the  view,  were 
forced  to  do  so  in  an  entirely  inade- 
quate space. 

To  eliminate  these  hazards  and  to 
provide  an  area  where  motorists 
would  have  plenty  of  room  to  park 
and  spend  all  the  time  they  vsdshed, 
a  section  of  the  solid  granite  point 
lying  directly  below  the  famous  Don- 
ner Summit  Bridge  was  blasted  away. 
An  area  75  feet  wide  and  150  feet 
long  was  provided  with  an  entrance 
way  designed  for  safety  under  present 
traffic  conditions.  This  area  was  oil 
surfaced  and  protected  with  rubble 
piers,  chain  railing  and  a  walkway. 

In  this  connection  it  is  interesting 
to  note  an  article  in  the  California 
Highways  for  September,  1926,  refer- 
ring to  the  Donner  Summit  Bridge 
then  recently  completed  and  setting 
forth  its  advantages  from  a  scenic  and 
safety  standpoint.  The  following  ex- 
cerpt is  revealing  of  the  advance  made 
in  highway  construction  standards  in 
the  past  twelve  years. 

"High  up  amid  the  granite 
crags  of  the  Sierra,  Donner  Sum- 
mit Bridge,  a  forest  highway 
project,  is  one  of  the  unique 
structures  on  the  State  Highway 
System  of  California.  It  spans 
a  rocky  chasm  at  an  elevation  of 
nearly  7000  feet  and  was  built  to 


make  possible  a  grade  of  not  to 
exceed  7  per  cent  from  Donner 
Lake  to  the  Summit;  eliminating 
for  all  time  the  18  and  20  per 
cent  grades  of  the  old  road,  first 
projected  in  early  days,  and  for 
years  the  most  difficult  section  of 
the  most  important  interstate  con- 
nection in  northern  California. 
The  bridge  has  a  handsome  arch 
110  feet  in  length  with  a  depth 
of  70  feet.  Its  cleared  roadway 
width  is  24  feet,  its  total  length 
including  approaches  is  241  feet. 
"As  a  part  of  the  lower  ap- 
proach span,  there  has  been  con- 
structed an  elevated  observation 
platform  25  feet  in  length  and  7 
feet  wide,  on  a  pedestal  of  which 
a  memorial  tablet  of  the  Native 
Sons  is  placed.  Herein  the  mo- 
torists may  enjoy,  safely  guarded 
from  the  passing  traffic,  the  mar- 
velous vieiv  of  the  high  Sierra 
and  the  Donner  Lake  hasin  which 
unfolds  ieloiv.  It  was  near  this 
spot  that  the  Donner  party 
turned  back  in  October,  1846, 
balked  by  snow  in  its  attempt  to 
cross  the  summit.  Because  of  the 
historical  significance  of  this  spot 
the  observation  platform  was 
deemed  appropriate.  A  wide 
parking    place    for    automobiles 

also   has   been    provided   nearby 

*     *     *  i> 

The  "wide  parking  space"  was  a 
12-foot  shoulder  on  the  opposite  side 
of  the  bridge  approach  from  the 
observation  platform,  making  it  neces- 
sary for  visitors  to  cross  the  road  and 
walk  back  to  reach  the  observation 
platform. 

The  increase  in  traffic  and  the 
speed  at  which  the  modern  automo- 
bile travels  this  road  at  the  present 
time  has  changed  a  situation  then 
considered  comparatively  free  of  dan- 
ger into  one  of  great  hazard.  Cor- 
rection of  this  condition  has  been 
accomplished  by  the  new  improve- 
ment. 


[Twenty] 


(September  19}  s)  California  Highways  and  Public  Works 


Parking   area   at   Donner   Summit   looi<out   point   on   Stat 


Huge  crags  originally   barred  access  to  point  overlooking   Donner  Lake. 


Rocks  were  blasted  and  safe  entrance  way  and   parking  area  constructed. 

California  Highways  and  Public  Works  (September  ]9}s) 


ay  No.  37  (U.  S.  40).     Donner  Summit  bridge  In  background. 


$300,000  for 

Flood  Relief 

Governor  Frank  P.  Merriam  on 
August  2.5tli  approved  the  immediate 
allo'cation  of  $300,000  from  the 
$,5,000,000  Emergency  Flood  Relief 
Fund  for  tlie  restoration  of  flood  dam- 
aged levees,  structures  and  drainage 
canals  and  emergency  bank  protection 
along  the  Sacramento  and  Feather 
Rivers  in  the  Sacramento  River  Flood 
Control  Project. 

The  Governor  announced  his  action 
at  a  conference  attended  by  Director 
of  Public  Works  Earl  Lee  Kelly,  State 
Engineer  Edward  Hyatt,  and  a  dele,- 
gation  of  Yuba  County  citizens 
headed  by  Senator  W.  P.  Rich  of 
ilarj'sville. 

The  $300,000  will  be  divided 
equally  between  the  State  Reclama- 
tion Board  and  the  Division  of  Water 
Resources  of  the  Department  of  Pub- 
lic Works. 

Nine  counties  that  will  receive  the 
direct  benefit  from  the  Governor's  al- 
location are  Butte,  Glenn,  Colusa,  Sut- 
ter, Yuba,  Yolo,  Solano,  Sacramento, 
and  San  Joaquin. 

I  Twenty- one] 


Twenty-five  Year 
Club  Formed  in 
Highway  Division 

To  CELEBRATE  a  quarter  cen- 
tury of  service  with  the  State 
and  to  establish  a  closer  bond 
of  friendship  cementing  twenty-five 
years  employment  by  the  same  organi- 
zation, a ' '  Quarter  Century  Club ' '  has 
just  been  organized  by  employees  of 
the  Division  of  Highways  who  began 
State  service  in  1912  or  prior  thereto, 
and  had  been  in  State  service  at  least 
twenty-five  years  on  December  31, 
1937. 

A  prerequisite  for  membership  in 
the  club  is  twenty-five  .years  service 
with  the  Division  of  Highways  and  all 
employees  of  the  division  are  eligible 
for  membership  immediately  upon 
acquiring  the  required  service  status. 

It  is  of  interest  to  note  that  of  four 
hundred  employees  who  entered  the 
service  of  the  State  Highway  Commis- 
sion in  1912,  the  names  of  fifty-four 
were  to  be  found  on  the  1937  employ- 
ment roll.  The  majority  of  these  54 
employees  had  not  served  continu- 
ously, but  of  the  number,  twenty-five 
had  by  December  31,  1937,  served  for 
25  years ;  except  when,  in  a  few  cases, 
on  leave  of  absence  during  the  World 
war. 

During  1938,  a  number  of  others 
will  attain  the  25  year  service  credit. 

Following  are  the  names  of  twenty- 
one  employees  who  had  served  at 
least  twenty-five  years  on  December 
31.  1937.  and  who  have  participated 
in  the  formation  of  the  club. 

C.  N.  Ainley,  Associate  Highway  Engineer, 

District  VII,  Los  Angeles. 
H.  F.  Allen,  Associate  Highway   Engineer, 

District  VII,  Los  Angeles. 
F.  R.  Baker,  Associate  Highway  Engineer, 

District   IX,    Bishop. 

E.  J.  Bassett,  District  Office  Engineer, 
District   II,   Redding. 

T.  A.  Bedford,  Senior  Highway  Engineer, 
Headquarters — Sacramento. 

C.  M.  Butts,  Associate  Highway  Engineer, 
District    I,    Eureka. 

S.  V.  Cortelyou,  District  Engineer,  Dis- 
trict VII,   Los  Angeles. 

S.  Crespo,  Maintenance  Foreman,  District 
II,   Redding. 

H.  C.  Darling,  Associate  Highway  Engi- 
neer,   District    IV,   San    Francisco. 

A.  N.  George,  District  Construction  Engi- 
neer, District  VII,  Los  Angeles. 

F.  W.  Haselwood,  District  Engineer,  Dis- 
trict  II,   Redding. 

R.  W.  Haverstick,  Chief  of  Party,  District 
VII,  Los  Angeles. 


I  Twenty-two  I 


Uniform  Code  Recommended 
by  W.  A.  S.  H.  O.  Convention 


(Continued  from  page  1.5) 


were  requested  to  give  their  views  and 
to  discuss  the  proposed  provisions  of 
a  i;niform  code  covering  truck  loads, 
widths,  lengths  and  heights.  Excel- 
lent cooperation  was  given  in  this 
matter  by  the  carrier  representatives 
and  immediately  after  the  opening 
meeting  the  committee  agreed  upon  a 
recommended  code  to  be  adopted  by 
the  W.  A.  S.  H.  0. 

On  the  following  day,  August  11th, 
the  general  meeting  was  addressed  by 
Guy  Kelcey  of  Signal  Service  Cor- 
poration on  the  subject:  "Channel- 
izing Traffic  and  Channel  Lighting  of 
Highways. ' '  After  this  came  a  discus- 
sion on  the  coordination  of  safety 
practices  in  eleven  Western  states  and 
Texas  which  was  joined  in  by  repre- 
sentatives of  practicality  all  the  states 
and  resulted  in  a  general  agreement 
that  a  committee  of  W.  A.  S.  H.  0. 
should  be  formed  to  handle  these 
matters. 

In  the  afternoon  the  meeting  was 
addressed  by  Charles  Upham  of  the 
American  Road  Builders  Association 
on  the  subject:  "Streamline  Traffic 
Demands  Challenge  the  Highway  De- 
partments." Mr.  Upham  stressed  the 
need  for  presenting  data  to  show  the 
necessity  of  future  highway  building 
in  the  Western  states  and  said  that 
unless  this  was  done  and  members 
of  Congress  were  convinced  of  the 
need,  it  was  quite  probable  that  Fed- 
eral appropriations  for  such  a  pur- 
pose would  be  greatly  curtailed  in 
the  future. 

Following  this  address  the  report 
of  the  Committee  on  the  Uniform 
Code  covering  axle  loadings,  widths, 

F.  T.  Maddocks,  Senior  Physical  Testing 
Engineer,   Headquarters — Sacramento. 

Grant  P.  Merrill,  Superintendent,  District 
IX,    Mojave. 

C.  P.  Montgomery,  Associate  Highway 
Engineer,    District   VII,    Los   Angeles. 

James  Moriarity,  Chief  Clerk,  District  IV, 
San    Francisco. 

D.  N.  Sapp,  Assistant  Highway  Engineer, 
District  IV,  San   Francisco. 

R.  H.  Stalnaker,  Equipment  Engineer, 
Headquarters — Sacramento. 

T.  E.  Stanton,  Materials  and  Research 
Engineer,    Headquarters — Sacramento. 

R.  A.  Tremper,  Assistant  District  Main- 
tenance Engineer,  District  II,  Redding. 

G.  R.  Winslow,  Assistant  Construction 
Engineer,   Headquarters — Sacramento. 


lengths  and  heights  of  truck  was  pre- 
sented and  was  followed  by  a  short 
discussion. 

On  Friday  morning  the  meeting 
was  addressed  by  Kenneth  Godwin, 
Regional  Engineer  PWA.  on  the  sub- 
ject "Highway  Construction  Under 
PWA,"  and  the  program  was  con- 
cluded with  a  discussion  of  "Coordi- 
nation of  Safety  Practices  in  Eleven 
Western  States  and  Texas,"  which 
was  participated  in  by  representatives 
of  practically  all  of  the  states  repre- 
sented. 

At  the  request  of  Mr.  Allen,  this 
discussion  was  opened  by  Attorney 
Frank  B.  Durkee  of  the  legal  staff  of 
the  California  Department  of  Public 
Works,  who  presented  auditing  and 
other  related  problems  which  have 
arisen  in  an  attempt  to  comply  with 
General  Administrative  Memorandum 
No.  39,  particularly  paragraph  39  of 
the  memorandum  dealing  with  reim- 
bursement of  public  utilities. 

The  subject  was  closed  with  a  dis- 
cussion of  the  practices  of  the  several 
.states  regarding  the  fencing  of  high- 
ways, particularly  with  reference  to 
the  maintenance  of  right  of  way 
fences. 

Three  resolutions  were  then  pre- 
sented by  the  resolutions  committee 
and  adopted.  Resolution  No.  1 
recommending  the  uniform  load 
dimension  code  is  printed  on  a 
preceding  page.  Resolution  No.  2 
urged  the  American  Road  Builders' 
Association  to  hold  its  next  conven- 
tion and  exhibit  in  San  Francisco. 
Resolution  No.  3  commended  the 
American  Automobile  Association 
and  affiliates  for  consistently  fighting 
the  diversion  of  road  funds  to  otlier 
uses  than  road  purposes. 

The  following  officers  were  elected 
for  the  ensuing  year:  President. 
Charles  D.  Vail,  State  Highway  Engi- 
neer of  Colorado ;  Vice  President,  Jo- 
seph Stemmer,  State  Highway  Engl- 
ncer  of  Idaho;  Secretary-Treasurer. 
George  T.  McCoy,  Assistant  State 
Highway  Engineer  of  California. 


He — Ants  are  supposed  to  be  the  hardest 
wdikins  creatures  in  the  world. 

Slie — ypp ;  but  they  still  seem  to  have 
time  to  attend  all  picnics. — Washington 
Posl. 


(September  19} s)  California  Highways  and  Public  Works  i 


Highway  Work  in  89th  Fiscal  Year 

Reported  to  Governor  Merriam 


THE  89th  fiscal  year  of  State 
government  in  California  ended 
on  June  30tli  last  and  also 
marked  the  mid  point  of  the  current 
fiscal  biennium. 

In  liis  report  to  Governor  Prank  F. 
Merriam,  Director  Earl  Lee  Kelly 
of  the  Department  of  Public  Works, 
stated  that  construction  and  mainte- 
nance activities  of  the  Division  of 
Highways  were  piished  ahead  during 
the  first  year  of  the  biennium  to  the 
end  that  work  placed  under  way,  as 
I  re])resented  by  work  orders  written, 
.amounted  to  the  total  of  $34,216,800 
I  for  maintenance  and  construction  on 
I  the  State  Highwaj^  System. 
i  Segregation  of  this  amount  in 
i  authorized  expenditures  for  construc- 
'tion  and  maintenance  to  the  various 
'  classifications  of  highway  work  is 
shown  in  the  following  tabulation  -. 

Work  Orders  I?su3d 

July  1,  1937,  to  June  30,  1938 

State  Highway  Construction  and 

Maintenance  Contracts $18,879,500 

Day  Labor  Minor  Improve- 
ments           603,800 

Day   Labor   Betterments 690,400 

Miscellaneous  Day  Labor  Con- 
struction         1,919,700 

Convict  Construction 1,612,000 


Construction  subtotal $23,705,400 

Day  Labor  Maintenance 10,176,400 

Maintenance  and  Operation  of 
San  Francisco-Oakland  Bay 
Bridge    335,000 


Total $34,216,800 

riie  $18,879,500  required  for  the 
-•Vs  contracts  awarded  during  the 
Sllth  fi.scal  year  provided  for  various 
typrs  of  construction  and  improve- 
mrnt  as  shown  in  the  following  sum- 
mary giving  the  mileage  and  amount 
for  each  type. 

Type  of  construction 
Pavement   

Plant-mix  surfacing.. 
Road-mixed  surfacing. 
Oiled    gravel    surfacing 

(armor  coat,  etc.) 

I  Untreated      gravel      or 

stone  surfacing 

[Graded  roadbed 

(Dust  oiled  roadbed 

[Shoulder     construction 
and  oiling 


Miles 

Amount 

164.3 
178.3 
125.9 

$6,205,400 
3,192,500 
3,014,300 

469.5 

1,058,900 

17.5 
58.7 
56.2 

48,100 

866,100 

9,200 

Type  of  construction  Miles         Amount 

Bridges  and  grade  sep- 
arations    (79)  4,145,200 

Miscellaneous    291,700 

Totals 1,149.6     $18,879,500 

The  type  designations  in  the  above 
tabulation  are  based  on  the  surfacing 
of  the  complete  improvement  and  in 
each  instance  includes  the  necessary 
grading,  drainage  and  base  construc- 
tion required  for  any  given  project. 
On  certain  contracts,  even  though  the 
grading,  base  and  construction  of 
drainage  structures  may  have  been 
the  major  portion  of  the  work,  the 
improvement  has  been  included  under 


Old  Timer  Had 
to  Buy  His  Own 
Maintenance  Outfit 

Rodeo,  Calif. 

August  15,    1938 
Mr.  Jno.   H.  Skeggs 

District    Engineer,    District  IV 

Dear    Mr.    Skeggs: 

I  received  your  letter  advising 
me  of  a  raise  in  wages  and  I  want 
to  thank  you  for  your  interest  in 
my    behalf. 

Now  let  us  review  the  past.  In 
the  spring  of  1916,  I  took  over  the 
maintenance  of  the  highway  from 
Santa  Rosa  in  Healdsburg  and 
Cloverdale  to  Mendocino  County 
line.  Mr.  C.  C.  Cottrell*  informed 
me  I  would  receive  $4.00  per  day 
and  I  would  have  to  furnish  my 
own     maintenance    outfit. 

I  paid  $140.00  for  a  horse  and 
buckboard,  then  there  was  hay  to 
buy.  With  a  wife  and  two  chil- 
dren and  rent  to  pay,  I  often 
wonder   how    I    got   by. 

The  new  order  of  things  is  taken 
as  a  matter  of  course  by  present 
highway        workers.  With         fine 

trucks,  etc.,  they  little  know  of  the 
hardships    of   the    early    days. 

All  this,  Mr.  Skeggs,  that  you 
may  know  how  I  appreciate  what 
I    receive. 

Sincerely, 

J.    D.    WILLIAMS, 
Construction  Superintendent. 


the  surface  type.  Listed  shoulder  im- 
provements include  contracts  involv- 
ing work  on  shoulders  only. 

The  financing  of  these  contracts 
from  the  various  sources  of  revenue 
is  shown  in  the  following  tabulation : 

State  Highway  funds $10,682,600 

Regular   Federal   Aid  funds 6,095,700 

Federal  Grade  Crossing  funds..  1,291,700 
Federal  Feeder  Road  funds 809,500 

Total $18,879,500 

The  State  highway  funds  listed  in 
the  above  tabulation  include  allot- 
ments from  money  allocated  to  the 
Division  of  Highways  from  revenues 
of  the  State  gasoline  tax  and  motor 
vehicle  registration  fees. 

To  complete  the  monthly  records  of 
activities  of  the  division  for  the  fiscal 
year  just  ended,  the  following  data  are 
given  for  the  work  accomplished  dur- 
ing the  month  of  June. 

Work  placed  under  way  between 
June  1  and  June  30,  1938,  is  repre- 
sented by  the  amount  of  $4,762,000, 
which  covers  construction  and  main- 
tenance work  orders  written  and 
projects  advertised  for  bid  opening 
in  July.  This  total  includes  activi- 
ties from  the  various  phases  of  State 
highway  activities  as  shown  in  the 
following  summation  : 

Construction 

Contracts  awarded. .$1,240,600 
Minor  Improvements  29,200 
Miscellaneous       day 

labor  construction.       446,500 

Subtotal $1,716,300 

Advertised    for    Bid    Opening    in 

July 2,008,100 

Maintenance 

General   Maintenance    $449,200 

Replacements    288,800 

Betterments 233,500 

Slide    Removal 38,100 

Buildings  and  Plants  3,000 

San  Francisco-Oak- 
land Bay  Bridge 
Operation    and 

Maintenance    25,000 

Subtotal    *1,037,600 

Total $4,762,000 

•  Includes  $114,900  in  maintenance  and 
betterment  work  let  to  contract. 


"Say,     dat    guy     busted     tlie    cr.vstal 
mo  watch.     Wliat  .should  I  do  to  him? 

"Go     ahead,     give     him     de     woiljs."- 
Texas  Longhom. 


California  Highways  and  Public  Works  (September  193 s) 


[Twenty-three] 


Bay  Bridge  Train  Movements 
Controlled  By  Push  Buttons 


THE  old  switch  tow- 
er, mth  its  coni- 
plicated  rows  of 
levers,  will  be  replaced  in 
the  operation  of  the  San 
Prancisco-Oaklaud  B  a  y 
Bridge  electric  railway 
system  by  two  specially 
designed  control  boards. 

One  of  these  boards  has 
been  installed  in  the  sig- 
nal tower  of  the  East  Bay 
Yard  opposite  the  Bay 
Bridge  toll  plaza.  The 
other  will  be  placed  in  the 
San  Francisco  terminal 
building  on  the  track 
floor. 

The  long  rows  of  me- 
chanically interlocked  in- 
dividual levers  will  be 
succeeded  by  an  all-rela.y 
route  control  system  oper- 
ated by  controls  arranged 
directly  on  a  track  dia- 
gram. 

To  set  up  a  route  by  the  control 
board,  it  is  necessary  only  to  press 


Control   board  6J  feet  wide  operating  electric    routing   and    switching   of    Bay    Bridge   trains. 


the   signal   knob   at  the   entrance 
the  route  and  the  completion  but- 


A  mechanical   lever  system  would   have  required   92   levers   and   60-foot   switch   tower. 


ton  at  the  exit  from  tliat  route.  The 
light  in  the  signal  knol)  will  flash  on 
instantly  and  will  con- 
tinue flashing  until  the 
switches  are  properly  set 
and  the  signals  are 
cleared.  It  then  becomes 
a  steady  light. 


AUTOMATIC  OPERATIONS 

When  the  train  accepts 
the  signal  and  enters  the 
route,  which  is  made  visi- 
ble on  the  board  by  occu- 
panc.y  lights,  the  signal 
returns  to  the  stop  indi- 
cation and  when  the  train 
has  passed  entirely 
through  the  route,  the 
pressed-in  knob  is  re- 
leased and  is  ready  for 
another  operation. 

Under  the  new  system 
it  is  possible  to  set  up  a 
route  for  a  succession  of 
trains.  When  this  is 
done,  the  signal  knob  is 
rotated  90  degrees  rather 
than  pushed  in;  but  the 
completion  button  is  oper- 
ated   as    for    one    train. 


|Twenty-four] 


(September  19)  s)  California  Highways  and  Public  Works. 


The  wayside  signal  will  automatically 
clear  for  the  next  train  while  the 
route  remains  locked. 

An  additional  feature  on  each  of 
the  control  boards  is  a  train  identifier 
system.  The  tower  operator  must 
know  the  identity  of  each  train  as  it 
approaches  in  order  to  route  it  accord- 


ing   to    the    train     traffic    schedule. 

TRAIN  CLEARING  SYSTEM 

In  the  case  of  westbound  trains,  as 
each  train  leaves  the  Oakland  yard 
the  Oakland  operator,  in  clearing  the 
train,  also  identifies  it.  This  identity 
is  transmitted  to  the  San   Francisco 


Reap  view  showing  complicated  wiring  system  of  62-foot  control  board. 


tower  by  means  of  lights  appearing 
on  the  control  board  each  of  which 
hears  the  number  or  letter  of  the 
train — tlie  Key  System  trains  operat- 
ing by  letter,  Interurban  Electric  (S. 
P.)  b,y  number.  As  each  train  enters 
the  San  Francisco  interlocking  area 
its  identification  is  canceled. 


Had  the  mechanical 
lever  system  been  used 
on  the  Bay  Bridg-e  trains, 
for  the  operation  of  the 
Oakland  interlocking 
plan  alone,  it  would  have 
been  necessary  to  have 
utilized  92  levers  in  a 
tower  60  feet  long.  The 
Oakland  control  board 
is  6 1  feet  in  length  and 
the  San  Francisco  board 
is  of  similar  length. 

Each  board  contains 
the  design  of  the  track 
system  for  that  particu- 
lar interlocking  area.  In 
the  case  of  the  former,  it 
includes  all  trackage  in 
the  East  Bay  Yard  and 
in  the  case  of  the  latter, 
the  track  system  for  the 
San  Francisco  loop,  com- 
prising that  area  from  the 
bridge  proper  to  the  ter- 
minal building. 


Bay  Bridge  Traffic  Shows  Increase  Over  Previous  Month 

TRAFFIC  and  revenues  for  the        777,363    vehicles    crossed    the    bridge  The  August  report  of  traffic  com- 

San      Francisco-Oakland      Bay        in  August,  Mr.  Kelly  said,  producing  piled  by  State  Highway  Engineer  C. 

Bridge    last    montli    reached    a        revenues    amounting    to    $405,065.60.  II.  Purcell,  however,  indicated  a  drop 

liiL'li])oint   for   the   year,    it   was   an-        An  average  of  25.076  vehicles  crossed  from  last  j'ear's  figures,  which  showed 

Moiineed    by    Earl    Lee    Kelly,    State        the    span    every    day.      Comparative  that     853,579     vehicles     crossed     the 

Director  of  Public  Works.    A  total  of        figures  and  totals  are  shown  below.  bridge  during  August,  1937,  averag- 
ing 27,535  vehicles  a  day,  with  reve- 

Total                  Total             Total  since  nues  totaling  $453,213.40. 

August                  July                 Opening  August  traffic  figures  bring  the  to- 

.    ,     m     .,                                                         1  o^o                  1  oon                     oc  onn  tal  number  of  vehicles   to   cross  the 

Auto  Trailers 1,848                  1,829                     26,299  2.    j  ^    4.    imoioQo 

Passenger  Autos 693,297              667,608              14,913,5o6  Freight    increased    to    111,016,500 

Motorcycles 2,994                  3,034                     55,590  pounds  during  last  month,  with  the 

Tricars 1,167                  1,001                     17,290  number  of  trucks  and  truck  trailers 

Buses 13,432                13,467                   194,032  totaling  41,631.                       ,,..,, 

Tr.  „i                                                                 QQ  QCQ                Qi-in                    r^cQ  ooQ  Both     truck     travel     and     freight 

Trucks 39,863                34,414                   563,22b  ^^^^^^^^  ^,^,^^^.^^^  ^^^  -^^^^.^^^^^  ^^.^^  j^^j 

Truck  Trailers 1,768                  1,538                     32,939  ^933,    ,vhich    had    a    total    of    3.5.952 

Toll  Vehicles  — 754,369              722,891              15,802,934  trucks    and    trailers    and    87,499,250 

Auto  Passes 21,089                17,552                   208,100  freight  pounds.     August  figures  also 

Truck  Passes 1905                  2  029                     20,305  represented  an  increase  of  more  than 

m  .   ,  -rr  ,".' ,'                                                 -TrTToco              vioi^o              liTioiooo  42,000.000    frcight    pouuds    and    ap- 

Total  Vehicles 777,363              742,472              16,031,339  p,„^i„,atelv  13.000  trucks  an.l  traft- 

Extra  Passengers   244,728              241,163                3,793,908  e,.g    over    tlie    corresponding    period 

Freight  Pound.s 111.016..500         87,499.250         1,374,747,659  last  year. 


California  Highways  and  Public  Works  (September  i9is) 


I  Twenty-five] 


DIVISION  OF 


WATER  RESOURCES 


OFFICIAL  REPORT 

FOR  THE  MONTH  OF 

August,  1938 

EDWARD  HYATT,  State  Engineer 


INVESTIGATIONS  of  applica- 
tions for  allotments  for  money 
appropriated  to  the  Emergency 
Fund  for  the  restoration  of  public 
property,  levees,  flood  control  works, 
county  roads  and  bridges,  damaged 
by  floods  of  the  past  season,  through- 
out the  State,  and  the  supervision  of 
the  restoration  work,  have  been  eon- 
tinned  by  the  Division  of  Water  Re- 
sources representing  the  Department 
of  Public  "Works,  pursuant  to  the  in- 
structions from  the  Director  of  Fi- 
nance. 

Allocations  totaling  $3,698,200  have 
been  approved  by  Governor  Prank  F. 
Merriam  for  flood  damage  repair 
work  pursuant  to  these  reports  and 
recommendations.  Some  of  the  work 
for  which  these  allocations  have  been 
made  are  being  performed  by  the  Di- 
vision of  Water  Resources  and  other 
work  is  being  done  by  the  applicant 
under  contracts  entered  into  by  the 
Department  of  Public  Works.  Sev- 
enty-five of  these  contracts  are  now 
in  force,  work  for  which  will  cost 
$1,879,300. 


Certificate  of  approval  of  Bonita  Canyon 
Dam  was  issued  on  August  1,  1938. 


IRRIGATION  DISTRICTS 


Inspection  of  structures  in  the  Mountain 
Division  of  Nevada  Irrigiation  District  was 
made  during  the  month  where  repairs  occa- 
sioned b.v  storm  damage  of  the  past  winter 
were  under  wa.y.  The  di.strict  has  sub- 
mitted for  approval  a  new  project  involving 
construction  of  a  dam  on  Deer  Creek  and 
a  diverting  canal  below  Combie  Dam  on 
Rear  River.  Application  has  been  made  to 
I'AVA  for  a  grant  and  loan  in  the  amount  of 
.•s^GO.OOO   to   carry   out   construction. 


SUPERVISION   OF   DAMS 


Applications  have  been  received  for  the 
onlargement  of  the  Jackson  Lake  Dam  in 
Nevada  County  and  Mountain  King  Dam  in 
Calaveras  County. 

Applications  for  the  repair  and  alteration 
of  the  White  Dam  in  Modoc  County  and 
Sawmill  Lake  Dam  in  Nevada  County,  and 
for  the  repair  and  alteration  of  tlio  S.-iwpit 
and  Big  Santa  Anita  Dams,  both  in  Los 
Angeles  County,  have  been  approved. 


I  Twenty-six] 


WATER    RIGHTS 


Twenty-three  applications  to  appropriate 
were  received  during  Jul.v ;  14  were  denied 
and  15  were  approved. 

Among  the  applications  received  were  one 
by  the  Shafter-Wa.sco  Irrigation  District  in 
Kern  County,  one  by  the  Southern  San 
Joaquin  Municipal  Utility  District  in  Kern 
County,  and  one  by  the  South  Santa  Clara 
Water  Conservation  District  in  Santa  Clara 
Count.v.  Among  the  applications  approved 
was  one  by  the  HoUister  Irrigation  District 
in   San   Benito   County. 

Seventeen  licenses  were  issued  during 
July. 


SACRAMENTO-SAN  JOAQUIN 
WATER    SUPERVISION 


During  the  past  month  all  efforts  of  this 
otfice  have  been  in  the  field  gathering  data 
from  which  to  make  a  record  of  the  amount 
of  water  diverted  from  the  streams  in  the 
Sacramento  and  San  Joaquin  Valleys.  This 
report  will  also  show  the  amount  of  land 
irrigated,  the  return  flow  therefrom  and  also 
the  flow  in  the  valley  streams.  The  sam- 
pling of  water  in  the  delta  for  salinity  is 
being  carried  on  at  a  number  of  stations 
sufficient  to  record  the  rate  of  advance  of 
the  salinity.  At  intermittent  intervals 
samples  of  drainage  and  return  flow  water 
are  being  obtained  in  the  Sacramento  and 
San  Joaquin  Valleys. 


CALIFORNIA   COOPERATIVE 
SNOW    SURVEYS 


During  the  past  month,  work  has  bcgiin 
in  the  mountains  in  preparation  for  next 
winter's  snow  surveys.  Snow  courses  are 
being  brushed  out  and  old  markers  replaced 
with  new  ones  where  required. 

The  snow  courses  maintained  and  meas- 
ured by  the  San  Joaquin  Light  and  Power 
Corporation  in  the  watenshed  of  the  North 
Fork  of  the  Kings  River  have  been  in- 
spected and  arrangements  concluded  for  the 
cooperative  building  of  a  new  shelter  cabin 
in  this  region  at  Burnt  Corral  Meadows. 

Arrangements  were  made  with  the  Sierra 
National  Forest  to  conduct  an  annual  snow 
survey  in  the  upper  regions  of  the  Middle 
Fork  of  the  San  Joaquin  River,  and  new 
snow  courses  were  established  at  Beysore 
Meadows,  Chiquito  Creek,  Jackass  Meadows, 
Clover  Meadows  and  Cora  Lakes. 


CENTRAL  VALLEYS  PROJECT 


Working  under  a  cooperative  agreement 
with  the  LT.  S.  Bureau  of  Reclamation,  the 
Division  of  Water  Resources,  representing 
the  Water  Project  Authority  of  the  State  of 
California,  has  continued  engineering  studies 
in  connection  with  the  C'Cntral  Valleys  Proj- 
ect. The  work  has  comprised  the  obtaining 
of  data  in  the  field  and  its  analysis  for  use 
in  connection  with  negotiations  for  the  ac- 
quisition of  water  rights  on  the  lands  bor- 
dering the  San  .Toaquin  River.  Studies  have 
been  continued  of  matters  affecting  the  dis- 
po.sal  of  water  made  available  b.v  the  project 
including  analyses  of  present  ground  water 
conditions  and  the  requirements  of  certain 
areas  for  additional  supplies.  Negotiations 
have  been  continued  with  public  utility  com- 
panies for  the  relocations  of  their  facilities 
affected  b.v  the  construction  of  certain  units 
of  the  project. 


FLOOD   CONTROL  AND 
RECLAMATION 


Maintenance  of  Sacramento  Flood  Control 
Project 
Routine  maintenance  on  the  flood  control 
project  has  been  carried  on  during  this 
period  with  a  considerably  reduced  crew. 
Temporary  repairs  have  been  made  to  sev- 
eral bridges  in  the  by-pass  so  that  stock 
can  be  crossed. 

Relief  Lahor  Work 

An  average  of  4S  relief  laborers  have  been 
emplo.ved  in  clearing  in  the  Feather  River 
overflow  channel   during  this  period. 

Emergency  Levee  Repairs 

Under  E.xecutive  Order  E-177,  work  has 
continued  in  repairing  flood  damage  in 
Glenn,  Shasta,  Butte  and  Tehama  counties. 
It  is  expected  that  this  work  will  be  tenni- 
nated  by  October  1,  19.38. 

Bank  Protection  work  under  the  State- 
Federal  agreement  of  19.32  has  proceeded 
during  this  period,  at  the  Burkes  ranch  in 
Ri'clamation  District  No.  70,  where  750  feet  i 
of  bank  protection  has  been  installed,  and 
at  Eldorado  Bend  in  Reclamation  District 
No.  108,  where  the  installation  of  800  feet 
of  protection  is  nearing  completion. 

Sacramento  Flood  Control  Project 
Construction 
The  work  being  done  by  Claude  C.  Wood, 
under  contract,  in  filling  the  boiTOw  pit  on 
tlie   Burr   Mitchell    ranch   north   of   Colu.sa, 
was  completed  on  August  24.  193S. 


(September  19}  8)  California  Highways  and  Public  Works 


ALAMEDA  COUNTY — Between  Castro 
Valley  Junctidii  and  San  Leandro.  about 
3.5  miles  to  be  graded  and  paved  with  as- 
phalt concrete  and  portlaud  cement  con- 
crete. District  IV.  Route  5.  Section  D. 
Frederickson  and  Westbrook,  Lower  Lake, 
$275.947 :  Granfield.  Farrar  and  Carlin, 
San  Francisco.  $281.526 ;  Union  Paving  Co.. 
San  Francisco.  .$284.551 :  David  H.  Ryan, 
San  Diego.  .$285,271:  N.  M.  BaU  Sons, 
Berkeley.  $294,750;  Hanrahan  Co.,  Re<i- 
wood  City,  $298,751.  Contract  awarded  to 
Jones  and  King,  Hayward,  $269,769.25. 

BUTTE  COUNTY— Between  0.7  mile 
north  of  Biggs  and  State  Highway  Route  45. 
about  3  miles,  a  gravel  base  and  armor  coat 
to  be  constructed.  District  IIL  Feeder 
road.  Piazza  and  Huntley,  San  Jose.  $19.- 
349 :  Lee  J.  Immel.  Berkeley,  $20,962 ;  E.  A. 
Forde,  San  Anselmo.  $21,734 ;  Hemstreet 
and  Bell,  Mar>sville,  $21,760;  Claude  C. 
Wood,  Lodi.  $22,413;  Independent  Construc- 
tion Co.,  Ltd..  Oakland.  $22,639;  N.  M. 
Ball  Sons.  Berkeley,  $22,853  ;  E.  B.  Bishop. 
Orland.  $24,982;  J.  R.  Reeves,  Sacramento, 
$33,129.  Contract  awarded  to  Charles  Kup- 
pinger.  Lakeport.  $18,217.-50. 

LASSEN  COUNT  Y— Between  State 
Highway  Route  28  at  one  mile  northeast  of 
Bieber  and  2}  miles  northerl.v,  about  2.5 
miles  to  be  graded  and  surfaced  with  road- 
mix  surfacing  and  a  seal  coat  to  be  applieil. 
District  II.  Feeder  road.  Bernard  H.  Miles. 
Oakland.  $19,198.  Contract  awarded  to 
Poulos  and  McEwen,  Bieber.  $18,481.10. 

LOS  ANGELES-SAN  BERNARDINO 
COUNTIES — Two  spans  of  existing  three- 
span  bridge  across  San  Antonio  Creek  at 
Pomona,  consisting  of  one  37-fiior  span  and 
one  27-foot  span  on  concrete  bents  and  abut- 
ments and  portions  of  roadway  approaches 
to  be  graded  and  surfaced  with  Portland 
cement  concrete  pavement.  District  VIII, 
Route  19.  Section  Pom. .A.  W.  E.  Robert- 
son. Los  Angeles,  $T.l.S17  ;  Bverts  and  Dunn. 
Los  Angeles.  $10.!l7!l;  E.  S.  &  N.  S.  John- 
son. Pa.sadena.  $19,052;  Oberg  Bros..  Los 
Angeles.  $20,387:  J.  S.  Metzger  &  Sons, 
Los  Angeles,  $18,898;  C.  T.  and  W.  P. 
Stover.  Claremont.  $17,750;  The  Contracting 
Engineers  Co..  Los  Angeles.  $20,479;  J.  E. 
Haddock.  Ltd..  Pasadena,  $15,997.  Con- 
tract awarded  to  Paul  D.  Lawrence  Co.,  Los 
Angeles,  $14,120.60. 

LOS  ANOELES  COUNTY— Sepulveda 
Blvd.  between  San  Fernando  Road  and 
Brand  Blvd..  3.7  miles  to  be  paved  with 
Portland  cement  concrete,  plant  mixed  sur- 
facing and  asphalt  concrete.  District  VII, 
Route  158.  Section  L.A.  Geo.  R.  Curtis 
Paving  Co.,  Los  Angeles,  $108,056;  J.  E. 
Haddock,  Ltd.,  Pasadena.  $112,193;  Gogo 
and  Rados,  Los  Angeles.  $109,209:  C.  O. 
Sparks  and  Mundo  Engineering  Co..  Los 
Angeles.  $n.5.,84S;  Griffith  Co..  Los  An- 
geles. $107,256:  Gibbon  and  Reed  Co..  Bur- 
bank.  $122,918;  Oswald  Bros..  Los  Angeles, 
$114,927;  Vido  Kipvaccvich,  South  Gate, 
.$110,421;  United  Cmcrcte  Pipe  Co..  Los 
Angeles,  $11. ",(1(17. 00.  Ccntrnct  awarded  to 
Matich   Bros..   Elsinore.  $106..59S.0O. 

5IARIPOSA  COTTNTY — Between  Brice- 
burg  and  El  Portal,  about  12.4  miles  to  be 
graded  and  surfaced  with  a  mixture  of  the 
existing  surfacing  material  and  untreated 
crushed  gravel  or  stone.  District  X.  Route 
18.  Sections  E.F.G.H.  Granfield,  F.inar 
and  Carlin.  San  Francisco.  $.538,612:  Uniied 
Concrete  Pipe  Corp..  Los  Angeles,  S(;(i'.t.vj7  ; 
George  Pollock  Co.,  Sacramento.  $7()7.M(l ; 
J.  E.  Haddock.  Ltd..  Pasadena.  .$925,719. 
Contract  awarded  to  Mittrv  Brotliers  Con- 
struction Co.,  I>os  Angeles.  $509,744.75. 


MENDOCINO  COUNTY— Between  Na- 
varro and  Maple  Creek,  about  6.3  miles  to 
be  graded,  penetration  oil  treatment  applied 
and  reinforced  concrete  bridges  to  be  con- 
structed. District  I,  Route  48,  Sections 
C,B,A.  Claude  C.  Wood,  Lodi.  $167,2S4 ; 
Hemstreet  and  Bell,  Marysville.  $176,184 ;  N. 
M.  Ball  Sons,  Albany,  $177,855;  Guerin 
Bros.,  San  Franci.sco,  $191,658.  Contract 
awarded  to  Johnston  Rock  Co.,  Inc.,  Stock- 
ton.  $153,854.80. 

MENDOCINO  COUNTY— A  reinforced 
concrete  box  girder  bridge  across  South  Eel 
River  nine  miles  northeast  of  Longvale  and 
approaches.  District  I,  Feeder  road.  Albert 
Siemer  and  John  Carcano,  San  Anselmo, 
$49.999 ;  Bennett  and  Taylor.  Glendale,  $60,- 
666;  Robert  McCarthy,  San  Francisco,  $64,- 
628;  B.  A.  Howkins,  San  Francisco,  $95,- 
381 ;  Campbell  Construction  Co.,  Sacra- 
mento, ,$62,.545.  Contract  awarded  to  Fred 
J.  Maurer  &  Son.  Eureka.  $47,548.60. 

MONTEREY  COUNTY  —  Over  Welby 
Hill,  about  4.6  miles  south  of  King  City, 
about  0.9  mile  to  be  graded  and  surfaced 
with  natural  rock  asphalt.  District  V, 
Route  2.  Section  F.  Macco  Construction 
('....  Clearwater.  .$40,850;  N.  M.  Ball  Sons, 
Berkeley.  .$41,180;  L.  A.  Brisco.  Arroyo 
(iranile,  .$42,865;  C.  R.  Butterfield-Kennedv 
<"o..  San  Pedro.  ,$45,463.  Contract  awarded 
to  Granite  Construction  Co.,  Watsonville, 
.$37,978. 

ORANGE  CC^UNTY— A  reinforced  con- 
crete girder  bridge  across  .Santa  Ana  River 
two  miles  north  of  Newport  Beach  to  be 
repaired.  District  VII.  Route  60,  Section  A. 
Tlie  Robertson  Co..  Los  Angeles.  $56,483; 
P.yeits  &  Dunn.  Los  Angeles.  $59,635  :  Con- 
tracting Engineers  Co.,  Los  Angeles.  $72, 
449  ;  W.  E.  Robertson,  Los  Angeles,  $55,910. 
Contract  awarded  to  G.  E.  Kerns,  Long 
Beach,  .$40,7.36.00. 

ORANGE  COUNTY— A  bridge  across 
San  .Tuan  Creek  11  miles  east  of  San  Juan 
Capistrano  to  be  repaired  and  approaches 
graded  and  surfaced  with  plant-mixed  surfac- 
ing. District  VII.  Route  64.  Section  B. 
Dimmitt  &  Taylor.  Los  Angeles.  $22,355 : 
Byerts  &  Dunn,  Los  Angeles,  $25,448  ;  Gib- 
bons and  Reed  Co..  Burbank,  $18,960: 
Macco  Construction  Co.,  Clearwater,  .$20,- 
452 :  E.  S.  and  N.  S.  Johnson.  Pa.sadena, 
$21,944;  Contr.ai'ting  Engineers  Co,,  Los 
Angeles,  $26.0-1  :  W.  E.  Robertson,  Los 
Angeles.  $20,507.  Contract  awarded  to  A.  L. 
Gabrielson.   Arlington.   $18,193.23. 

PLACER  COUNTY— Between  0.6  mile 
ea.st  of  Roseville  and  Rocklin.  about  2.3 
miles  to  be  graded  and  paved  with  Portland 
cement  concrete.  District  III.  Route  17, 
section  A. Roc.  Louis  Biasotti  &  Son,  Stock- 
ton, $88,884;  N.  M.  Ball  Sons,  Berkeley, 
$87,352:  A.  Teichert  and  Son.  Inc..  Sacra- 
mento, $91,073;  A.  G.  Rai.sch.  San  Fran- 
cisco. $98,479.  Contract  awarded  to  Fred- 
erickson &  Westbrook,  Lower  Lake,  $78.- 
01 8.40. 

PLACER  COUNTY— Over  the  Southern 
Pacific  Co.  tracks  at  Colfax,  a  steel  gir- 
der and  reinforced  concrete  deck  overhead 
<rossing  to  be  const ructefl.  District  III. 
Route  37.  Section  B.Cfx.  A  Teichert  &  Son. 
Inc..  Sacramento.  $132.W5:  .John  Rocca. 
San  Rafael.  $133,142:  J.  F.  Knapp.  Oak- 
land. $132.4i'iO;  M.  B.  McGowan,  Inc.,  San 
Francisco,  $123,131  :  P.  J.  Walker  Conipanv. 
S.MU  Francisco.  $126.62:1:  11.  A.  II..wkiTis  & 
<■....  San  Francisco.  $12:i.s:i4  :  Hnl.l.-nei-  Con- 
struction Co..  Sacramento,  Si:i(l.3!l(» ;  Hates 
and  Rogers  Construction  Corj)..  Oiiklaiid. 
$130,052.  Contract  awarded  to  Camobell 
Construction    Co..    Sacramento.    $117,881.70. 


PLUMAS  COUNTY— Between  0.3  mile 
north  of  Spanish  Creek  and  Quincy,  one  mile 
to  be  surfaced  with  road-mix  surfacing  and 
Class  "A'  seal  coat.  District  II,  Plumas 
County,  Route  21,  Section  C.  Hayward 
Building  Material  Co.,  Hayward,  $6,762; 
Claude  C.  Wood.  Lodi.  $5,425  ;  Lee  J.  Immel. 
Berkeley.  -$5.538 ;  Garcia  Construction  Co., 
Irvington.  $5.3.58.  Contract  awarded  to 
Harms  Bros.,  Vinton,  .$5,205.00. 

PLUMAS  COUNTY— At  Greenville,  a 
steel  girder  overhead  crossing  with  con- 
crete deck  over  tracks  of  Western  Pacific 
R.  R.  Co.,  a  steel  girder  bridge  with  con- 
crete deck  across  Wolf  Creek  and  about  0.4 
mile  of  roadway  to  be  graded  and  surfaced 
with  screened  gravel  and  roadmix  surfacing. 
District  II.  Route  83.  Section  B.  A.  Soda 
and  Son.  Oakland.  $124,631;  John  Rocca, 
San  Rafael,  $127,501;  Johnston  Rock  Co., 
Inc..  Stockton,  $130,944  ;  B.  A.  Howkins  & 
Co..  San  Franci.sco.  $148,257.  Contract 
awarded  to  George  Pollock  Co.,  Sacramento, 
.$117,584.85. 

SAN  BERNARDINO  COUNTY— A  re- 
inforced concrete  girder  bridge  at  Santa  Ana 
River  one  mile  east  of  Colton.  District 
VIII.  Route  26,  Section  E.  R.  H.  Travers, 
Los  Angeles,  $92,380;  Dimmitt  &  Taylor, 
Los  Angeles,  $89,996;  Mittry  Bros.  Con- 
struction Co.,  Los  Angeles,  $85,610;  J.  E. 
Haddock,  Ltd..  Pasadena,  .$84,097;  Person 
&  Hollingsworth  Co.,  Los  Angeles,  $74,688; 
Bverts  &  Dunn.  Los  Angeles,  .$86,340:  Gib- 
bons and  Reed  Co..  Burbank,  .$81.679 ;  Macco 
Construction  Co..  Clearwater.  .$70,894;  Os- 
wald Bros.,  Los  Angeles,  $78.9.35;  United 
Concrete  Pipe  Corporation,  Los  Angeles, 
.$85,252.  Contract  awarde<l  to  Vinson  and 
Pringle.  Phoenix.  Arizona,  .$67,903.24. 

SONOMA  COUNTY  —  Across  Russian 
River  at  Cloverdale.  a  bridge  to  be  con- 
structed ;  about  0.3  mile  to  be  graded.  Dis- 
trict IV,  Feeder  road.  Fred  J.  Maurer  and 
Son.  Eureka.  .$93,076;  Chas.  L.  Harney. 
San  Francisco.  $96,217;  J.  H.  Pomeroy  & 
Co.  Inc..  San  Francisco;  $102,143;  M.  B. 
AIcGowan.  Inc..  San  Francisco.  $101,419: 
E.  T.  Lesure.  Oakland.  .$96,392.  Contract 
awarded  to  A.  Soda  and  Son.  Oakland.  $86.- 
940.84. 


SURPRISING  ACCIDENT  FACT 

While  it  is  the  human  tendency  to  blame 
the  other  driver  for  most  traffic  mishaps, 
national  statistics  show  that  motor  vehicle 
deaths  resulting  from  collisions  with  fixed 
objects  have  increased  more  rapidly  than 
any  other  type  of  motor  vehicle  death,  ac- 
cording to  a  recent  report.  During  the  ten- 
year  period  from  1927  to  1937  this  type  of 
fatality  has  in<Teased  244  per  cent  with 
37.50  deaths  and  95,000  injuries  occurring 
last  year  alone. 


"Waiter." 

-Yes.  sir?" 

"Have  you   ever   been    fo   the   zoo'.'" 

"No.   sir." 

"Wei!  you  ought  to  go  sometime.  You'd 
get  a  big  kick  out  of  watching  the  turtles 
zip   past." 


California  Highways  and  Public  Works  (September  i 


938) 


"If    someone    left    you    a    million    dollars, 
what  would   you  do?" 

"Hire    six    good    lawyers,    and    try    to   get 


I  Twenty-seven  I 


Highways  and 
Bridges  Would 
Cost  $67,409,200 

(<_'«>ntiimed    from    pag«_'    o) 

To  bring'  the  roads,  bridges  and 
other  structures  in  the  district  iip  to 
adequate  standards  to  meet  present 
day  needs  would  require  expendi- 
tures far  in  excess  of  funds  now  avail- 
able as  may  be  readily  seen  by  review- 
ing- the  following  tabulation : 

365     miles  2-lane             New  and  reconstruc- 
tion     $16,607,500 

58     miles  3-lane  Reconstruction 3,480.000 

68.5  miles  4-lane            Divided,  new  and  re- 
construction        12.032.500 

36.5  miles  6-lane  Divided,      new      and 

added  construction       8.843.200 

97     miles  2  to  3  lanes     Widening  and  recon- 
struction           4.365.000 

75     miles  2  to  4  lanes    Widening  and  recon- 
struction            5.625.000 

40.7  miles  3  to  4  lanes    Widening  and  recon- 
struction            5.956,0(10 

40      Highway    grade    separations 6.000,000 

Railroad    grade    separations    and    major 
bridges   4,500,000 

$67,409,200 

The  total  funds  required  in  the 
Miiioniit  of  .t67.4O9.200  relates  to  the 
])resi-iit  system  only.  There  are.  how- 
ever, a  mmiber  of  our  heaviest  trav- 
eled arteries  connecting:  concentration 
centers  by  meandering  or  circuitous 
routine's,  which  will  require  reloca- 
tion to  eliminate  loss  in  time,  hazards. 
excess  distance,  numerous  crossroads 
and  cong-estion.  Large  right  of  way 
and  construction  cost  is  involved  in 
such  relocation  and  these  costs  are  not 
included  in  the  above  total. 

Previous  biennial  budget  appr(i])ri- 
ations  have  been  inadef|uate  to  meet 
traffic  requirements.  Expenditures 
for  the  85th-86th  (1933-35)  fiscal 
ye;irs  budget  for  major  construction 
iK-ojpcts  totaled  $6,551,770.  In  the 
following  biennium,  87th-88th  (1935- 
371,  tlie  district  construction  expcndi- 
tnrcs  totaled  $6,136,800. 

The  comparison  between  our  ac- 
tual construction  requirements  and 
our  biennial  allotments  indicates 
that  immediate  relief  is  not  in  sight 
if  present  resources  or  revenue  re- 
main unchanged. 


Traffic  Cop:  "I'sc  .vniii-  nnndlp  ImiI.v 
Usp  .your  noorllp  I'' 

Lnd.v  :  "M.v  Koiidiipss:  Wlii'ir-  is  it  V  Tv, 
piislif'il    and    imllpil    pvpi-.vthins    in    I  In'   car." 


Diii-tor :  "I  will  examine  .von  for  ten 
dollars." 

Patient:  "<;o  ahead.  If  .vou  find  it. 
I'll    give    ,vou    half." 


3n  mpmnrtam 

lurtnn  A.  (Uniunr 

August  1,  1938,  marked  the  pass- 
ing of  Burton  A.  Towne,  first  Chair- 
man of  the  California  Highway 
Commission. 

August  2,  1911,  Mr.  Towne  was 
chosen  by  Governor  Hiram  W. 
Johnson  as  one  of  the  three  ap- 
pointed members  of  the  Advisory 
Board  of  the  State  Department  of 
Engineering,  who  then  were  named 
an  executive  committee  to  be  known 
as  the  California  Highway  Commis- 
sion in  immediate  charge  of  the 
expenditure  of  the  first  $18,000,000 
state   highway   bond    issue. 

Mr.  Towne  was  selected  to  be 
Chairman  of  this  first  commission, 
the  members  of  which  had  been 
chosen  carefully  by  Governor  John- 
son for  their  outstanding  fitness  and 
integrity  to  handle  this  important 
new  State  enterprise,  and  who,  with 
such  rare  foresight  and  forthright 
purpose,  assembled  the  working  per- 
sonnel, and  adopted  the  basic  poli- 
cies which  have  contributed  so 
greatly  to  keep  the  State  highway 
activities  on  the  high  plane  that 
has    ever    since    characterized    them. 

Mr.  Towne  brought  to  this  first 
commission  actual  experience  in 
successful  roadbuilding  in  connec- 
tion with  the  construction  of  the 
first  county  system  of  paved  roads 
in  San  Joaquin  County,  one  of  the 
pioneer  counties  in  systematic 
county  road  development  in  Cali- 
fornia. 

After  the  State  highway  work  had 
been  satisfactorily  launched,  Janu- 
ary 14,  1914,  Mr.  Towne  retired 
from  the  commission  so  that  he 
could  concentrate  his  attention  upon 
his  large  business  and  agricultural 
interests. 

Never  thereafter,  however,  did  he 
lose  interest  in  the  continuation  of 
a  high  standard  of  road  develop- 
ment in  California,  and  later  served 
for  a  number  of  years  as  a  director 
and  also  as  president  of  the  Califor- 
nia State  Automobile  Association, 
and  contributed  to  the  orderly  and 
scientific  development  of  Califor- 
nia's highways  and  the  betterment 
of  traffic  conditions  for  the  motoring 
public. 

Mr.  Towne  was  born  in  St.  Paul, 
Minnesota,  sixty-four  years  ago, 
attended  the  University  of  Minne- 
sota, and  was  a  member  of  the  Delta 
Kappa  Epsilon  fraternity.  He  came 
to  California  and  later  married  the 
former  Alice  Weinstock,  member  of 
a   well-known   Sacramento   family. 

He  moved  to  the  Lodi  district 
thirty-five  years  ago  and  his  home 
and  vineyards  became  show  places 
in  San  Joaquin  County.  Besides 
Mrs.  Towne,  two  sons.  Burton  A., 
Jr.,  of  Lodi,  and  Horace  D.  of  Wal- 
nut Grove,  survive   him. 


Sharp  Reversal 
Noted  In  Attitude 
to  Highway  Funds 

WITH  the  lessening  of  the 
l)roperty  tax  as  a  major 
source  of  highway  revenue, 
more  and  more  States  have  found 
it  necessary  to  assist  minor  units  of 
government  in  the  financing  of  sec- 
ondary and  local  roads,  states  "Wil- 
fred Owen  of  the  Highwaj'  Research 
Board  in  an  official  publication.  This 
has  been  accomjilished  either  by 
grants  of  State-collected  motor  vehi- 
cle taxes  to  the  counties  and  town- 
ships, or,  in  several  instances, 
through  the  assumption  of  local  road 
mileages  by  the  State  highwa.v  de- 
partment. 

Such  a  shift  from  local  financing 
to  State  support  has  naturally  re- 
duced the  amount  of  vehicle  taxes 
available  to  the  State  highway  de- 
partments for  their  primary  systems. 
Added  to  this  partitioning  of  the 
road  dollar,  the  use  of  vehicle  taxes 
for  other  than  highway  purposes  has 
accentuated  the  drain  on  trunkline 
resources. 

Fortunately  dui'ing  tliis  i)eriod  of 
unstable  financing,  gaps  have  been 
filled  to  a  large  extent  by  Federal 
aid,  including  both  regular  allot- 
ments and  emergency  work  relief 
funds. 

The  serious  implications  in  this 
trend  were  foreseen  in  Michigan  last 
year  by  the  State  legislature.  Recog- 
nizing the  fact  that  State  motor  vehi- 
cle taxes  had  to  a  large  extent  re- 
placed property  and  other  local 
levies,  and  realizing  the  value  of  the 
primary  road  system  as  a  state-wide 
general  asset,  tlie  legislature  appro- 
)iriated  from  the  general  fund  the 
sum  of  .$5,000,000  for  the  fiscal  year 
1938.  and  for  each  year  thereafter. 

Last  month  it  was  the  iiayment  of 
a  $1,750,000  general  fund  installment 
to  the  Highway  Department  which 
enabled  ^fichigan  to  match  its  Fed- 
eral aid  allotment. 


Prof.:  "Wh.'il"  ari"  the  jiroperlios  of  heat 
and  cold?" 

Stude :  "Heat  o.xpaiid.s  and  cold  con- 
tracts." 

Prof. :   "Correct.     Give  an  example." 

Stude:  "In  .summer,  wlien  it's  hot  the 
days  are  long,  and  in  winter  when  it's  cold 
the  days  are  short !" 


|Twenty-eight] 


(September  19} s)  California  Hightvays  and  Public  Works 


STATE  OF  CALIFORNIA 


Department  of  Public  Works 

Headquarters:   Public  Works  Building,  Twelfth  and  N  Streets,  Sacramento 


FRANK  F.  MERRIAM Governor  EARL   LEE   KELLY Director 

HARRY  A.  HOPKINS Assistant  Director  EDWARD  J.  NERON Deputy  Director 


CALIFORNIA  HIGHWAY  COMMISSION 


H.  R.  JUDAH,  Chairman,  Santa  Cruz 

PHILIP  A.  STANTON,  Anaheim 

PAUL  G.  JASPER,  Fortuna 

WILLIAM  T.  HART,  Carlsbad 

ROBERT  S.  REDINGTON,  Los  Angeles 

.lULIEN  D.  ROUSSEL,  Secretary 


DIVISION  OF  HIGHWAYS 


C.  H.  PURCELL,  State  Highway  Engineer 

G.  T.  McCOY,  Assistant  State  Highway  Engineer 

J.  G.  STANDLEY,  Principal  Assistant  Engineer 

R.  H.  WILSON,  Office  Engineer 

T.  E.  STANTON,  Materials  and  Research  Engineer 

FRED  J.  GRUMM,  Engineer  of  Surveys  and  Plans 

R.  M.  GILLIS,  Construction  Engineer 

T.  H.  DENNIS,  Maintenance  Engineer 

F.  W.  PANHORST,  Bridge  Engineer 

L.  V.  CAMPBELL,  Engineer  of  City  and  Cooperative  Projects 

R.  H.  STALNAKER,  Equipment  Engineer 

J.  W.  VICKREY,  Safety  Engineer 

E.  R.  HIGGINS,  Comptroller 

DISTRICT  ENGINEERS 

E.  R.  GREEN  (Acting),  District  I.  Eureka 

F.  W.  HASELWOOD,  District  II,  Redding 
CHARLES  H.  WHITMORE,  District  III,  Marysville 

JNO.  H.  SKEGGS,  District  IV,  San  Francisco 

L.  H.  GIBSON,  District  V,  San  Luis  Obispo 

E.  T.  SCOTT  (Acting),  District  VI,  Fresno 

S.  V.  CORTELYOU,  District  VII,  Los  Angeles 

E.  Q.  SULLIVAN,  District  VIII,  San  Bernardino 

S.  W.  LOWDEN   (Acting),  District  IX,  Bishop 

R.  E.  PIERCE,  District  X,  Stockton 

E.  E.  WALLACE,  District  XI,  San  Diego 

SAN    FRANCISCO-OAKLAND   BAY   BRIDGE 
C.  E.  ANDREW,  Bridge  Engineer 


DIVISION  OF  WATER  RESOURCES 


EDWARD  HYATT,  State  Engineer,  Chief  of  Division 

GEORGE  T.  GUNSTON,  Administrative  Assistant 

HAROLD  CONKLING,  Deputy  in  Charge  Water  Rights 

A.  D.  EDMONSTON,  Deputy  in  Charge  Water 
Resources  Investigation 

R.  L.  JONES,  Deputy  in  Charge  Flood  Control  and  Reclamation 

GEORGE  W.  HAWLEY,  Deputy  in  Charge  Dams 

SPENCER  BURROUGHS,  Attorney 

EVERETT  N.  BRYAN,  Hydraulic  Engineer  Water  Rights 

GORDON  ZANDER,  Adjudication,  Water  Distribution 


DIVISION  OF  ARCHITECTURE 


GEORGE  B.  McDOUGALL,  State  Architect,  Chief  of  Division 

P.  T.  POAGE,  Assistant  State  Architect 

W.  K.  DANIELS.  Assistant  State  Architect 

HEADQUARTERS 

H.  W.  DeHAVEN,  Supervising  Architectural  Draftsman 

C.  H.  KROMER,  Principal  Structural  Engineer 
CARLETON  PIERSON,  Supervising  Specification  Writer 
J.  W.  DUTTON,  Principal  Engineer,  General  Construction 

W.  H.  ROCKINGHAM,  Principal  Mechanical  and  Electrical 
Engineer 

C.  E.  BERG,  Supervising  Estimator  of  Building  Construction 


DIVISION  OF  CONTRACTS  AND  RIGHTS  OF  WAY 


C.  C.  CARLETON,  Chief 

CLARENCE  W.  MORRIS,  Attorney,  San  Francisco 

FRANK  B.  DURKEE,  Attorney 

C.  R.  MONTGOMERY,  Attorney 

ROBERT  E.  REED,  Attorney 


DIVISION  OP  PORTS 


Port  of  Eureka— E.  S.  MACKINS.  Surveyor 


Ketiirn    postage    guaranteed. 

^M:    If  addressee   has   moved 

notify   sender   on 

Form  3547 

Division    of    Highways 

P.  O.   Box  1499 
Sacramento,  California 


Se:;ttls   Public   Lilsrary, 
Seattle, 


SEC.  562  P.  L.  &  R 
U.   S.   POSTAGE 


PAID 


Sacramento,  Cal. 
Permit  No.  152 


MAP 

SHOWING 

STATE  HIGHWAY  SYSTEM 


LEGEND 

Primary  Roads  *^ 
Secondary  Roads  i=«=i 
Proposed  Roads  -=- 


r         o 


CALI 


I^IGHWAYS  AND  PUBLIC 


OCTOBER 

1938 


CALIFORNIA  HIGHWAYS  AND  PUBLIC  WORKS 

Official  Journal  of  the  Division  of  Highways  of  the  Department  of   Public  Works,  State  of  California 

EARL  LEE  KELLY,  Director     C.  H.  PURCELL,  State  Highway  Ensineer     JOHN  W.  HOWE,  Editor     K.  C.  ADAMS,  Associate  Editor 

Published  for  inFormation  of  tfie  members  of  the  department  and  the  citizens  of  California 

Editors  of  newspapers  and  others  are  privileged  to  use  matter  contained  herein.     Cuts  will  be  gladly  loaned  upon  request. 
Address  communications  to  California  Highways  and  Public  Works,  P.  O.  Box  1499,  Sacramento,  California. 

Vol.16  OCTOBER,  1938  No.  10 


Table  of  Contents 


Cover  Page — Narrow,  Winding-  York  Mountain  Grade  on  State  Route  33 
Between  Cayucas  and  Templeton  in  San  Luis  Obispo  County.  Lack  of 
Funds  Prevents  Reconstruction. 

Page 

Highway  Conditions  in  District  V  Require  Total  Expenditure  of  .$31,442,000 

to  Reconstruct  734  Miles  to  Adequate  Standards 1 

By  Lester  H.  Gibson,  District  EiKjineer 

Pictures  of  Roads  and  Bridges  in  District  V  That  Need  Reconstruction 2-3 

Engineering  Problems  on  Los  Gatos-Santa  Cruz  Realignment  Project 4 

Photograph  of  Clearing  Operations  On  Location  for  Big  Pill  in  Santa  Cruz 

Mountains 5 

Illustration  Showing  Culvert  and  Bridge  to  Be  Buried  in  Fill 6 

Promoting  Traffic  Segregation  by  Channelization  and  Divided  Highways 7 

By  Fred  Grnmni,  Engineer  of  Suriyeys  and  Plans 

Sketches  of   Curb   Type   Faces  With   Light   Reflecting  Panels   for   Traffic 

Islands  and  Dividing  Strips 8 

Illustration   of   Divided    Four-lane   Highway   in   Monteeito   With    Parallel 

Service  Roads 9 

Photographs  of  Channelized  "Y"  Type  Intersection  North  of  Sausalito 10-11 

Sketch  Plan  of  Traffic  Channelization  at  Separated  Grade  Intersection 12 

Photograph    of   Heavy    Grading    Operations    on   Los   Gatos-Santa    Cruz 

Realignment 13 

Gait  Highway  Relocation  Eliminates  Nine  Curves .  14 

By  R.  E.  Pierce,  District  Engineer 

Illustrations  of  Old  and  New  Gait  Highway  Features 15 

New  Modernized  Mechanical  Float  Finisher  Pictures 16 

Governor  Merriam  Pilots  First  Train  Across  Bay  Bridge 18 

Photographs  of  First  Train  to  Cross  Bay  Bridge  Under  Own  Power 19 

A  Graph  Presentation  of  Traffic  Safety  Problem 20 

By  C.  H.  Purcell,  State  Highway  Engineer 

Type  of  Graph  Chart  Covering  Entire  State  Highway  System.    Illustrated  21 

Realignment  of  Coast  Route  in  Nojoqui  Canyon 22 

By  J,  C.  Adams,  Resident  Engineer 

Pictures  of  Bridge  Operations  on  Nojoqui  Canyon  Realignment 23 

Out  of  the  Mail  Bag 25 

IMonthly  Report  of  Division  of  Water  Resources 26 

Highway  Bids  and  Awards  for  September 27-28 


L'  Lack  of  Funds  Prevents  Needed 
Reconstruction  of  Bridges  and 
Standardization  of  Highways 

By  LESTER  H.  GIBSOH  District  Ensineer 


ALL  of  the  area  in  the  counties  of  San  Benito,  Monterey, 
San  Luis  Obispo   and  Santa   Barbara   is  included   in 
District  V  of  the  Division  of  Highways.    The  first  two 
counties  are  located  in  that  portion  of  the  State  designated 
as  Northern  California  counties  in  the  allocation  of  highway 
funds  and  the  latter  two  counties  are  in  the  southern  group. 

The  Coast  Range  is  the  main  mountainous  section  within  the 
district,  and  along  the  Salinas  River  is  the  most  extensive  of 
valley  section.  Several  important  secondary  highways  traverse 
the  Coast  Range,  connecting  the  coast  with  the  interior  valleys. 
Other  .secondaries  connect  these  interior  valleys  with  the  San 
Joaquin  Valley. 

The  roads  in  District  V  are  located  through  a  terrain  classi- 
fied from  mountainous  and  foothill  to  valley,  marsh,  shoreline 
and  desert.  There  are  no  road  locations  through  the  high 
elevation  rugged  mountainous  passes,  with  the  attendant 
expensive  snow  removal,  nor  has  there  been  to  date  the  costly 
storm  damage  experienced  elsewhere  in  the  State.  However, 
a  large  proportion  of  the  primary  and  secondary  mileage  lies 
through  and  along  the  Coast  Range  mountains  and  foothills, 
in  a  very  unstable  geological  structure  subject  to  slides  and 
slip  outs.  This  results  in  heavy  expenditures  for  slide 
removal  and  roadbed  stabilization  under  maintenance  as  well 
as  adding  greatly  to  the  initial  construction  costs  bj^  reason 
of  the  necessary  preventive  measures  employed. 

The  problem  of  protecting  the  exposed  section  of  highwa,\ 
along  the  Salinas  River  and  its  tributaries,  while  not  aculr 
at  the  present  time,  is  likely  to  result  in  the  necessity  for 
major  expenditures  in  the  future.  At  numerous  locations  the 
river  is  progressively  cutting  through  deep  silt  banks  toward 
the  highway  indicating  the  necessity  for  future  protection  or 
diversion  works,  or  possibly  some  relocation.  No  allowance 
for  such  work  has  been  included  in  the  estimate  of  cost 
included  at  the  end  of  this  article. 

The  main  traffic  artery  in  District  V  is  El  Camino  Real 
(U.  S.  101),  which  enters  the  district  about  25  miles  north 
of  Salinas,  follows  south  through  the  Salinas  River  Valley  for 
a  considerable  distance,  crosses  the  river  five  times,  thence 
traverses  the  Santa  Lucia  mountains  of  the  Coast  Range  at 
what  is  known  as  Cuesta  Grade,  and  continues  southerly, 
partly  along  inland  valleys  and  partly  adjacent  to  the  coast 
line. 

Another  route  which  gives  promise  of  carrjing  considerable 
tourist  traffic  is  the  one  generally  referred  to  as  the  Roosevelt 
Highway  (State  Sign  Route  No.  1).  The  portion  between 
Carmel  and  San  Simeon  was  completed  in  June,  1937,  prin- 
cipally with  convict  labor.  A  large  portion  of  the  roadbed 
excavation  between  the  above  points  is  hewn  out  of  precipitous 
cliffs  following  the  shore  line. 

Exclusive  of  the  mileage  tlirough  incorporated  cities,  there 
are  about  264  miles  of  jjrimarj^  and  782  miles  of  secondary 
road  in  District  V.  Adding  the  44  miles  within  the  14  incor- 
porated cities  to  the  above  makes  a  total  of  1090  miles  within 


Cost  of  Road 
Upkeep  High 
in  District  V 


Top — Salinas   River  bridge,   18  feet  wide,  restricted.   Monte- 
rey   County.      Centei Narrow    undergrade    crossing    on    curve, 

San    Luis   Obispo  County.     Bottom — Hazardous   line  and   grade 
on  U.  S.  101. 


^v. 


Top — Narrow  bridge  restricted  for  speed 
and  load  on  U.  S.  101  south  of  San  Luis 
Obispo.  Centei — Grade  separation  on  "S" 
alignment  over  railroad  at  Oceano,  with 
sharp  curves,  narrow  road,  and  steep 
grades  on  Coast  Highway  south  of  Pismo 
Beach.  Bottom — Narrow  bridge,  restricted 
for  loading,  on  reverse  curve  alignment, 
over  Old  Creek,  between  Cayucos  and 
Morro  Beach,  in  San  Luis  Obispo  County. 


the  district.  The  district's  secondary 
roads  include  464  miles  which  were 
added  by  legislative  action  during 
the  1933  session,  at  which  time  6600 
miles  were  added  to  the  State  High- 
way system  throughout  the  State. 

The  following  tabulation  give.i  the 
segregation  according  to  types  of  sur- 
face as  well  as  the  percentage  of  total 
mileage  in  the  various  types : 

33   miles  or  3%    unimproved    and    unoiled 
earth   and   gravel   roads. 

163  miles  or  15%    oiled    earth,    inferior    as 
to      grade,     alignment,     width     and 
drainage. 
48  miles  or  5%  oiled  earth  roads  on  which 

resurfacing   only   is  required. 
40  miles  or  4%  graveled  roads  with  light 
oiled    surface. 

381    miles  or  35%    intermediate   type    sur- 
facing. 

425  miles  or  38%   high  type  pavement. 

Of  the  42.5  miles  shown  as  high  type 
pavement,  175  miles  or  41%,  are  nar- 
row in  width,  only  4  and  5  inches  in 
thickness,  are  deteriorating  rapidly, 
and  must  be  replaced  soon.  An  addi- 
tional 45  miles  or  10%  requires  addi- 
tional width  to  bring  them  up  to 
present  day  needs. 

A  tabulation  of  district  road  mile- 
age of  more  than  two  lanes  follows: 

Rural  In  Municipalities 

3  lanes— 11.718  miles  3  lanes—  8.444  miles 

4  lanes —  7.852  miles  4  lanes — 12.588  miles 
6  lanes —  0.392  miles  6  lanes —  5.773  miles 

Divided  Highway 
4.|ane — 3.812  miles  which  includes  3.282 
miles  for  Cuesta  Grade  on  U.  S.  101  in 
San  Luis  Obispo  County,  that  will  be 
opened  to  traffic  in  November  of  this 
year. 

Recently  published  results  of  a 
State-wide  traffic  count  taken  on  July 
10  and  11  iflidicate  an  increase  of  traf- 
fic of  3.3%)  throughout  the  State  over 
the  count  taken  in  1937.  In  this 
tabulation  it  is  interesting  to  note 
that  of  the  nine  routes  which  lie 
wholly  or  partially  in  District  V,  all 
but  throe  show  increases  over  1937 
ranging  from  0.94%  to  15.47%  on 
both  Sunday  and  Monday  counts. 


[Two] 


(October  19}  8)  California  Highways  and  Public  Works 


Top — Narrow  underpass,  timber  bridge, 
restricted  sight  distance  on  U.  S.  101 
Coast  Route  in  Santa  Barbara  County 
North  of  Guadalupe.  Centei — Winding 
road,  blind  curves,  on  State  Route  33, 
Cambria-Famoso  lateral  east  of  Paso 
Robles.  Bottom — Sharp  reverse  curves  on 
narrow  alignment  approaching  a  narrow 
bridge  crossing  the  Salinas  River  in  San 
Luis  Obispo  County. 


Recent  oil  development  and  the 
expansion  of  the  great  acreages  of 
perishable  food  products  are  respon- 
sible for  a  large  increase  in  the 
amount  of  truck  traffic  during  the 
past  two  years.  This  factor  is  one 
which  makes  it  inerea.singly  impor- 
tant to  reconstruct  some  of  the  older 
pavement,  particularly  on  U.  S.  101, 
which  carries  these  products  on  long 
distance  hauls  to  the  metropolitan 
areas  and  ports  of  San  Francisco 
and  Los  Angeles. 

It  is  believed  that  traffic  on  main 
artery  U.  S.  101  will  show  a  greater 
increase  on  the  completion  of  the  re- 
location of  Cuesta  Grade,  just  north 
of  San  Luis  Obispo,  which  has  been 
a  deterrent  to  traffic  because  of  the 
combination  of  heavy  grade,  poor 
alignment  and  restricted  width.  The 
climatic  and  scenic  advantages  of  this 
Coast  route  between  San  Francisco 
and  Los  Angeles,  especially  through 
the  summer  months,  should  make  it 
increasingly  popular  when  the  bottle- 
neck at  Cuesta  is  eliminated. 

The  Roosevelt  Highway  is  gaining 
in  popularity  as  a  tourist  route  from 
Northern  California  to  Southern 
California  and  it  is  believed  that  if 
and  when  funds  are  available  for  a 
proper  surfacing  the  scenic  beauties 
will  draw  a  considerably  heavier 
traffic.  This  highway  at  the  present 
time  has  a  very  light  oiled  surface 
using  only  the  natural  roadbed  ma- 
terial and  there  is  a  crying  need  for 
adequate  surfacing. 

Within  District  V  there  are  21,270 
lineal  feet  or  4.0  miles  of  bridges  on 
primary  and  29,830  feet  or  5.6  miles 
of  bridges  on  secondary  routes.  There 
are  8040  feet,  or  about  32%  on  pri- 
mary and  5750  feet  or  19%  on  sec- 
ondary routes,  of  existing  bridges 
which  are  restricted  as  to  load  and/or 
speed  limit  because  of  their  structural 
condition. 

The  major  portion  of  the  unsatis- 
factory bridge  structures  on  the  sec- 
ondary roads  were  con.structed  by  the 
counties  and  included  with  the  county 

(Continued  on  page  17) 


-^sm 


^ 


# 


California  Highways  and  Public  Works  (October  isis) 


I  Three! 


Extensive  deep  trenching  for  rock  filling  in  drainage  system   made  necessary  to   insure  stability  of  big  fill   on   realignr 

Mountains. 


Santa  Cruz 


Los  Gatos-Santa  Cruz  Project 


OVERCOMING  mimerous  jirob- 
lems  presented  by  a  rugpetl  tei-- 
rain  and  complicated  geological 
formations,  engineers  of  the  Division 
of  Highways  and  road  contractors, 
with  three  finished  links  of  the  project 
behind  them,  are  making  rapid  pro- 
gress toward  completion  as  a  whole 
of  the  Los  Gatos-Santa  Crnz  High- 
way. 

At  the  present  time,  grading  is  go- 
ing forward  at  three  points  on  the 
final  section  of  this  ultramodern  high- 
way between  Inspiration  Point  in 
Santa  Crnz  County  and  Oaks  Road 
in  Santa  Clara  County,  a  mile  and 
five-eighths  soiitherly  of  Los  Gatos. 

This  job  will  cost  approximately 
!)!]  80,000  per  mile  and  will  entail  the 
excavation  and  disposal  into  fills  of 
an  estimated  2,200,000  cubic  yards  of 
earth  and  rock  in  a  distance  of  61/4 
miles. 

The  Division  of  Highways  expects 
tlie  project  to  be  ready  for  dedication 
to  public  service  about  July  1,  1939. 

This  particular  stretch  of  highway 


comprises  one  of  the  most  heavily 
traveled  recreational  highways  in 
California,  connecting  the  densel.v 
populated  San  Francisco  and  Penin- 
sula areas  with  the  scenic  attractions 
and  playground  facilities  of  the 
Santa  Cruz  and  IMontercy  coast  lines. 

How  increasingly  advantageous  it 
will  be  to  the  thousands  of  pleasure 
seekers  who  used  the  existing  obso- 
lete highway  may  be  judged  from 
the  fact  that  the  traveled  distance 
between  Los  Gatos  and  Inspiration 
Point  will  be  reduced  nearly  two 
miles.  The  number  of  curves  will 
be  decreased  from  132  to  20;  total 
curvature  will  be  1118  degrees  in- 
stead of  7700  degrees,  and  the  pres- 
ent 75-foot  minimum  radius  of 
curves  will  be  increased  to  500  feet. 
The  average  surface  width  of  the 
new  highway  will  be  46  feet  as  com- 
pared to  the  20-foot  existing  road- 
way. 

Of  tlie  132  curves  on  the  present 
road,  forty  have  a  radius  of  one  hun- 


dred feet  or  less.  The  elimination  of 
these  traffic  hazards  alone  is  believed 
by  the  Division  of  Highways  engi- 
neers to  fully  justify  the  cost  of  the 
relocation  now  being  made. 

REALIGNMENT  BEGUN  IN  1932 

The  first  contract  for  the  realign- 
ment of  the  Los  Gatos-Santa  Cruz 
Highway  was  let  in  1932  and  called 
for  a  four-lane  highway  through  the 
heavy  mountain  sections  where  curva- 
ture is  naturally  limited,  and  a  three- 
lane  construction  through  the  valleys 
and  flats  where  easier  curvature  align- 
ment could  be  secured.  Contracts  for 
additional  improvements  have  been 
continuously  under  way  since  1932. 
An  important  link  in  the  undertaking 
M'as  c(mipleted  last  year  w'ith  the 
ojiening  to  traffic  of  the  Scotts  Valley 
reconstruction  at  the  Santa  Cruz  end. 

The  Los  Gatos-Santa  Cruz  High- 
way crosses  over  the  ridge  of  the 
Santa  Cruz  Mountain  spur  of  the 
Coast  Range,  which  is  the  boundaiy 
between  Santa  Clara  and  Santa  Cruz 


[Four] 


(October  1938)  California  Hightvays  and  Public  Works 


ctiimties.  The  hill  slopes  vary  from 
iiiiulerate  to  steep,  with  general  in- 
cline about  1200  feet  per  mile  normal 
to  the  valley  axis.  From  the  stand- 
point of  engineers  and  contractors 
the  project  presented  many  difficult 
problems. 

The  region  through  which  the  high- 
way runs  represents  a  series  of  geo- 
logical periods  and  is  structurally 
complex.  About  1^/^  miles  south  of 
Los  Gatos,  a  vast  ridge  or  dyke  of 
basaltic  lavas  cross  cuts  the  country 
for  miles  in  a  northwest  and  soutlieast 
direction  and  is  itself  cut  through  by 
the  erosion  valley  of  Los  Gatos  Creek. 
At  least  two  parallel  major  fault 
planes  are  crossed. 

EXTENSIVE  SOIL  STUDY  IS  MADE 

Surface  conditions  preclude  the 
possibility  of  accurate  determination 
of  stratlgraphic  patterns  in  any  con- 
tinuous sequence ;  and  generally,  the 
decomposed  top  soils  are  in  depths 
exceeding  20  feet.  The  dominant 
materials  are  shales  and  soft  sand- 
stones. In  some  locations,  they  are 
decomposed  to  known  depths  of  60 
feet. 

Extensive  soil  investigations  were 
made  by  the  Highway  Research  and 
Laboratory  personnel  of  the  Division 
of  Highways  before  the  present  route 
was  finally  determined.  Intensive 
subsurface  studies  of  soil  and  geo- 
logical formations  were  made  at 
doubtful  locations. 

The  value  of  this  work  both  from 
a  stability  and  future  maintenance 
expense  standpoint,  can  not  be  under- 
estimated. In  some  cases  it  was  pos- 
sible to  avoid  areas  of  a  dangerous 
character,  as  a  result  of  the  investi- 
gations; and  in  others,  due  to  the 
knowledge  gained  of  the  undei'lyiii^ 
conditions,  it  was  possible  to  design 
control  measures  to  be  installed  dur- 
ing the  eon.struction  procedure  which 
we  have  every  reason  to  believe  will 
prove  adequate. 

BRIDGE    PLAN    IMPRACTICABLE 

Many  obstacles  had  to  be  overcome 
in  the  location  of  this  highway.  As 
an  instance  of  this,  it  had  originally 
been  planned  to  cross  ]\Iood}^  Gulch 
with  a  bridge.  This  gulch  has  been 
eroded  out  to  considerable  depth  and 
bisects  any  logical  location  through 
this  area,  thus  necessitating  a  cross- 
ing. An  investigation  of  the  foun- 
dation conditions  disclosed  the 
impracticability  of  designing  an  eco- 
nomical bi'idge  at  this  location,  and 
the    entire    location    plan    liad    to    he 


Mountainous  area  and  geoloiiif  ' 
present  many  fill  and  drainage  probic 
fill  across  deep  ravine  on  new  route  ' 
top  of  photograph. 


,11      I  t     Los    Gatos-Santa    Cruz    realignment 

rns.      Picture    shows   clearing   operations   for   large 
i/hich  crosses   line  of  existing   highway  seen   near 


California  Highways  and  Puhlic  Works  (October  i9u) 


[Fivel 


Heavy  reinforced  concrete  arch  culverts  are  constructed  under  high  fills  where 
required  water  way  is  over  7  square  feet.  One  such  culvert  as  built  under  an  old  arch 
bridge  is  shown  above.     Both  will  be  buried  in  the  fill  at  that  point  on  new  route. 


revised  to  provide  the  development  of 
a  line  down  into  Moody  Gulch  to  a 
point  where  its  crossing  by  means  of 
a  deep  fill  would  be  possible. 

The  same  foundation  conditions 
which  prevented  the  adoption  of  this 
bridge  plan  made  necessary  extensive 
control  measures  to  insure  the  sta- 
bility of  this  fill,  but  even  this,  added 
to  the  additional  amount  of  distance 
necessary  for  development  down  into 
the  gulch  to  make  the  required  cross- 
ing, was  many  thousands  of  dollars 
cheaper  than  the  most  economical 
bridge  design  possible  under  the  cir- 
cumstances. 

The  territory  through  which  this 
location  passes  has  been  highly  de- 
veloped with  many  subdivisions  and 
improvements,  with  cabins,  cottages 
and  similar  recreational  improve- 
ments. Careful  location  was  neces- 
sary to  reduce  to  a  minimum  the  con- 
flicts with  improvements  of  this 
nature  and  yet  not  sacrifice  alignment 
or  grade.  A  number  of  important 
recreational  roads  were  crossed,  where 
it  was  necessary  to  provide  safe  in- 
tersections. In  one  case  of  an  im- 
portant road  of  this  nature,  an  over- 
pass was  designed  to  eliminate  any 
possibility  of  future  accidents. 

The  present  road,  which  was  graded 
in  1915  and  paved  in  1922,  is  a  15  to 
17  foot  by  4^  inch,  Portland  cement 
concrete  surface  flanked  by  1^  foot 
of  4  inch  oil  treated  shoulders.  The 
shoulder  surfacing  was  added  in  1929, 
1930,  1931.  The  new  highway  will 
provide  four  lanes  for  traffic — two 
in  each  direction — with  three-foot 
shoulders.  Through  one  short  radius 
curve  of  500  feet  at  Moody  Gulch,  a 
center  division  strip  will  be  provided. 

SEEPAGE  AND  DRAINAGE  PROBLEMS 

Earth  guard  rails — mounds  of 
earth  built  1^  or  2  feet  high  on  the 
fill  shoulder  edges — are  being  con- 
structed on  all  fills.  The  top  course 
of  the  subgrade  will  be  selected  road- 
way excavation  topped  with  crusher 
run  rock  base  and  a  wearing  surface 
of  bituminized  cru.sher  run  base  ma- 
terials, roadmixed  and  compacted 
over  the  roadbed,  shoulders,  gutters, 
and  roadside  face  of  the  guard  rails. 

Approximately  80,000  cubic  yards 
of  rock  for  trenching  and  fill  treat- 
ment in  Santa  Clara  Comity  were 
secured  from  a  quarrj'  in  the  vicinity 
of  Station  248  at  the  north  end  of 
the  project.  A  total  of  50,000  cubic 
yards  of  rock  for  similar  use  in  Santa 
Cruz  County  was  hauled  a  distance 

(Continued  on  page  13) 


[Six] 


(October  193  8)  California  Highivays  and  Public  Works 


Divided  4-lane  highway  on   Coast   Route  with  curbed   and   planted    minimum   dividing   strip,  dual  type   pavement  with    12-foot   interior 

and  11  -foot  exterior  lanes. 

Promoting  Traffic  Segregation 

By  FRED  GRUMM,  Engineer  of  Surveys  and  Plans 


HIGHWAY  ENGINEERS  of 
the  country  are  bringing  to  a 
point  of  general  concurrence 
the  results  of  their  united  effort  to 
establish  basic  principles  of  highway 
design  suitable  for  adoption  under 
present-day  requirements.  The  fea- 
tures of  design  to  segregate  paths  of 
traffic  in  the  interest  of  safety  and 
comfortable  operation,  under  the  con- 
ditions of  increasing  speed  tendencies 
and  increasing  volumes,  have  come 
under  special  attention.  Changes  in 
the  highway  for  this  purpose  will 
probably  be  more  apparent  to  the 
public  than  some  other  basic  im- 
provements such  as  in  alignment  and 
grade,  which  have  been  taking  place 
more  gradually. 

In  following  the  studies  and  reports 
on  this  subject  it  is  natural  to  reflect 
on  what  part  our  own  organization 
has  taken  in  initiating  design  policies 
calculated  to  facilitate  noninterfer- 
ence in  safe  travel  on  our  highways, 
in  supporting  practices  that  conform 
with  conclusions  reached  in  authorita- 
tive engineering  circles,  and  in  plan- 
ning and  con.structing  as  evidence  of 


recognition  of  these  present  and 
future  requirements. 

Increasing  pavement  lane  width  is 
one  of  the  elemental  methods  of  as- 
sisting traffic  segregation  on  the  road- 
bed. About  fifteen  years  ago  the  Cali- 
fornia state  highway  standard  of  ten- 
foot  lane  width  was  established.  Dur- 
ing the  earlier  years  of  this  practice, 
the  standard  so  established  was  gen- 
erally adequate  for  the  type  of  vehicle 
and  speed  encountered  on  highways 
at  that  time. 

The  provision  for  more  adequate 
shoulders,  (eight-foot  width  wherever 
practicable),  became  part  of  uniform 
design  a  few  years  later.  With  the 
treatment  given  the  shoulders  and 
with  the  flattening  of  side  slopes,  the 
efficiency  of  the  pavement  lanes  was 
increased — a  supplement  to  the  effect 
of  proper  lane  width.  Results  were 
appreciated  by  the  traveling  public, 
although  the  latter  probably  did  not 
realize  that  for  a  long  time  it  enjoyed 
a  step  in  standards  pioneered  bj'  but 
few  other  states. 

This  same  enjoyment  of  ample 
roadway  space  led  rapidly  to  the  in- 


crease in  rates  of  travel  accompanied 
by  steady  increase  in  volume  of  traffic. 
Regardless  of  associated  improve- 
ments in  alignment  and  grade,  traffic 
characteristics  overreached  the  capa- 
bility of  ten-foot  lanes  to  maintain 
sufficient  segregation  in  respective 
lanes,  especially  with  the  introduction 
of  larger  amounts  of  the  trucking 
element.  As  announced  in  the  Sep- 
tember, 1937,  issue  of  "California 
Highwa.vs  and  Public  Works,"  the 
State  Highway  Engineer  put  into  effect 
an  increase  inwidth  of  pavement  lanes. 
The  eleven-foot  width  for  pavement 
lanes  was  adopted  as  standard,  with 
twelve  feet  for  the  passing  lane  where 
two  or  more  lane  widths  are  desig- 
nated for  each  direction  of  travel. 
Incidentally,  former  practice  was  re- 
tained in  specifying  that  minimum 
clear  width  on  structures  be  two  feet 
wider  than  each  edge  of  uncurbed  ap- 
proach pavement.  These  .standards, 
without  further  change,  are  compW- 
ing  with  the  recommendations  now 
being  promulgated  for  general  prac- 
tice by  the  American  Association  of 
State  Highway  Officials. 


California  Hightvays  and  "Public  Works  (October  i9is) 


I Seven 1 


Section  "B-B" 


Recessed  Curb  Face  for  Curb  Return  or  Island  Section 

Sketch  of  curb  type  with  light  reflecting  panels. 


Multi-Lane  Highways 

Extra  laues  managed  to  provide 
for  the  further  requirements  of  over- 
congestion  on  two-lane  design  during 
the  period  before  high-speed  tenden- 
cies and  attendant  accident  rate 
brought  conviction  that  the  driver 
could  not  or  would  not  move  within 
safe  limitations  of  conservatively  de- 
signed facilities.  Acceptance  of  as- 
sumption that  the  highway  designer 
must  extend  his  efforts  to  more  fully 
counteract  the  harmful  idiosyncrasies 
of  the  driver  has,  however  presented 
additional  problems.  Their  solution 
involves  economic  determinations  as 
much  as  it  does  engineering 
technique. 

The  three-lane  highway  design  in 
California,  is,  for  instance,  a  direct 
result  of  an  effort  to  minimize  outlay 
in  providing  for  traffic  volumes  too 
dense  for  two  lanes  but  not  requiring 
four  lanes.  The  three-lane  road — 
which  may  be  termed  a  divided  two- 
lane  highway — more  than  doubles 
two-lane  capacity  and  at  reasonable 
cost.  It  is  adaptable  to  widening  ex- 
isting pavements  and  to  new  construc- 


I 84-- 1 


tion,  whether  or  not  there  is  expecta- 
tion of  later  conversion  to  ultimate 
four-lane  development.  The  potential 
hazard  of  cars  operating  on  the  mid- 
dle lane  limits  its  use  to  locations 
where  safe  passing  sight  distances 
obtain  predominantly. 

As  now  employed  on  California 
state  highways,  the  three-lane  design 
functions  more  safely  and  efficiently 
than  the  general  public  realizes.  In 
California  statistics  the  three-lane 
highways  have  a  lower  accident  rate 
in  side-swiping  and  head-on  collisions 
than  either  two-lane  or  four-lane  un- 
divided highways. 

Its  efficiency  in  relieving  congestion 
or  readily  segregating  lines  of  traffic 
will  be  observed  by  anyone  who  has 
followed  a  heavily  traveled  two-lane 
pavement  and  sensed  the  immediate 
freedom  of  movement  and  dispersion 
of  congestion  as  soon  as  the  three-lane 
width  is  reached. 

Proper  three-lane  design  is  not  de- 
veloped without  careful  study  of 
future  requirements,  such  as  the  ulti- 
mate conversion  to  four-lane  divided 
roads.  The  economy  in  stage  con- 
sti'uction  of  three  lanes  is  increased 


by  selection  of  pavement  types  adapt- 
able to  greatest  salvage  value  when  the 
ultimate  design  is  accomplished.  Con- 
struction of  two  outside  permanent 
pavement  lanes  with  the  central  or  less 
used  passing  lane  having  lower  type 
surfacing  gives  the  opportunity  of 
converting  the  central  lane  into  a 
dividing  strip  without  appreciable 
loss  when  the  permanent  pavement 
lanes  are  symmetrically  supplemented 
by  two  more  lanes  for  a  four -lane 
divided  highway.  Constructing  the 
central  lane  of  contrasting  surface 
texture  also  serves  an  important  pur- 
pose of  defining  respective  lanes  and 
of  inducing  use  of  the  outer  lanes 
except  when  passing. 

Dividing  highways  of  four  or  more 
lanes  by  neutral  zones  that  separate 
opposing  traffic  movement  is  standard 
practice  in  this  state.  The  design  has 
been  made  a  positive  requirement 
with  the  undivided  highway  the  ex- 
ception that  must  in  future  proposals 
be  justified  by  special  conditions.  We 
can  not  justify  excessive  outlay  for 
dividing  highways  in  limited  speed 
zones  where  frequent  crossings  or  in- 
tersections of  cit.y -street  character  re- 


(D 


Recessed    Curb  Face  for  Dividing  Strip 

Sketch  of  curb  type  with    light   reflecting   panels. 


I  Eight] 


(October  i9}8)  California  Highways  and  Public  Works 


wtm 


Divided  4- lane  highway  at  Montecito  with  planted  dividing  strip  and  two  parallel  service  roads  separated  from  central  roadway. 


quire  wide  division  strips  for  turning 
movements. 

DrVIDED    HIGHWAY    PROJECTS 

In  the  December,  1936,  issue  of  this 
magazine,  the  divided  highway  prob- 
lem in  California  was  discussed  at 
some  length.  We  are  reassured  by 
subsequent  progress  that  the  policies 
indicated  are  still  consistent  with 
recommendations  at  large.  Expe- 
rience in  our  own  state  as  well  as 
elsewhere  confirms  the  principles 
along  which  we  have  been  working. 

As  more  of  the  divided  highway 
projects  are  undertaken,  additional 
knowledge  is  gained  of  the  many  in- 
cidental items  and  con.siderations 
entering  into  correct  construction. 
Collectively,  thej'  greatly  increase  the 
costs  and  difSciilties  of  a  divided 
highway  program.  We  started  our 
program  on  a  conservative  basis,  an- 
ticipating the  possibility  of  such  ad- 
justments. Although  the  divided 
highway  program  may  now  be  con- 
sidered in  full  swing  it  can  proceed 
only  as  fast  as  the  public  can  provide 
funds. 

Granted  sufSeient  funds,  the  Di- 
vision of  Highways  can  design  and 
construct  on  any  desired  stretch  a 
divided  highway  which  would  fully 
comply  with  current  concepts.  First 
there  must,  however,  be  adequate 
right  of  way.  Reluctantly  it  is  ad- 
mitted that  some  of  our  projects,  con- 
servatively   designed,    have    cost    as 


much  for  right  of  way  as  for  con- 
struction items.  The  division  strip 
should  be  wide  enough  to  properly 
treat  intersections  and  cross-overs  as 
well  as  to  effectually  divorce  traffic 
streams  from  physical  interference. 

PLANTED    DIVISION    STRIPS 

The  division  strip  must  be  curbed 
or  planted  or  treated  to  define  and 
maintain  respective  roadways.  In 
the  localities  where  divided  highways 
are  most  essential  the  maintenance  of 
planting  is  often  prohibitive,  always 
a  large  perpetual  expense.  Struc- 
tures must  be  proportionately  in- 
creased in  size,  an  expense  not  only 
for  major  structures  but  for  the 
smaller  drainage  openings.  When 
these  things,  together  with  a  pave- 
ment and  shoulders  on  good  align- 
ment and  grade,  have  accomplished 
a  facility  for  fast  traffic,  then  there 
needs  be  provision  for  safely  han- 
dling crossroads  and  for  serving  adja- 
cent property  with  ingress  and  egress. 

There  are  now  on  the  State  high- 
way system  about  120  miles  of  di- 
vided highways  either  constructed  or 
under  construction  with  curbs,  wide 
separations,  or  raised  or  marked  cen- 
ter strips.  Plans  prepared  for 
projects  now  budgeted  will  bring  this 
total  to  about  145  miles. 

Many  other  miles  of  recent  initial 
construction  have  been  laid  out  on 
special  design  that  requires  only  the 
addition  of  lanes  to  convert  them  into 


divided  roadways.  Most  of  this  has 
been  done  within  the  past  few  years. 
In  general  it  is  the  result  of  planning 
for  improvements  of  an  advanced 
nature  without  disastrously  straining 
limited  resources.  The  attainments 
may  not  be  individually  impressive. 
In  the  aggregate  they  indicate  that 
an  encouraging  proportion  of  the 
State  highways  qualifying  for  this 
type  of  treatment  has  already  been 
given  attention. 

DFVIDED  HIGHWAY  FACTORS 

The  width  of  dividing  strip  for 
divided  highways  determines  many 
factors  in  the  composite  design.  It 
influences  the  ultimate  right  of  way 
requirement,  the  grading  width  and 
structure  sizes,  the  type  of  treatment 
that  would  be  applied  to  the  center 
strip  and  the  practical  extent  of  turn- 
ing movements  at  center  strip  open- 
ings. 

To  meet  future  needs  in  every  re- 
spect, dividing  strips  30  feet  wide  or 
more  are  desirable.  On  most  of  the 
roads  rating  four-lane  capacity  and 
therefore  divided  design,  this  would 
be  prohibitive  in  cost  of  right  of  way, 
and  in  other  cases  would  be  prohibi- 
tive in  cost  of  grading  and  even  in 
physical  limitations  of  roadbed  sta- 
bility. For  practical  economy,  com- 
promise widths  must  be  accepted  or 
it  would  be  impossible  to  entertain  an 
extensive  program  of  dividing  multi- 
lane  highways. 


California  Highways  and  Public  Works  (October  19}  s) 


[Nine] 


Channelized    "Y"  type   intersection   of  Waldo  approach   highway  to  Golden  Gate  Bridge  and  Coast  Route  to  Sausalito  in  Marin  County. i 


A  four-foot  width  has  been  adopted 
as  the  minimum  for  separation  strips. 
Six-foot  widtli  is  a  preferable  mini- 
mum, this  width  incidentally  beinp: 
procurable  when  one  ten-foot  lane  of 
an  existing  pavement  is  occupied  by 
the  dividing  strip,  with  two  feet  of 
each  side  of  that  lane  constituting 
part  of  adjacent  twelve-foot  traffic 
lanes.  Separation  strips  twenty  feet 
wide  offer  moderate  protection  be- 
tween the  two  roadways  as  an  inter- 
mediate stop-zone  for  crossing  traffic 
With  this  or  greater  widths  border- 
ing curbs  are  not  necessarily  required. 

SIX   INCH    CURB   DESIGN 

Curbs  along  dividing  strips  of  lim- 
ited widths  are  a  necessary  provision. 
The  adopted  curb  design  is  six  inches 
in  height  with  face  sloped  on  a  batter 
of  four  inelies  in  that  height.  The 
State  has  also  developed  and  used  a 
recessed  curb  design  with  light- 
reflecting  panels  that  increase  visi- 
bility at  night  and  in  fog.  Without 
a  distinctive  color  scheme  that  shows 
height  and  breadth  of  a  plain  curbed 
strip,  there  have  been  instances  of 
overrii lining  the  curb  at  night  in  be- 
lief it  v^as  only  a  pavement  stripe. 

Trial  has  been  given  to  rolled, 
raised  dividing  strips,  flush  division 
spaces  paralleled  by  double  stripes, 


and  flush  division  strips  with  em- 
bossed arrows  placed  diagonally 
across  the  strip.  The  latter  type  was 
developed  in  our  Los  Angeles  district, 
originated  for  roadways  where  many 
openings  required  by  developed  ad- 
jacent property  would  destroy  the 
usefulness  of  a  narrow  cui-bed  strip. 
The  raised  arrows  are  painted  white 
and  the  strip  is  bordered  by  double 
traffic  stripe.  The  type  is  effective 
under  special  conditions  and  is  rela- 
tively inexpensive  in  its  construction 
and  maintenance. 

SEPARATING   DIVIDED   STRIPS 

In  some  locations  advantage  can  be 
taken  of  the  topography  to  separate 
the  two  roadways  by  means  other 
than  the  more  conventional  curbed 
plan.  Using  an  existing  two-lane 
pavement  for  one-way  traffic,  the 
other  roadway  for  travel  in  the  oppo- 
site direction  may  be  constructed 
only  approximately  parallel  thereto 
and  not  necessarily  on  the  same  grade 
plane  except  at  crossings. 

The  width  separating  the  roadways 
will  depend  on  local  conditions  and 
width  of  right  of  way  that  can  be 
procured.  The  investment  on  the 
original  road  can  be  retained  and 
even  though  it  may  have  been  de- 
ficient in  sight  distance  while  carry- 


ing traffic  in  both  directions,  it  will 
usually  be  found  to  be  adequate  in 
that  respect  when  used  for  one-way 
traffic.  Existing  tree  rows  can  be 
preserved  by  including  them  within 
the  division  strip.  In  such  cases  trees 
should  be  not  less  than  about  12  feet 
from  edges  of  pavement.  A  consider- 
able mileage  of  divided  road  has  been 
built  in  California  by  this  method. 

In  the  construction  of  divided 
roadways  savings  have  been  made  by 
designing  the  inside  lanes,  used  by 
the  lighter  and  faster  vehicles,  for 
intermediate  types  of  surfacing  or 
for  somewhat  less  thickness  of  per- 
manent pavement  types.  The  con- 
trast in  surface  appearance  of  the 
two  lanes  is  also  a  benefit  in  defining 
the  lanes  of  travel. 

Freeways  and  Parkways 

Although  divided  highways  are 
steps  in  this  direction,  California  has 
not  yet  by  law  established  the  ' '  Free- 
way" principle  for  the  highways  of 
the  State.  The  necessity  for  the  ap- 
plication of  this  principle,  however, 
is  imperative  if  the  integrity,  ca- 
pacity and  purpose  of  the  major 
traffic  arteries,  especially  in  urban 
territory,  is  to  be  preserved. 

Abutting  property  in  such  areas  is 
rapidly     developed    to    business     or 


[Ten] 


(October  193  8)  California  Highways  and  Public  Works 


semi-business  purposes.  This  type  of 
improvement  induces  traffic,  creates 
stopping,  parliing  and  conflicting 
movements  of  veliicles.  The  improve- 
ment of  the  highway  invites  such 
adjacent  development.  Uncontrolled 
access  from  abutting  property  so  de- 
veloped, the  movements  of  vehicles 
and  volume  of  traffic  induced  thereby, 
quickly  reduces  the  efficiency  and 
capacity  of  the  road.  It  returns 
again  to  its  pre-improvement  status — 
a  congested  local-service  road. 

The  current  method  of  financing 
State  highway  construction,  mainte- 
nance and  operation  is  by  a  tax  on 
the  road  user.  Abutting  property  does 
not  contribute  to  the  improvement  of 
the  road.  In  fact,  it  is  compensated 
fully — usually  at  high  prices  because 
of  increased  valuation — for  the  right 
of  way  on  which  the  highway  im- 
provement is  made.  Equitable  treat- 
ment would  require  either  a  contri- 
bution by  abutting  property,  propor- 
tional to  benefits  received  from  the 
improvement  or  a  curtailment  of  the 
infringement  on  or  destruction  of  a 
facility  designed  for  a  definite  and 
necessary  purpose  and  paid  for  by 
the  user  of  this  facility. 

TWO   PRESENT    METHODS 

Two  means  are  at  present  available 
under  the  laws  of  the  State  and  have 
been  exercised  in  preserving  the  util- 
ity of  several  of  our  major  highways. 
One  is  the  acquisition  of  access  riglits 


from  abutting  property,  limiting  such 
access  to  definite  and  designated  loca- 
tions. The  other  is  the  acquisition 
of  sufficient  additional  width  of  right 
of  way  to  permit  the  construction  of 
service  roads  fronting  the  property 
but  separating  from  the  central 
through  roadway. 

Access  to  the  central  roadway  is 
permitted,  again,  only  at  definitely 
designated  points  where  conflict  may 
be  eliminated.  The  latter  method 
has  proved  to  be  the  more  feasible 
where  frontage  rights  of  property 
have  already  been  established. 

A  section  of  this  type  of  highway 
has  been  built  at  the  southerly  ap- 
proach of  State  Highway  Route  2  to 
Santa  Barbara.  Additional  projects 
in  the  Bay  area  and  in  the  metro- 
politan area  of  Los  Angeles  are  under 
way.  The  Arroyo  Seco  Parkway, 
State  Highway  Route  205  between 
Central  Los  Angeles  and  Pasadena, 
has  been  designed  and  is  being  con- 
structed for  some  seven  miles  of  its 
length  as  a  freeway.  It  is  a  six-lane 
divided  central  roadway  with  sep- 
arated service  roads  where  required. 
All  cross-traffic  will  be  eliminated  by 
grade  separation  structures.  Inlets 
and  outlets  with  acceleration  and  de- 
celeration lanes  are  provided  at  major 
highway  connections.  Appropriate 
landscaping  is  being  planned. 

Highway  intersections 

Highway  intersections  are  critical 


and  potential  points  of  hazard.  They 
are  also  prime  factors  in  the  inter- 
ruption of  free  flow  of  traffic  and  re- 
duction of  the  efficiency  of  the  road. 
These  influences  are  emphasized  with 
increased  volume  and  speed  of  tratHc. 
Adequate  design  for  safety  and  effi- 
ciency of  the  highway  must,  there- 
fore, necessarily  include  the  highway 
intersection. 

Separation  of  grades  at  intersec- 
tions is  the  satisfactory  and  ultimate 
solution  of  this  problem.  But,  again, 
the  high  cost  of  this  method  of  treat- 
ment and  limitation  of  funds,  imposes 
a  deferred  program  of  this  character. 

To  meet  this  contingency,  to  pro- 
vide some  measure  of  protection 
pending  the  ultimate  solution,  to  in- 
crease the  capacity  of  the  road  with- 
out increasing  the  hazard  at  these 
central  points,  the  construction  of 
"channelized"  intersections  at  grade 
has  been  included  in  the  program  of 
better  standards  for  State  highways. 

This  treatment  also  offers  a  more 
satisfactory  solution  than  do  custom- 
ary methods  of  control  for  those  in- 
tersections where  moderate  traffic 
volume  on  one  or  more  of  the  inter- 
secting roads  does  not  justify  separa- 
tion but  still  requires  relief  from 
hazard  and  congestion. 

The  design  of  ' '  channelized ' '  inter- 
sections is  based  on  the  principle  of 
segregating  traffic  into  directional 
lanes.     It  is  accomplished  by  the  in- 


Another  view,  looking   north,  of  channelized  "Y"  intersection  of  Coast  Route  to  Sausalito  and  Waldo  approach  to  Golden  Gate  Bridge. 


r:^^sML 


LEGEND 

@  DIRECTIONAL  SIGN 

(§)  KEEP  TO   THE  RIGHT  SIGN 

@  NO  LEFT  TURN  SIGN 

@  STOP  SIGN 


AMBER  FLASHERS  AND  RED  REFLECTOR 
AT  ALL  ISLAND  AND  CURB  ENDS  FA'  — ' 
APPROACHING   TRAFFIC 


J  V       "77       T'DOUBLE  STRIPE  AND  ^Z 

,-T^  /      _    ^1         REFLECTORIZED  PAVEMENT  (2) 

®  //T/^  MARKERS  ^ 


Plan  of  traffic  channelization  and   separated   grade   intersection  of   two   heavy  traffic   highways  where  only   partial   clover  leaf  connec- 
tions are  possible. 


stallation  of  traffic  islands  whicli 
define  tlie  lanes  for  the  movement  of 
vehicles  in  every  desired  direction. 
The  design  should  be  simple.  The 
path  which  each  vehicle  approaching 
the  intersection  must  take  should  be 
clearly  and  visibly  defined  so  that  it 
may  be  negotiated  without  hesitation. 

INTERSECTION    CHANNELIZATION 

The  Y  type  of  intersection  fre- 
quently presents  a  particularly  haz- 
ardous situation  especially  where  two 
heavy  traffic  roads  in  open  country 
are  involved.  At  such  locations 
usually  the  area  of  conflict  between 
different  streams  of  trafSc  is  large  or 
extended.  Wide  paved  surfaces  un- 
less defined,  permit  uncontrolled 
operation  of  vehicles  adding  to  con- 
fusion. Proper  design  at  such  in- 
tersections will  provide  for  uninter- 
rupted flow  of  the  major  traffic 
streams  and  will  subject  only  the 
minor  streams  to  an  intersecting 
crossing  with  stop  control. 

Several  installations  of  this  char- 
acter have  been  made  or  are  in  the 
course  of  construction.  The  intersec- 
tion of  State  Highway  Route  1  with 
the  main  road  out  of  Sausalito  and 
the  intersection  of  State  Highway 
Routes  4  and  23  near  Newhall  Tunnel. 

Usually  sufficient  right  of  way  is 
acquired  at  the  time  of  initial  im- 
provement to  allow  for  ultimate  de- 
velopment of  separated  grades. 


Seldom,  if  ever,  will  the  plan  de- 
signed for  one  intersection  be  suitable 
for  another  site  without  revisions 
therein  and  conditions  usually  require 
a  new  design  even  though  the  type 
is  similar.  "We  are  striving  for  sim- 
plicity in  design,  uniformity  in  the 
manner  of  directing  traffic  movements 
and  avoidance  of  indirect  leads  that 
may  be  confusing. 

ADDITIONAL  SAFETY  FACTORS 

Signing  is  an  important  factor  in 
the  intersection  design.  Preparation 
of  the  signing  chart  often  discloses 
advisability  of  some  revision  in  the 
design.  The  design  is  not  complete 
without  the  trafiic  striping,  reflector 
buttons,  flashing  lights  and  lighting. 

Notwithstanding  the  assumption 
that  the  highway  designer  and  con- 
structor should  do  everything  prac- 
ticable to  produce  safe  facilities,  our 
economic  set-up  leaves  no  choice  for 


him  except  to  improve  facilities  pro- 
gressively. By  exercising  ingenuity 
the  engineer  can  economize  but  unless 
the  design  is  also  plainly  understood 
and  so  utilized  by  the  motorist  the 
results  are  far  from  satisfactory. 

Principles  of  separating  highway 
lanes  and  of  channelizing  intersec- 
tions are  not  universally  understood 
by  the  motorist.  With  only  a  limited 
amount  of  construction  of  this  nature 
in  use  it  will  take  time  to  instill 
proper  reaction  to  the  new  methods. 
When  taught  what  to  expect  under 
these  conditions  the  motorist  will 
handle  the  facilities  more  efficiently 
and  safely. 

The  motorist  has  not  been  given 
thorough  instruction  in  the  elemental 
principles  of  the  highway  design  and 
as  a  result  the  engineer  finds  it  dif- 
ficult to  provide  foolproof  facilities 
at  reasonable  cost. 


Sketch  of  channelized  intersection  between  heavy  traffic  highway  and  low  traffic  road. 


[Twelve] 


(October  19} 8)  California  Highways  and  Public  Works 


Heavy   grading   work   under  way  on   Los  Gatos-Santa  Cruz  realignment.     Approximately  2,300,000  cubic   yards   of  dirt  will   be  moved. 

Los  Gatos-Santa  Cruz  Project 


(Continued  from  page  6) 


of  8  miles  from  Scotts  Valley  for 
foundation  protection  of  fills. 

Seepage  and  drainage  had  to  be 
given  special  study.  The  average 
rainfall  in  this  section  is  about  forty 
inches  annually,  of  which  23  inches 
are  registered  during  the  winter 
months.  The  maximum  24-hour  rain- 
fall is  about  8  inches. 

While  the  highway  runs  through 
mountainoiLS  region  where  there  are 
no  low  level  areas,  there  are  stretches 
with  soil  mantle  carrying  heavy  seep- 
age. It  is  this  condition  that  neces- 
sitated numerous  construction  pre- 
cautions against  seepage.  Heavy 
gauge  corrugated  metal  pipe  culverts 
are  used  under  high  fills.  The 
troublesome  features  of  drainage  are 
due  to  the  spring  and  seepage  areas 
caused  by  water  impounded  in  the 
soil  overlying  stratas  of  shales  and 
other  dense  materials. 

Under  high  fills,  heavy  reinforced 
concrete  arch  culverts  are  being  con- 
structed on  rock  filled  drainage  foun- 
dations where  the  required  waterway 
is  more  than  6  or  7  square  feet.  At 
one   point   on   the   present   route,   a 


reinforced  concrete  arch  culvert  has 
been  built  under  an  old  arch  bridge. 
Both  the  bridge  structure  and  culvert 
will  be  completely  buried  in  the  fill 
at  that  point.  Where  a  drainage  area 
calls  for  a  24-inch  circular  area,  a  30- 
inch  diameter  corrugated  metal  pipe 
is  installed. 

In  addition  to  grading,  excavating, 
and  construction  of  fills  and  culverts, 
a  job  of  no  mean  proportion  is  in- 
volved in  the  clearing  of  about  114 
acres  of  redwood  timber  under- 
growth and  logged  over  sections  of 
country.  The  cost  of  clearing  along 
the  right  of  way  alone  cost  about  $541 
per  acre. 

Overhaul  for  the  ordinary  cut  and 
fill  balances  is  calculated  at  about 
18,000,000  station  yards.  Along 
about  20  per  cent  of  the  line  in  the 
cuts  the  excavated  material  is  suit- 
able for  fill  up  to  subgrade  elevation. 
On  the  balance  of  the  route  cuts  and 
fills  will  have  to  be  brought  to  a  grade 
about  10  inches  below  subgrade  ele- 
vation and  suitable  materials  hauled 
in  for  topping.  For  practical  pur- 
poses,   calculations   for  balance   and 


overhaul  were  made  on  the  basis  of 
rough  grading  to  an  elevation  1.35 
feet  below  profile  grade  through  the 
job.  This  allows  0.85  feet  for  select 
topping. 

SEVERAL    SLIDES   ANTICIPATED 

A  swell  factor  of  5  per  cent  was 
applied  to  the  whole  excavation  yard- 
age. Through  the  forested  areas  top 
soil  to  a  depth  of  several  inches  is 
full  of  forest  litter  and  humus.  In 
addition  to  the  fill  foundation  trench- 
ing there  is  approximately  30,000 
cubic  yards  of  stripping  of  unsuitable 
matei'ial  to  use  in  heavy  enbank- 
ments.  The  extensive  sections  of  side 
hill  filling  also  accumulate  consider- 
able loss  to  be  covered  by  the  shrink- 
age factor.  On  several  locations 
excess  clay  is  wasted  on  the  upper 
side  of  gulch  fills. 

Several  places  in  deep  cuts  are  ex- 
pected to  fall  or  slide.  This  has  been 
estimated  at  about  5  per  cent  of  total 
excavation  (about  100,000  cubic 
j'ards).  An  average  overhaul  of  15 
stations  is  anticipated  for  slides,  mak- 

( Continued  on  page  28) 


California  Highways  and  Public  Works  (October  isss) 


[Thirteen] 


Gait  Highway  Realignment 
Eliminates  9  Curves  on  U.  S.  99 


By  R.  E.  PIERCE,  District  Ensineer 


THE  realignment  of  U.  S.  99  in 
the   vicinity   of   Gait   lias   been 
completed  and  opened  to  traffic. 
This  relocation  eliminates  the  only 
poor  alignment  left  on  this  important 
north    and    south    highway    between 
Sacramento  and  Stockton. 

This  improvement  beginning  on  the 
present  highway  just  north  of  the 
Southern  Pacific  Railroad,  lone 
branch,  and  crossing  noi'th  of  Gait, 
runs  in  a  direct  line  southeasterly  to 
a  connection  with  the  present  high- 
way at  Jahant  Corner  on  Cherokee 
Lane,   5   miles  north   of  Lodi.      The 


bottleneck.  The  new  bridges,  on  the 
new  location,  of  adequate  width  and 
with  tangent  approaches,  will  be  ap- 
preciated by  the  traveling  public. 
The  Gait  business  district  and  the 
high  school  located  on  an  "S"  curve 
in  the  old  highway  are  by-passed  by 
the  new  line. 

The  grading  and  paving  of  this 
important  improvement  has  been  en- 
tirely completed,  also  the  two  bridges, 
built  under  a  separate  contract,  over 
Dry  Creek,  construction  of  which  was 
delayed  by  high  water  last  winter. 

As  stated  in  a  previous  article,  this 


east  being  available  for  use  by  the 
adjacent  property  owners  until  such 
time  as  the  highway  is  developed  to 
its  ultimate  section. 

The  grading  in  general  is  light. 
The  adopted  section  called  for  finish- 
ing the  subgrade  1.40  feet  below  the 
profile  grade  of  the  pavement  and 
placing  thereon  a  membrane  seal  con- 
sisting of  0.7  gallons  per  square  yard 
of  Grade  "E"  asphalt  cement  at  a 
temperature  of  between  300°  and 
400°  F.  Upon  this  seal  imported 
borrow  was  placed  having  a  low 
shrinkage     and    high     bearing     and 


length  of  the  new  line  is  4.98  miles, 
making  a  saving  in  distance  of  0.57 
mile  over  the  present  route. 

The  new  line  eliminates  nine  curves, 
ranging  in  radius  from  368  feet  to 
3000  feet,  having  a  total  angle  of 
over  371  degrees  or  more  than  one 
complete  circle ;  while  the  new  line 
has  only  two  curves,  one  at  each  end 
of  the  change,  with  radii  of  3000  and 
.')000  feet,  and  a  total  angle  of  less 
thiin  37  degrees. 

The  old  bridge  over  Dry  Creek  is 
very  narrow  and  with  its  curved  ap- 
proaches has  long  been  a  hazardous 


project  is  planned  for  an  ultimate 
two-way  divided  roadway,  both  as  to 
right  of  way  and  location  of  the 
present  pavement.  This  is  accom- 
plished in  a  right  of  way  of  120  feet 
in  widtli  by  placing  the  present  pave- 
ment on  an  offset  so  that  a  20-foot 
separation  will  be  provided  on  the 
ultimately  divided  roadway. 

In  order  to  avoid  the  appearance 
of  an  unbalanced  right  of  way,  the 
fences  have  been  constructed  so  that 
the  present  pavement  centers  on  an 
80  foot  strip  on  the  westerly  side  of 
the  right  of  way,  the  forty  feet  on  the 


cementing  values  for  greater  stability. 

The  pavement  placed  in  two  strips, 
each  11  feet  wide,  was  of  class  "B" 
Portland  cement  concrete;  each  strip 
was  0.55  foot  thick  upon  the  inside 
edge,  to  a  point  2  feet  from  the  out- 
side where  it  increased  unif  oi'mly  to  a 
thickness  of  0.75  feet  at  the  outside 
edge. 

These  two  11  foot  sections  are  tied 
together  by  assemblies  consisting  of 
two  f-inch  round  tie  bolts,  spaced 
four  feet  apart. 

Expansion  joints  are  spaced  60  feet 
apart  with  weakened  plane  joints  20 


I  Fourteen] 


(October  19)8)  California  Highways  and  'Public  Works 


Features  of  the  Gait  realignment  shown  above  are:  Top  and  inset— Old,  narrow  Dry  Creek  bridge  with  curved  approaches  that 
constituted  a  traffic  bottleneck.  Center— Straight  new  22-foot  pavement  with  provision  for  four-lane  divided  highway.  Inset  shows 
old  "S"  curve  through  business  section  past  high  school.     Bottom — New  Dry  Creek  bridge. 

California  Highways  and  Public  Works  (October  isn)  [FifteenJ 


New  motorized  mechanical  float  finisher.     Front  tank  holds  additional  water  supply. 


feet  apart.  The  usual  dowels  aud 
supporting  bars  were  used. 

Featuring  the  concrete  finishing 
work  was  the  use  of  the  new  mechan- 
ical float  finisher  recently  developed 
in  Southern  California.  This  mechan- 
ical float  used  here  is  the  first  motor- 
ized and  improved  unit  to  be  placed 
on  a  major  project.  This  machine 
works  behind  the  tamping  and  level- 
ling finishers,  eliminating  all  hand 
float  work  except  on  joints  and  edges. 

Several  new  developments  have 
been  incorporated  in  the  suspension 
of  floats  and  in  the  facilities  for  mak- 
ing adjustments  of  the  floats.  Motive 
power  is  supplied  by  a  60  h.p.  en- 
gine, geared  to  a  transverse  drive 
shaft  which  transmits  the  power  to  a 
pair  of  wheels  on  each  side  of  the 
machine.  A  water  tank  has  been 
mounted  at  one  end  to  provide  addi- 
tional water  when  it  is  required  to 
form  an  even  surface. 

The  mechanical  float  makes  about 
six  trips  over  the  fresh  conci-ete,  fol- 
lowing immediately  behind  the  strike- 
off  machine.  Two  mechanical  tampers 
operate  between  the  mechanical  float 
and  the  paver,  tamping  and  striking 
off  the  concrete. 

On  the  first  passes  of  the  mechani- 
cal float  the  8-inch  roller  is  in  contact 
with  the  surface,  kneading  the  con- 
crete and  keeping  the  surface  in  an 
easily  workable  condition  by  bringing 
up  fine  portions  of  the  mix.  Mean- 
while, the  diagonal  floats  continually 
work  the  concrete  back  and  forth 
from  high  to  low  spots. 

On  tlie  final  pass  the  roller  is  lifted 
and  a  cut-float  at  the  rear  of  the  ma- 


chine lowered  to  the  surface  for  the 
last  strike-off.  This  procedure  se- 
cured a  very  true,  smooth-riding 
surface. 

The  pavement  was  cured  by  blan- 
keting with  heavy  cotton  mats,  kept 
thoroughly  wet  for  a  period  of 
seventy-two  hours. 

Between  the  two  bridges  across  Dry 
Creek  a  fill  about  500  feet  long  was 
built,  protected  by  concrete  slope 
paving  on  the  ends  and  upstream 
face,  and  by  broken  concrete  riprap 
on  the  lower  face.  Slope  paving  also 
protected  the  slopes  at  the  other  ends 
of  the  bridges. 

The  two  bridges,  the  southerly  one 
being  838  feet  long  and  the  northerly 
one  184  feet  long,  are  of  the  slab  type, 
placed  on  3  pile  bents ;  the  piles  were 


cast  in  place  reinforced  concrete  in 
steel  shells  driven  without  mandrel. 

On  the  grading  and  paving  job 
Fredericksen  and  Westbrook  were  the 
contractors.  A.  K.  Nulty  was  the 
resident  engineer  on  the  project  for 
the  State. 

The  contractor  on  the  bridges  was 
Lord  and  Bishop.  Geo.  W.  Thompson 
handled  the  bridge  contract. 

This  new  location  by  shortening 
distances,  by-passing  the  narrow  busi- 
ness street  in  Gait  and  with  much 
improved  alignment,  should  material- 
ly increase  the  safety  and  comfort 
to  the  more  than  4000  cars  traveling 
this  road  daily. 


Law  Compels  CareFul 

Driving  in  Wet  Weather 

Reminding  motorists  that  summer 
is  gone  and  winter  rains  are  upon  us, 
J.  W.  Vickrey,  Safety  Engineer  of 
the  Division  of  Highways  stated  that 
last  year  350  accidents  on  rural  State 
highways  were  charged  to  slippery 
pavements. 

"Highway  engineers  are  building 
non-skid  pavements  and  traffic  pro- 
tection features  into  roadways  but 
they  can  not  control  rain,  snow,  and 
frost.  Slippery  pavements  are  only 
as  safe  as  the  motorist  who  drives 
upon  them. 

"Many  people  think  the  forty -five 
mile  speed  limit  means  they  can  travel 
at  this  speed  at  all  times  but  the 
Vehicle  Code  provides  that  no  person 
shall  drive  at  a  speed  greater  than  is 
reasonable  or  prudent  having  due 
regard  for  traffic  conditions  and  the 
surface  and  width  of  the  highway." 


Rear  view  of  mechanical  float  showing  details  of  controls.     Engine  is  60  H.P. 


[Sixteen] 


(October  19}  s)  California  Hightvays  and  Public  Works 


Narrow  Bridge  on  Coast   Route  in  Santa   Barbara  County  that  carries  heavy  truck  traffic.     Lack  of  funds  prevents  reconstruction. 

Cost  of  Road  Upkeep  High  in  District  V 


(Continued  from  page  3) 


roads  whicli  were  taken  into  the  State 
Highway  system  in  1933.  They  have 
been  maintained  in  as  serviceable  con- 
dition as  funds  would  permit,  but 
should  be  replaced  with  new  struc- 
tures at  as  early  a  date  as  possible 
to  obtain  the  fullest  use  of  these 
roads.  In  addition  to  the  bridges 
with  limited  capacity,  there  are  other 
bridges  which  are  entirely  too  narrow 
for  the  traffic  which  they  bear  and  are 
a  distinct  hazard. 

There  are  forty  grade  crossings  in 
the  district  subject  to  elimination. 
Accidents  have  occurred  at  several 
of  these  cros.sings  and  the  only  reason 
that  some  of  them  have  not  been 
eliminated  is  because  of  lack  of  neces- 
sary funds.  Some  of  the  existing 
grade  separations,  particularly  on  the 
secondary  system,  are  entirely  inade- 
quate and  should  be  replaced  with 
new  construction  so  as  to  eliminate 
dangerous  approach  alignment  and 
grades  as  well  as  to  provide  suitable 
structures.  It  is  considered  that  14 
grade  crossings  should  be  eliminated 


as  priority  improvements  in  this  dis- 
trict at  an  estimated  cost  of  $1,- 
011,000. 

There  are  four  existing  grade  sep- 
arations which  are  inadequate  and 
which  it  is  estimated  would  cost  $195,- 
000  to  replace  with  new  structures. 

There  are  some  sections  of  District 
V  highways  on  which  the  mainte- 
nance costs  are  unduly  high.  The 
cause  of  this  expensive  maintenance 
can  be  attributed  to  the  fact  that  the 
road  surface  is  not  up  to  a  standard 
required  by  the  amount  of  traffic  that 
the  highway  can-ies.  This  condition 
is  entirely  due  to  lack  of  funds  for 
necessary  construction  and  will  con- 
tinue until  sufficient  moneys  are  pro- 
vided to  bring  the  roads  to  the  re- 
quired standard. 

An  estimate  of  the  cost  of  improv- 
ing the  highway  system  in  this 
district  to  a  proper  standard  for  the 
ti-affie  it  bears  is  given  in  the  tabula- 
tion below : 

Of  the  total  1090  miles  of  State 
highways  in  the  district  734  miles  or 


67%  require  expenditures  as  follows: 

671    miles — 2  lane: 

New  and  reconstruction--$22,43S,000 
19  miles — 3  lane  to  4  lane: 

Reconstruction   995,000 

39  miles — 2  and  3  lane  to  4  lane 

divided:    Reconstruction..     3,241,000 
5  miles — Bridges  and  Railroad 
Separation:    New  and  Re- 
construction         4,771,000 

Total    $31,442,000 

District  V  was  allocated  $1,874,000 
in  the  previous  biennium  and  $2,159,- 
000  in  the  current  biennium  for  con- 
struction and  reconstruction  projects. 
Assuming  an  average  budget  of  $1,- 
000,000  per  year,  it  is  evident  that  it 
will  require  32  years  to  bring  the 
highways  in  this  district  to  a  con- 
dition adequate  for  present  traffic. 

If  traffic  continues  to  increase  as 
it  has  in  the  past,  a  considerable  pro- 
portion of  the  improvements  included 
in  the  estimate  given  above  based  on 
past  allocations  will  be  inadequate 
long  before  the  expiration  of  the  32 
years  required  to  finance  them. 


California  Highways  and  Public  Works  (October  i9is) 


{ Seventeen  ] 


Governor  Merriam  Pilots  First 
Tram  Across  Bay  Bridge 


WEARING  a  brand-new  train- 
man's cap,  Governor  Frank 
F.  Merriam,  chairman  of  the 
California  Toll  Bi-idge  Authority, 
piloted  the  first  electric  train  across 
the  Sau  Francisco-Oakland  Bay 
Bridge  Friday  morning,  September 
23. 

A  Key  System  two-unit  stream- 
liner, the  train  started  at  40th  and 
Hollis  Street  and  proceeded  to  the 
easterl.y  foot  of  the  bridge,  where 
Governor  Merriam  boarded  with  his 
party.  The  Governor  was  accom- 
panied by  Chief  Engineer  C.  H. 
Pur  cell,  Bridge  Engineer  Charles  E. 
Andrew,  Engineer  of  Design  Glenn 
B.  Woodruff,  Florence  M.  McAuliffe 
and  Lloyd  W.  Dinkelspiel,  counsel 
for  the  California  Toll  ]3  r  i  d  g  e 
Authority. 

Railroad  officials,  who,  with  news- 
papermen, were  other  occupants  of 
the  train,  included :  W.  A.  Worthing- 
ton;  C.  R.  Harding;  A.  T.  Mercier; 
L.  B.  McDonald,  vice  presidents  of 
the  Southern  Pacific;  W.  H.  Kirk- 
bride,  chief  Engineer;  E.  E.  Mayo, 
assistant  chief  engineer;  G.  E.  Gay- 


lord,  superintendent;  F.  E.  Sullivan, 
train  master,  and  E.  J.  Foulds,  attor- 
ney, all  of  the  Southern  Pacific. 

Key  System  officials  were  Alfred  J. 
Lundberg,  president;  vice  presidents 
William  P.  St.  Sure,  C.  N.  Anderson, 
Chester  C.  Vargas,  S.  G.  Culver, 
Bruce  Campbell;  Frank  Richards, 
geuei-al  counsel,  Andrew  T.  Haas, 
architect.  I.  S.  Shattuck,  traffic  engi- 
neer for  the  Golden  Gate  Inter- 
national Exposition  was  also  an 
observer. 

The  Governor  was  originally  sched- 
uled only  to  start  the  train  as  a  cere- 
monious gesture.  However,  after  a 
few  brief  instructions  by  Vice  Presi- 
dent C.  N.  Anderson  in  charge  of 
operations  for  the  Key  System,  the 
State's  chief  executive  proved  him- 
self an  able  trainman  and  remained 
at  the  controls  to  guide  the  train  and 
its  80  some  passengers  across  the 
bay — the  first  time  in  history  that  a 
train  ever  crossed  under  its  own 
power  directly  between  San  Francisco 
and  the  East  Bay. 

The  trip  proved  the  success  of  the 
bridge  railroad  constructed  by  the 
State  Department  of  Public  Works. 


Unanimous  opinion  of  railroad  ex- 
perts and  newspapermen  was  that  the 
roadbed  provided  smooth  and  quiet 
operation ;  that  the  automatic  cab 
control  system  was  highly  efficient 
and  that  the  view  from  the  train 
windows  was  unsurpassed. 

Chief  Engineer  C.  H.  Purcell 
tersely  summed  up  his  inspection  fol- 
lowing the  first  test  run.  He  re- 
ported: "The  cab  signal  for  the  run 
indicated  a  permissible  speed  of  35 
miles  per  hour  and  the  train  pro- 
ceeded across  the  bridge  in  accord- 
ance with  this  prescribed  signal  indi- 
cation. All  facilities  and  equipment 
operated  as  intended." 

It  required  approximately  an  hour 
to  make  the  round  trip  over  the 
bridge  on  the  train's  first  run.  This 
was  due  to  frequent  stops  for  inspec- 
tion of  expansion  rails,  and  to  permit 
newspapermen  to  photograph  the 
train  on  the  bridge. 

It  will  require  approximately  10 
minutes  after  trains  are  in  actual 
operation,  to  cross  fi-om  the  center  of 
tlae  San  Francisco  Bridge  Terminal 
building  to  the  easterly  foot  of  the 
span. 


Bay  Bridge  Traffic  Shows  Increase  Over  September  1937 

A  FIVE  per  cent  increase  in  San        hides  crossed  the  bridge  during  last  and  1938  and  those  for  the  current 

Francisco-Oakland  Bay  Bridge        month,  as  compared  to  a  total  of  705,-  year.   Other   classifications  of  traffic 

•  traffic  over  that  of  a  year  ago        704  for  the  same  period  in  1937.  also  showed  an  increase  over  last  year, 

was  revealed  yesterday  by  Director            Due  to  changes  in  rate  parities  be-  Freight  pounds  were  up  67  per  cent, 

of  Public  Works  Earl  Lee  Kelly  from        tween  the  ferries  and  the  bridge  since  with   a   total   of   107,886,750  pounds 

the  September  traffic  report  filed  by        the  time  of  the  bridge  opening,  this  for  September,  1938,  as  against  64,- 

State  Highway  Engineer  C.  H.  Pur-        is  the  first  time  that  a  parallel  com-  352,834  for  the  same  month  in  the 

cell.     A  total  number  of  740,622  ve-        parison  could  be  made  between  1937  previous  year.    The  number  of  trucks 

rpfifai                     Total                  T     I  increased  approximately  51  per  cent 

Septemher                 August           sbice  opining  with  the  comparitive  figures  of  37,684 

Auto  Trailers 1  473                   1  848                 27  772  ^°'^  September,  1938,  and  25,031  for 

Passenger   Autos 657,611               693297           15  57l'l67  September,  1937.    Buses  increased  39 

Motorcycles 2,806                   2,994              '  58'396  P*^^"  ^*^'^*  ^'*^  13,153  buses  crossing 

Tricars 1003                   1  167                 18293  *^®  span  last  month  and  9462  in  Sep- 

Buses  J^^^^^^^^^^^^J[^J^_Ji             13,'l53                 13432               207*185  tember  of  last  year.    Traffic  for  Sep- 

Trucks 37  684                 39  863               600*91'^  tember,  1938,  averaged  24,687  vehicles 

Truck  Trailers 1,637                   1,'768                 34^576  ^  day— a  drop  of  389  vehicles  from 

Toll  Vehicles 715,367               754,369           16,518!301  August. 

Auto  Passes 23,245                 21,089               231,345  High  point  of  the  month  was  on 

Truck   Passes 2,010                   1,905                 22^315  Saturday,  September  24,  when  33,762 

Total  Vehicles 740,622  777,363  16,77l'961  vehicles  crossed  the  bridge.  This  in- 
Extra  Passengers 233,561  244,728  4|o27,'469  crease  was  due  to  the  St.  Mary's  foot- 
Freight  Pounds 107,886,750         111,016,500      1,482,654,409  ball  game  in  Berkeley. 


I  Eighteen] 


(October  193  s)  California  Highways  and  Public  Works 


After  a  few  minutes  of  instruction,  Gov- 
ernor Frank  F.  Merriam  took  over  the 
controls,  started  the  motor,  and  piloted 
across  the  San  Francisco-Oakland  Bay 
Bridge  the  first  train  in  history  to  cross 
under  its  own  power  from  Oakland  to  San 
Francisco.  The  Key  System  two-unit 
stream  line  is  shown  with  Governor  Mer- 
riam at  the  throttle  and  below,  shaking 
hands  with  the  Governor  are  railroad 
workers:  (left  to  right)  Martin  Coyne, 
Jolin   Armstead   and   Fred   Welsh. 


California  Hightvays  and  Public  Works  (October  i9}8) 


I  Nineteen  1 


A  Graphic  Presentation  of  the 
Traffic  Safety  Problem 


By  C.  H.  PURCELL,  State  Highway  Engineer 


TRAFFIC  Safety  in  the  broad 
sense  in  which  it  must  be 
treated  by  the  Division  of  High- 
ways signifies  the  safe  and  orderly 
movement  of  traffic  over  an  entire 
highway  system — operating  within  its 
income. 

While  profoundly  concerned  that 
such  movement  shall  be  safeguarded 
against  personal  hazard  to  all  en- 
gaged in  it,  frank  recognition  must  be 
made  of  the  fact  that  "safety"  is  a 
relative  term  and  when  combined 
with  "traffic"  the  subject  immedi- 
ately becomes  greatly  complicated. 
This  problem  in  solution  calls  for  the 
practical  adjustment  of  the  several 
elements,  which  rightfully  demand  full 
consideration  before  a  decision  is  made. 

Any  highway  system  is  perfectly 
safe  when  there  is  no  traffic,  and  like- 
wise perfectly  useless.  Once  traffic  is 
introduced  the  highway  system  is 
never  again  perfectly  safe;  but,  for- 
tunately, we  know  that  increased  use 
does  not  necessarily  bring  relatively 
increased  hazard.  It  is  this  knowledge 
that  gives  reasonableness  to  the  effort 
that  is  being  constantly  put  forth  to 
increase  the  usefulness  to  traffic  of 
the  highway  system  and  at  the  same 
time  to  lessen  the  hazard  of  accident. 

The  ultimate  in  traffic  facilities  so 
far  as  each  individual  is  concerned 
would  provide  complete  freedom  of 
movement;  a  condition,  of  course,  un- 
attainable because  of  the  conflict  of 
interests  among  the  millions  of  indi- 
viduals who  must  be  accommodated 
on  the  system.  Nevertheless,  because 
the  highway  system  becomes  more 
nearly  satisfactory  to  traffic  as  free- 
dom of  movement  with  safety  is  as- 
sured, the  promotion  of  traffic  safety 
must  be  of  a  positive  nature  pri- 
marily, and  negative  only  to  the  ex- 
tent that  adequate  control  demands 
such  measures. 

In  its  broader  aspects  traffic  safety 
comprises  many  other  things  of  im- 
portance in  addition  to  relative  free- 
dom from  danger  to  life  and  limb. 
Safety  also  means  security,  dependa- 


[  Twenty] 


bility.  Complete  interruption  of 
traffic  would  eliminate  all  collisions 
between  vehicles,  but  this  interrup- 
tion would  in  itself  greatly  damage 
traffic  as  such  and  could  lead  directly 
to  great  personal  sufi'ering. 

The  weakening  or  collapse  of  the 
highway  system  in  any  of  its  por- 
tions or  its  essential  functions  could 
be  just  as  definitely  disastrous  to  the 
safe  and  orderly  movement  of  traf- 
fic as  the  failure  through  inadequate 
design,  construction,  or  maintenance 
of  any  particular  physical  part. 

In  order  that  the  maximum  in 
traffic  safety  may  be  obtained  from 
each  highway  dollar  expended,  those 
responsible  for  decision  as  to  its  use 
must  have  before  them  understand- 
able data  covering  those  basic  condi- 
tions which  will  in  general  govern 
any  final  conclusions. 

The  main  factors  that  will  ordi- 
narily weigh  most  heavily  are: 

1.  The  traffic  served. 

2.  The  service  given. 

3.  The  cost  of  service. 

Accurate  knowledge  of  these  three 
factors  is  vitally  essential,  not  alone 
for  the  proper  and  equitable  alloca- 
tion of  maintenance  and  improvement 
funds  but  for  protecting  the  very 
solvency  of  the  system  itself. 

This  information,  to  be  of  practical 
use,  must  be  neither  so  general  as  to 
prevent  the  review  of  each  adminis- 
trative unit  by  section  or  route,  nor 
yet  so  detailed  that  the  major  features 
are  lost  in  the  mass  of  lesser  items. 

In  making  such  a  statement  there 
is  no  intention  to  convey  the  idea  that 
a  general  knowledge  of  these  three 
items  alone  is  sufficient  equipment  for 
the  successful  operation  of  a  highway 
transportation  system.  It  is  simply 
to  emphasize  the  fact  that  reliable  in- 
formation on  these  major  points  must 
always  be  immediately  available  to 
give  or  deny  support  to  proposals 
based  upon  other  factors  purely  local 
or  more  specific  in  character,  and  to 


make  possible  the  orderly  pursuit  of 
proper  and  far  reaching  policies. 

The  type  of  chart  shown  on  the 
adjoining  page  is  an  endeavor  to 
graphically  present  these  major  fac- 
tors in  a  convenient  and  usable 
manner.  It  covers  portions  of  Route 
4  (Golden  State  Highway)  in  Kern 
County. 

Charts  have  been  made  covering 
the  entire  State  highway  system, 
showing  each  legislative  route  by  in- 
dividual administrative  sections  in 
order  of  occurrence  along  the  route 
from  beginning  to  end,  with  spaces 
provided  for  comparative  showing  of 
the  various  factors  over  a  five-year 
period. 

The  traffic  involved  is  indicated 
both  as  to  total  vehicle  mileage  for  the 
entire  year  and  the  peak-hour  traffic 
as  disclosed  during  the  annual  sum- 
mer traffic  census.  The  total  yearly 
traffic  indication  is  contained  in  the 
line  showing  "revenue  per  mile," 
since  one  is  a  derivative  of  the  other, 
each  dollar  of  revenue  representing 
roughly  one  thousand  vehicle  miles  of 
travel. 

The  service  rendered  in  terms  of 
safe  and  orderly  flow  of  traffic  may 
be  judged  by  reviewing  the  traffic 
accident  rates  in  terms  of  concentra- 
tion per  mile  of  highway  and  in  terms 
of  actiTal  hazard  per  million  vehicle 
miles  of  travel.  In  addition,  the  class 
of  service  that  is  being  provided  for 
traffic  at  any  point  may  be  considered 
from  the  basis  of  both  total  and  peak- 
hour  volume  with  relation  to  the 
known  lane  width  of  any  section  or 
route,  and  the  type  of  surfacing  on 
the  traveled  way. 

The  cost  of  service  rendered  to 
traffic  during  any  year  under  con- 
sideration is  shown  in  terms  of  ex- 
penditiires  for  both  General  Mainte- 
nance and  Improved  Service  and  Re- 
placements. It  will  be  noted  that  no 
attempt  has  been  made  to  indicate 
service  costs  that  might  be  chargeable 
to  original  and  subsequent  permanent 
investment.    Any  comparison  on  this 


(October  19}  8)  California  Highways  and  Public  Works 


1937 
21938 
^1939 
1-1940 

1941 


PMG1 


^Foc 


IS 


SURFACE  TYPES 


Concrete 


CO 


Oifed  Portland  Cement  Concrete      OC       h 


Asphaltic  Concrete 
Bituminous  or  Oiled  Macadam 
Plant  Mixed  Gravel 
Road  Mixed  Gravel 
Oiled  Gravel 
Gravel 
Oiled  Earth 
Earth 


ACCIDENTS 

Number  of  Accident!  perMile    I 
Number  of  Accidents  per         I 
Million  Vehicle  Miles 


TRAFFIC 

Maximum  Hourly  Traffic 


MAINTENANCE 
COSTS 

Traveled  Way  Maintenance 
Total  General  Maintenance 
Traveled  Way  Improved  Service 

and  Replacements 
Total  Improved  Service  and 

Replacements 


REVENUE 

Rtvenue  per  Mile 
(Based  on  Annual  Traffic 
Volume  and  Revenue  of 
I'/i  cents  per  gallon  of  gasoline) 


AC     Z    ^ 
BM     ^ 
PMG^    ' 
RMG  o 
OG     <    ' 

^  I    0.5 

OE       I 
E      J— a 


i 


W 


mwT 


THKx 


iii: 


II 


— ,3000- 


^' 


ffi 


m 


m 


m 


ata 


iiliJ 


YEAR  ENDING  JUNt30' 
DtST.-  CO.-  RTE  -SEC, 
LENGTH  IN  MILES 


basis  would  necessarily  be  manifestly 
inequitable  to  traiBe  in  many  respects. 
In  common  with  all  similar  graphic 
aids,  this  remains  simply  an  aid  and 
presupposes  always  that  those  called 


upon  to  make  use  of  it  will  have  at 
their  command  the  vitally  necessary 
intimate  knowledge  of  specific  condi- 
tions, which  can  never  be  reduced  to 
a  point  on  a  chart.    Used  in  this  man- 


I  California  Highways  and  Public  Works  (October  19}  s) 


ner,  it  can  be  of  real  assistance  in 
facilitating  the  review  of  the  many 
traffic  safety  problems  which  are  con- 
stantlj'  being  faced  by  those  respon- 
sible for  their  solution. 

[  Twenty-one  1 


Realignment  of  Coast  Route 
in  Nojoqui  Canyon  Under  Way 


By  J.  C.  ADAMS,  Resident  Ensineer 


FOR  many  years  thei-e  has  been 
a  comparatively  short  section 
of  State  highway,  U.  S.  101, 
south  of  Buellton  in  Santa  Barbara 
County,  which  has  been  badly  in  need 
of  reconstruction.  This  need  has  been 
particularly  evident  since  the  recon- 
struction of  the  Nojoqui  Grade  over 
the  Gaviota  Pass  immediately  south 
of  the  Buellton  section  about  three 
years  ago.  The  increased  speed  pos- 
sible on  the  new  Nojoqui  Grade  as 
compared  with  the  old  highway  made 
the  sharp  curves  and  reversals  in 
alignment  on  the  Buellton  section 
doubly  hazardous  and  the  need  for 
this  improvement  was  also  empha- 
sized by   the   fact  that  the  highway 


being  studded  with  live  oaks  and 
various  native  shrubs,  but  the  point 
of  greatest  beauty  is  about  midwaj^ 
of  the  job  near  a  private  enterprise 
that  utilizes  the  heavily  wooded  sec- 
tion for  camp  and  picnic  grounds. 
Considerable  study  was  given  this 
particular  location  so  as  to  preserve 
the  trees  and  natural  beauties. 

Landscape  engineers  and  architects 
studied  the  proposed  location  in  con- 
siderable detail  with  the  result  that 
the  landscape  suffered  a  minimum  of 
damage. 

Particular  attention  was  paid  to 
preservation  of  trees  and  other  scenic 
attractions  along  the  creek.  Every 
tree  was  located  upon  a  map  and  the 


of  700-foot  radius  or  less  is  decreased 
from  21  to  0  and  those  of  1000-foot 
radius  or  less  from  28  to  5. 

The  minimum  sight  distance  on 
vertical  curves  has  been  increased 
from  340  feet  to  825  feet,  and  the 
maximum  grade  of  the  new  road  is 
4  per  cent  as  compared  with  6.19  per 
cent  of  the  old. 

To  conform  with  present  standards 
of  alignment  it  was  necessary  to 
construct  the  new  roadbed  on  por- 
tions of  the  Nojoqui  Creek  channel 
which  compelled  channel  changes. 
Fill  slopes  adjacent  to  the  channel 
changes  are  protected  by  selected 
rocky  material  from  the  cuts. 

The  center  22  feet  will  be   paved 


north  of  this  section  is  on  compara- 
tively good  alignment. 

The  Buellton  section  joins  the 
northerly  end  of  the  Nojoqui  Grade 
and  extends  northerly  for  2.9  miles 
to  connect  with  a  former  reconstruc- 
tion about  one  mile  south  of  the 
Santa  Ynez  River.  The  only  logical 
location  for  the  new  alignment  was 
down  the  more  or  less  narrow  Nojoqui 
Creek  Canyon,  and  in  order  to  bring 
the  alignment  up  to  a  proper  stand- 
ard it  was  necessary  to  cross  Nojoqui 
Creek  with  four  bridges  on  account 
of  the  very  winding  course  of  that 
stream. 

This  section  of  the  Nojoqui  Creek 
Canyon    is    very    scenic,    the    slopes 


[Twenty- two] 


final  line  was  not  selected  until  after 
intensive  study  in  both  field  and 
office.  As  has  happened  in  other  re- 
locations it  is  believed  that  this 
project  will  present  greater  scenic 
values  after  completion  than  does  the 
present  route  and  without  sacrifice  to 
the  standard  of  construction.  Two 
of  the  four  bridges  were  planned  in 
order  to  prevent  the  unsightly  scars 
which  would  have  resulted  from 
otherwise  necessary  channel  changes. 

NINETEEN  CUEVES  ELIMINATED 

The  new  highway  decreases  the 
number  of  curves  by  19  and  the 
total  delta  from  907  degrees  to 
479  degrees.     The  number  of  curves 


Er\d  of  Project- 
Stotiotx   247*59 

with  Portland  cement  concrete  pave- 
ment 0.75  foot  thick  at  the  edges 
and  0.55  foot  thick  for  the  central  18 
feet. 

Supporting  the  pavement  will  be 
selected  imported  river  borrow  mate- 
rial with  a  minimum  thickness  of 
6  inches  and  extending  li  feet  beyond 
the  pavement  edges. 

Additional  protection  to  the  sub- 
grade  and  pavement  will  be  afforded 
by  a  Grade  "E"  seal  of  asphaltic 
membrane  spread  on  the  subbase. 

Roadmixed  oil  shoulders  of  import- 
ed select  river  material  and  liquid 
asphalt,  SC-2,  and  oil-mixed  berms 
complete  the  roadway  finish. 

Anticipating  heavy  through  traffic 


(October  19}  s)  California  Hightvays  and  Public  Works 


'"^Vi^, 


These  pictures  show  two  bridge  operations  through  the  oak  groves  on   Route  2  near  Buellton  where  every  care 
preserve  the  trees  and  the  natural  scenic  beauty  of  that  section 


ing   taken   to 


New  highway  sector  in   Nojoqui  Valley  with  gradual  grade  and    easier  curves  cuts  out  many  sharp  turns  and  shortens  distance. 


and  heavy  trucking  of  ]irotluce  from 
the  local  Santa  Yuez  andLonipoc  farm- 
ing districts,  a  system  of  detours  was 
designed  and  included  in  the  contract. 
Tlie  detours  are  surfaced  20  feet  wide 
of  oil-mixed  i-iver  gravel.  Connec- 
tions from  the  detours  to  the  existing 
jiortions  of  present  road  provide  a 
two-way  passageway  for  the  con- 
venience of  traffic  outside  tlie  limits 
of  construction. 

TRAFFIC  DETOURS  SEPARATED 

The  idea  of  separated  detour  traffic 
was  followed  throughout  the  length  of 
the  project  with  the  exception  of  a 
short  section  at  La  Vega  Park  where 
a  permanent  scar  to  the  landscape 
would   have    resulted   by    reason    of 


detour  construction.  The  hills  in  this 
section  are  covered  with  oak  trees. 

The  construction  of  four  reinforced 
concrete  bridges  was  included  in  the 
general  contract.  Two  of  these 
bridges  replace  existing  structures 
across  Nojoqui  Creek  and  the  other 
two  are  located  at  La  Vega  Park 
where  the  new  alignment  eliminates 
a  dangerous  "S"  curve  on  the  old 
road. 

Conforming  to  roadside  improve- 
ment standards  all  oak  trees  outside 
limits  of  traveled  way  but  inside  side 
.slope  areas  were  saved.  Wells  were 
constructed  around  the  trunks  of  the 
trees  with  native  rock  to  protect  the 
tree  roots  from  suff'ocation. 

Cut  and  fill  slopes  are  to  be  covered 
with  a  seed  cover  of  local  top  soil  to 


promote  the  growth  of  vegetation. 
California  poppy  seed  will  be  added 
with  the  top  soil  cover  in  an  attempt 
to  start  a  growth  of  tiiese  native 
jierennials  on  the  new  slopes. 

The  Contractor,  C.  0.  Sparks  and 
llundo  Engineering  Company,  start- 
ed operations  in  May  of  this  year. 
The  excavation  j'ardage  has  been 
liandled  mostly  with  13-cubic  yard 
tractor-drawn  carryalls  and  rooters. 
The  grade  work  is  approximately  8.3 
]ier  cent  complete  and  paving  opera- 
tions will  start  during  the  first  week 
in  October.  It  is  anticipated  that  the 
entire  work  will  be  completed  by 
Christmas  of  this  year. 

The  project  is  being  financed  from 
gas  tax  funds  set  up  in  the  current 
budget  for  this  biennium. 


300  Billion  Miles  of  Auto  Travel  Predicted  for  1938 


AMERICA  probably  will  drive 
motor  vehicles  to  a  new  record 
of  300  billion  miles  in  1938, 
according  to  Dr.  L.  I.  Ilewes,  Deputy 
Chief  Engineer,  Bureau  of  Public 
Roads. 

Tiiere  are  many  interesting  facts 
about  highway  transportation  which 
Dr.  Hewes  thinks  people  in  general 
should  know. 

For  example,  he  says  they  .should 
know  that  "the  use  of  highways  has 
increased  about  73  per  cent  in  10 
years,  that  manj-  city  street  patterns 
are  outmoded,  and  that  traffic  in  the 


[Twenty-four] 


larger  metropolitan  areas  of  this 
country  is  becoming  a  dominant 
problem.  They  should  know  that  in 
1937  we  had  4,255,296  motor  trucks, 
with  a  total  of  about  7,200,000  rated 
tons  capacity  and  that  this  tonnage 
capacity  increased  20  per  cent  in  the 
three  preceding  years,  and  now  com- 
pares with  about  105,000,000  tons  of 
existing  freight  car  capacity. 

"It  should  be  understood,"  he 
adds,  "that  city  delivery  and  farm-use 
trucks  are  not  directly  competitive 
with  railroad  freight  business;  that, 
nevertheless,    certain   farm-to-market 


trucking  such  as  for  milk,  live  stock 
and  eggs,  is  taking  railroad  freight 
business ;  that  where  origin-and-desti- 
nation  handling  of  an.y  freight  is  im- 
portant, truck  use  will  continue  to 
increase,  but  that  truck  use  is  con- 
ditioned by  road  congestion,  and  helps  , 
cause  it ;  that  increasing!}'  more  finan- 
cial responsibility  will  be  required 
of  commercial  truck  operators  such 
that  ultimately,  progressively  higher 
licensing  fees  for  trucks  will  carry 
along  legitimate  demands  from  own- 
ers for  better  truck-service  roads,  and 
especially  for  easier  grades." 


(Ociober  19IS)  Caltfomia  Hightvays  and  Public  Works 


Pacific  Electric  Railway  Company 

Los    Angeles,    Calif. 
Editor    California     Highways 
and    Public    Works, 

Sacramento,    California. 

Dear  Sir: 

Should  greatly  appreciate  your  placing 
my  name  on  the  mailing  list  of  "Cali- 
fornia Highways  and  Public  Works"  so 
I  may  receive  this  valuable  publication 
regularly. 

I  find  the  well  prepared  articles  highly 
informative  and  educational,  and  wish  to 
compliment  your  staff  on  maintaining 
such  a  high  standard  of  constructive 
journalism. 

Thanking   you    in    advance,    I    am 

Yours   very  truly, 

L.    H.    APPEL, 

Research    Engineer, 
Pacific   Electric   Railway. 


Mack  International  Motor  Truck 
Corporation 

Sacramento 
California    Highways 
and    Public    Works, 

Sacramento,    California. 

Gentlemen: 

Mr.  C.  G.  Price,  Mgr.  California  Door 
'  Company,  Diamond  Springs,  California, 
/requests  that  his  name  be  placed  on 
your  marling  list  to  receive  publications 
of  "California  Highways  and  Public 
Works."     *      *      * 

We     are     receiving     the     publication     at 
this    office    and    want    to    compliment    you 
upon     the     very     constructive     work     that 
you    are    doing. 
Very  truly  yours, 

W.  V.   MORGAN, 
Mack    International    Motor   Truck    Corp. 


University  of  Idaho 

Moscow 
Editor    California     Highways 
and    Public    Works, 

Sacramento,    California. 

Dear  Sir: 

We  are  writing  to  thank  you  for  your 
courtesy  in  placing  the  University  of 
Idaho  Library  on  your  mailing  list  to 
receive  "California  Highways  and  Public 
Works."  We  are  very  glad  to  receive  it. 
Very    truly    yours, 

AGNES   PETERSON, 
Reference    Librarian. 


San    Francisco,   Calif. 
California     Highways 
and   Public  Works, 

Sacramento,   California. 

Gentlemen : 

While  visiting  my  brother.  Jack  F. 
Silver,  manager  of  the  Martinez  office 
of  the  California  State  Automobile  Asso- 
ciation, I  noticed  the  September  issue  of 
"California   Highways  and   Public  Works." 

This  publication  is  the  most  interesting 
one  I  have  seen,  and  I  will  appreciate 
it  if  you  will  place  my  name  on  your 
mailing    list. 

Thanking  you  for  your  attention  in  this 
matter,    I    am 

Yours    very    truly, 

GEO.  J.   SIVERS, 
1850  Jefferson    Street, 
San   Francisco,  California. 


Revue  Generale  Des  Transports 

par 
Air,   Eau,   Terre 
23    Rue   des   Mathurins,    Paris  8e. 
Messrs.    C.    H.    Purcell 

and   T.   H.   Dennis,   Engineers, 
Department  of  Public  Works, 
Sacramento,  U.  S.  A. 

Gentlemen : 

We  have  the  honor  to  acknowledge 
receipt  of  your  letter  of  the  17th  of 
August  last,  sending  us  illustrated 
articles  for   which    we   thank   you. 

Will  you  oblige  us  by  accepting  a  regular 
exchange  of  your  publication,  "California 
Highways  and  Public  Works,"  for  our 
magazine  "La  Revue  Generale  des  Trans- 
ports?" If  so,  please  send  us  issues  of 
the  months  of  July  and  August. 

The  same  mail  will  bring  you  the  July 
and  August  issues  of  our  publication. 

With  our  thanks  we  beg  you,  gentlemen, 
to   accept   our  kindest   regards. 
HENRI    MACE, 

Director- Editor- in -Chief. 


Yale  University  Bureau  for  Street 
TraflSc  Research 

New    Haven,   Conn. 
Editor    California    Highways 
and    Public    Works, 

Sacramento,   California. 

Dear  Sir: 

On  pages  8  and  9  of  the  June  issue 
of  the  California  Highway  Magazine 
there  Is  an  excellent  series  of  pictures 
dealing  with  the   new  construction   of  the 


Bakersfield  Grapevine  highway,  copies  of 
which  our  bureau  is  anxious  to  have  for 
its   visual   aids   library. 

*  *  *  *  * 

During  the  academic  year  examples 
of  such  construction  are  exceedingly 
helpful  to  our  students,  and  we  would 
appreciate  it  very  much  if  we  might 
obtain  copies  of  these  illustrations.  Be 
assured  that  credit  will  be  given  for  the 
use    of   these    pictures. 

Thanking  you  so  very  much,  I   am 

Sincerely    yours, 

BRYANT    BURKHARD, 

Research    Assistant. 


University  of  California 

Department    of    Economics, 
Berkeley,  California. 

California    Department 
of   Public   Works, 

Sacramento,  California. 

Gentlemen: 

.1  shall  be  glad  to  be  put  on  your  mail- 
ing list  to  receive  copies  of  your  publi- 
cation, "California  Highways  and  Public 
Works." 

The  material  will  be  used  in  connection 
with    University    Instruction. 

I   am,  yours  truly, 

STUART  DAGGETT, 

Professor   of   Transportation. 


The  Atchison,  Topeka  and  Santa  Fe 
Railway  Company 

Los  Angeles,  California, 
California    Highways   and    Public    Works, 
Sacramento, 
California. 

Gentlemen: 

Occasionally  in  the  past  I  have  had  the 
opportunity  of  reading  your  Official 
Journal,  and  I  find  the  publication  to  be 
very   Interesting   and   enlightening. 

I  would  like  very  much  to  receive  a 
copy  regularly,  and  after  reading,  I 
would  like  to  file  them  for  future  refer- 
ence. 

Thanking   you    in    advance,    I    am 

Yours    truly, 
(Signed)    F.    E.    PAINTER, 
Right   of    Way    Agent, 

The    AT&SFRyCo. 


rt'destviiin    (to    passing    moiori.st):    "Hi, 
mister,  I'm  going  your  way." 

Jfotorist :    "So   I    see,   but   I'll    get    tliero 

lii'forc    .vou    do." 


Citlifornia  Hightvays  and  Public  Works  (October  i9}s) 


[Twenty-five  I 


DIVISION  OF 


WATER  RESOURCES 


Wihf^^-fr^^^H'^^ 


OFFICIAL  REPORT 

FOR  THE  MONTH  OF 

September,  1938 

EDWARD  HYAH,  State  Engineer 


FILING  of  applications  for  allot- 
ments from  money  appropriated 
to  the  Emergency  Fund  for  the 
restoration  of  public  property,  levees, 
flood  control  works,  county  roads  and 
bridges,  damaged  by  floods  of  the 
1937-38  winter  season  throughout  the 
State,  has  continued.  Investigations 
of  these  applications  have  been  or  are 
being  made  and  163  reports  and 
recommendations  have  been  prepared 
by  the  Division  of  Water  Resources 
and  State  Reclamation  Board  and 
submitted  to  the  Director  of  Finance. 
Governor  Frank  F.  ]\Ierriam  has  ap- 
proved allocations  totalling  $3,743,- 
700  for  flood  damage  repair  work 
covered  by  these  reports.  The  Di- 
vision of  Water  Resources  is  per- 
forming some  of  the  work  for  which 
these  allocations  were  made  and  other 
work  is  being  done  by  the  applicants 
under  contract  entered  into  with  the 
Department  of  Public  Works. 

Plans  and  specifications  for  all 
work  being  done  under  contract  are 
checked  and  approved  by  the  Division 
of  Water  Resources  before  work  is 
commenced  and  all  work  supervised 
and  inspected  b.y  representatives  of 
the  division.  There  are  now  in  force 
105  contracts  for  work  which  will 
cost  $2,955,000.  Several  projects  have 
been  completed  but  most  of  them  are 
still  under  construction  or  ready  for 
the  beginning  of  construction. 


SACRAMENTO-SAN   JOAQUIN 
WATER  SUPERVISION 


The  rice  fields  are  rapidly  being  drained 
and  in  a  few  instance.s  the  harvesting  of 
the  crop  is  under  way.  Harvesting  of  sugar 
beets  is  in  full  swing.  Some  water  is  still 
being  applied  to  beans.  This  season  there 
was  in  excess  of  100,000  acres  of  rice 
irrigated  from  the  streams  and  returned  flow 
channels  in  the  Sacramento  Valley.  In  the 
same  area  there  were  irrigated  also  about 
240,000  acres  of  general  crops. 

The  flow  of  the  Sacramento  River  at  Sac- 
ramento is  gradually  increasing  and  by  the 
end  of  this  month  will  show  a  marked 
increase    in    flow.      The   lowest    flow   in    the 


[Twenty-six] 


Sacramento  River  occurred  near  the  end  of 
August  when  the  discharge  dropped  to  about 
4200  cubic  feet  per  second.  The  flow  of 
September  24th  was  about  6700  cubic  feet 
per  second.  The  flow  of  the  San  Joaquin 
River  near  the  end  of  August  was  2500 
cubic  feet  per  second  and  on  September  24tb 
was  about  2200  cubic  feet  per  second. 


IRRIGATION    DISTRICTS 


Merced  Irrigation  District  has  requested 
approval  of  a  project  involving  the  concrete 
lining  of  eleven  miles  of  main  canal  and 
the  replacement  of  necessary  bridges,  struc- 
tures and  gates  along  the  sections  improved. 
The  estimated  cost  of  the  work  is  $105,8.58. 
It  will  be  financed  by  a  grant  of  $47,630 
from  P.  W.  A.  and  the  expenditure  of 
$58,222  from  district  funds  derived  from 
power  revenue.  Only  a  small  percentage 
of  the  1200  miles  of  canals  within  the  dis- 
trict have  been  concrete  lined,  but  this  im- 
provement will  be  carried  on  as  funds  for 
the  purpose  are  made  available. 


SUPERVISION  OF  DAMS 


In  view  of  the  large  amount  of  carry-over 
storage  that  will  exist  this  season  every 
effort  is  being  made  to  put  all  dam  structures 
into  such  an  operating  condition  that  exces- 
sive run-off  may  be  eared  for. 

Construction  is  being  actively  pursued  on 
North  Fork.  Suttenfield,  Charles  Lee  Tilden 
Park  and  Mad  River  Dams  in  order  that 
they  may  be  completed  before  the  coming 
winter  season. 


WATER   RIGHTS 


Forty-two  applications  to  appropriate  were 
received  during  August;  4  applications  were 
denied  and  23  were  approved.  In  the  same 
period  4  permits  were  revoked  and  rights 
were  confirmed  under  4  permits  by  the  is- 
suance of  licenses.  Inspections  preliminary 
to  the  issuance  of  license  or  revocation  of 
permits  were  made  during  the  past  month 
in  the  Sacramento  Valley. 


COOPERATIVE    FLOOD   CONTROL 


The  Division  of  Water  Resources  has 
continued  studies  in  cooperation  with  the 
T'.  S.  Departments  of  War  and  Agriculture 
for  the  formulation  of  a  coordinated  state- 
wide plan  of  flood  control  for  the  State  of 


California.  Conferences  between  state 
agencies  have  been  arranged  in  order  to  work 
out  a  program  for  the  harmonization  of  the 
plans  of  the  interested  agencies. 


FLOOD  CONTROL  AND  RECLA- 
MATION 


Routine  maintenance  on  the  flood  control 
project  has  been  carried  on  during  this 
period,  in  preparation  for  high  water  this 
winter. 

Application  has  been  made  for  a  P.  W.  A. 
grant  of  approximately  $80,000  for  project 
maintenance  repair  work  on  the  Sacramento 
flood  control  project,  under  which  a  total  of 
$182,000  will  be  spent  if  the  application 
is  granted.  This  work  includes  cleaning 
and  improving  canals,  construction  of  bridges 
in  the  by-pass,  repairing  wave  wash  damage 
on  the  east  levee  of  the  Sutter  By-pass, 
gravelling  roads  on  top  of  levees,  and  repair 
of  incidental  flood  damage. 

Relief  Labor  Work 

An  average  of  85  relief  laborers  have  been 
employed  in  cleaning  in  the  Feather  River 
overflow  channel  during  this  period.  Begin- 
ning in  one  week,  50  additional  laborers  will 
be  employed  in  the  Sutter  By-pass  from  the 
S.   R.   A.   transient  camp  in   Sutter  Basin. 

Approval  is  expected  of  a  W.  P.  A.  appli- 
cation which  was  made  to  cover  flood  con- 
trol work  in  District  No.  2,  containing  the 
valley  counties  from  the  Delta  north  to 
Trinity  County.  This  will  permit  the  clear- 
ing of  numerous  flood  channels. 

Russian  River  Projects 

Plans  are  under  wa.v  for  additional  work 
on  the  Russian  River  Jetty  with  funds  con- 
tributed by  the  Fish  and  Game  Commission, 
County  of  Sonoma  and  County  of  Mendo- 
cino, totalling  $.55. .500.  An  application  has 
been  made  for  a  P.  W.  A.  grant  of  $45,000 
which,  if  allowed,  will  permit  an  expenditure 
of  $100,000. 


CENTRAL  VALLEY   PROJECT 


Engineering  studies  in  connection  with  the 
Central  Valley  Project  have  been  continued 
under  a  cooperative  agreement  with  the 
U.  S.  Bureau  of  Reclamation,  with  the 
Division  of  Water  Resources  representing 
the  Water  Project  Authority  of  the  State 
of  California. 

Negotiations  have  been  continued  with  the 
public  utility  companies  for  the  relocation 
of  power  and  communication  facilities. 


(October  19} s)  California  Hightvays  and  Public  Works 


CONTRA  COSTA  COUNTY— Two  un- 
dergrade crossings  to  be  constructed  under 
the  tracks  of  Sacramento  Northern  Railway 
and  under  a  county  road  at  Ohmer  Station 
and  about  0.15  mile  of  roadway  to  be  paved 
with  Portland  cement  concrete.  District 
IV,  Route  106,  Section  C.  Union  Paving 
Co.,  San  Francisco,  $44,461 ;  D.  W.  Nichol- 
son, Oakland,  $45,714;  R.  G.  Clifford,  San 
Francisco,  $47,173 ;  Heafey-Moore  Co.  & 
Frederickson  &  Watson  Construction  Co., 
Oakland,  $47,877;  P.  J.  Walker  Company, 
San  Francisco,  $47,942 ;  E.  T.  Lesure,  Oak- 
land, $58,492.  Contract  awarded  to  Macco 
ConstrucUon  Co.,  Clearwater,  $40,829.80. 

CONTRA  COSTA  COUNTY— A  rein- 
forced concrete  slab  overhead  crossing  over 
the  tracks  of  the  A.  T.  &  S.  F.  Railway  Co. 
at  Pinole,  consisting  of  11  thirty-four  foot 
spans  and  two  25-foot  6-inch  spans  on  rein- 
forced concrete  bents  and  abutments  and  ap- 
proximately 0.4  mile  of  approaches  to  be 
constructed.  District  IV,  Route  14,  Section 
Pin.,  Her.  Macco  Construction  Co.,  Clear- 
water, $97,133 ;  Heatey-Moore  Co.,  Fred- 
rickson  &  Watson  Construction  Co.,  Oakland, 
$92,184 ;  Chas.  L.  Harney,  San  Francisco, 
$101,779;  Eaton  &  Smith,  San  Francisco, 
$102.431 ;  Bates  &  Rogers  Construction 
Corp.,  Oakland,  $104,027;  B.  A.  Howkins 
&  Co.,  San  Francisco,  $110,141 ;  R.  G.  Clif- 
ford, San  Francisco,  $110,427;  Williams 
Bros.  &  Hass,  Inc.,  &  P.  J.  Walker  Co., 
San  Francisco,  $114,374.  Contract  awarded 
to  Union  Paving  Co.,  San  Francisco,  $86,- 
263.50. 

CONTRA  COSTA  COUNTY— Aci-oss  the 
west  branch  of  San  Pablo  Cteek,  about  five 
miles  west  of  Lafayette,  a  reinforced  con- 
crete arch  culvert  to  be  repaired.  District 
IV,  Route  75,  Section  A.  C.  C.  Gildersleeve, 
Berkeley,  $4,711;  L.  O.  Seidel,  Onkland, 
$4,357;  Palo  Alto  Road  Materin;,-,  C<j..  Palo 
Alto,  $5,387 ;  R.  G.  Clifford,  :  n  Francisco, 
$5,424.  Contract  awarded  '•>  S.  H.  Von 
Gelder,  San  Francisco,  $3,753.08. 

HUMBOLDT  COUNTY— Across  Bridge 
Creek,  about  19  miles  north  of  Garberville, 
a  reinforced  concrete  slab  and  girder  bridge, 
consisting  of  five  24-foot  spans  on  concrete 
pile  bents  and  one  40-foot  span  on  concrete 
bents  with  spread  footings  to  be  constructed 
about  0.15  mile  to  be  graded  and  .surfaced 
with  plant-mixed  surfacing.  District  I, 
Route  1,  Section  O.  Robert  McCarthy,  San 
Francisco,  $39,658.  Contract  awarded  to 
E.  E.  Smith,  Eureka,  .$31,604. 

HUMBOLDT  COUNTY— Between  Ben- 
bows  and  one  mile  north  of  Dean  Creek, 
about  0.4  mile  to  be  graded  and  surfaced 
with  road-mix  surfacing.  District  I,  Route 
1,  Sections  A,  B.  Hemstreet  &  Bell,  Marys- 
villc,  $85,  ,502;  N.  M.  Ball  Sons,  Berkeley, 
$89,,850;  Claude  O.  Wood,  Lodi,  $92,699; 
M.  J.  Ruddy,  Modesto,  .$99,983.  Contract 
awarded  to  Poulos  &  McEwen,  Sacramento, 
•S84.635.20. 

HUMBOLDT  COUNTY— Reinforced  con- 
crcle  bridge  at  Whittemore  Grove  State 
Park,  District  I.  Scheumann  &  Johnson. 
Eureka.  $11,972;  Fred  .7.  Maurer  &  Son, 
Eureka,  $13,0.36;  E.  E.  Smith.  Eureka, 
•Sn.S.W.  Contract  awarded  to  Claude  C. 
Wood.  Lodi,  $10,572. 

HUMBOLDT  COUNTY— Across  Old 
River,  about  two  miles  south  of  Fernbridge, 
a  reinforced  concrete  bridge  to  be  repaired. 
District    I,    Route    58,    Section    A.      V.    R. 


Scheunian  and  C.  II.  .lohnson.  Eureka. 
$8,925.  Contract  awarded  to  Ernest  B. 
Smith,  Eureka,  $8,895. 

LAKE  COUNTY— Between  Le  Trianon 
and  Scotts  Valley  road,  about  2.1  mUes  to 
be  graded  and  surfaced  with  untreated 
crushed  gravel  or  stone  and  seal  coat  applied. 
District  I,  Route  15,  Section  A.  Hemstreet 
and  Bell,  Marysville,  $78,390;  Fredericksen 
&  Westbrook,  Lower  Lake,  $79,204;  N.  M. 
Ball  Sons,  Berkeley,  $81,937;  Poulos  & 
McEwen,  Sacramento,  $84,070 ;  Larsen  Bros. 
&  Harms  Bros.,  Sacramento,  $89,621;  J.  R. 
Reeves,  Sacramento,  $106,493.  Contract 
awarded  to  J.  L.  Cornier  &  Sons,  Monterey, 
$69,456..50. 

LOS  ANGELES  COUNTY- Overhead 
crossing  over  the  tracks  of  Soutliern  Pacific 
Co.  on  Daly  Street  at  Alhambra  Avenue. 
District  VII.  Route  4,  Section  L.  A.  Gib- 
bous &  Reed  Co.,  Burbank,  $42,230;  Dim- 
mitt  &  Taylor,  Los  Angeles,  $39,846;  The 
Contracting  Engineers  Co.,  Los  Angeles,  $42,- 
765 ;  Carlo  Bongiovanni,  Los  Angeles,  $40,- 
317;  Baruch  Corporation,  Los  Angeles,  $40,- 
220;  W.  E.  Robertson,  Los  Angeles,  $37,481; 
Fred  E.  Potts  Co.,  Lo.s  Angeles,  .$37,239; 
J.  S.  Metzger  &  Son,  Los  Angeles,  $38,.500; 
Crow  Bros.  Construction  Co.,  Los  Angeles, 
.$.36,415.  Contract  awarded  to  J.  E.  Had- 
dock, Ltd.,  Pasadena,  $35,808.06. 

LOS  ANGELES  COUNTY— Near  Saugus. 
about  2.9  miles  bank  protection  fence  to  be 
constructed.  District  VII,  Route  23,  Sec- 
tion H.  A.  Dimmitt  &  Taylor,  Los  Angele's, 
$22,283  ;  Bverts  &  Dunn,  Los  Angeles,  .$24.- 
020;  Gi'O.  J.  Bock  Co.,  Los  Angeles,  .$24,202; 
Gibbons  and  Reed  Co..  Burbank,  .$29,.378. 
Contract  awarded  to  Griffith  Co.,  Los  Ange- 
les, $18,535. 

DISTRICT  III,  various  locations,  about 
663  miles  of  traffic  stripe  to  be  applied. 
Awarded  to  Al  W.  Simmonds,  Sacramento, 
.$3,178. 

LOS  ANGELES  COUNTY— Between  1.5 
miles  north  of  Azusa  and  San  Gabriel  River 
bridge,  about  0.7  mile  to  be  graded  and 
surfaced  with  plant  mixed  surfacing.  Dis- 
trict VII,  Route  62,  Section  A.  R.  L. 
Oakley,  Pasadena,  $1.37,813;  Claude  Fisher 
Co.,  Los  Angele-s,  $170,5.33;  Basich  Bros., 
Torrance,  $143,260:  Oswald  Bros..  Los  An- 
geles, .$80,670 ;  Warren  Southwest,  Inc.,  Los 
Angeles,  .$220,936:  Shannahan  Bros.,  Hunt- 
ington Park,  $156,181  ;  United  Concrete 
Pipe  Corp.,  I^s  Angeles,  $89.7.50;  W.  E. 
Hall  &  A.  S.  Vinnell  Co..  Alhambra,  $170,- 
145.  Contract  awarded  to  Lewis  Construc- 
tion Co.,  Los  Angeles,  $64,237.00. 

LOS  ANGELES  COUNTY— On  Ramoua 
Blvd.  near  L.  A.  County  Sheriffs  Pistol 
Range,  about  0.10  mile  in  length,  drainage 
structures  and  Poilland  cement  concrete 
pavement  to  be  constructed  on  portions. 
District  VII,  Route  26,  Section  D.  R.  H. 
Travers.  Los  Angeles,  $32,167 :  C.  O.  Sparks 
&  Mundo  Engineering  Co.,  Los  Angeles, 
.$36,191 :  J.  S.  Metzger  &  Son,  Los  Angeles, 
$28,935;  Dimmitt  &  Taylor.  Los  Angeles, 
$2.5,689  ;  Oberg  Bros.,  Los  Angeles,  .$20,619  ; 
Geo.  J.  Bock  Co.,  Los  Angeles,  $27,891; 
Claude  Fisher  Co.,  Los  Angeles,  .$2C),829 ; 
J.  E.  Haddock,  Ltd.,  Pa.sadena.  $29,099; 
Edward  Green,  Los  Angeles,  $33,828;  Nick 
Perscallo,    Los    Angeles,    $32,551;    Oswald 


Bros.,  Los  Angeles,  $28,170;  Rodich  and 
Brown,  Burbank,  $32,265;  Tomei  Construc- 
tion Co.,  Van  Nuys,  $26,970;  Contracting 
Engineers  Co.,  Los  Angeles,  $27,430 ;  United 
Concrete  Pipe  Corp.,  Los  Angeles,  $27,641 ; 
C.  F.  Robbins,  Los  Angeles,  $27,077.  Con- 
tract awarded  to  G.  O.  Gartz,  Los  Angeles, 
$23,676.90. 

MENDOCINO  COUNTY— Between  0.3 
mile  north  of  Sonoma  County  line  and  Squaw 
Rock,  about  0.2  mile  to  be  graded  and  sur- 
faced with  plant-mixed  surfacing.  District 
I,  Route  1,  Section  L.  N.  M.  Ball  Sons, 
Berkeley,  $37,061 ;  Hemstreet  &  Bell,  Mai^s- 
ville,  $40,743 ;  Pacific  States  Construction 
Co.,  San  Francisco,  $47,645.  Contract 
awarded  to  Hanrahan  Company,  Redwood 
City,  $33,899.70. 

NEVADA  AND  PLACER  COUNTIES— 
Between  Indian  Springs  and  one  mile  east 
of  Rainbow  Tavern,  7  separate  portions  of 
consti'uction  totaling  about  0.9  mile,  con- 
sisting of  0.3  mile  to  be  graded  and  road- 
mix  surface  treatment  applied  thereto,  and 
channel  changes  and  rip-rap  to  b<'  con- 
structed. District  HI,  Route  37,  Section 
A,  F.  Fredericksen  &  Westbrook,  Lower 
Lake,  .$47,355;  Independent  Construction 
Co.,  Ltd.,  Oakland,  .$49,504;  Pacific  States 
Construction  Co.,  San  Francisco,  $51,330. 
Contract  awarded  to  Lee  J.  Immel,  Berke- 
ley, .$47,291. 

PLACER  COUNTY— Approaches  to  Col- 
fax grade  separation,  about  1.2  miles  in 
length  to  be  graded  and  surfaced  with  jJant- 
mixetl  surfacing  on  crusher  run  base.  Dis- 
trict III,  Route  37,  Section  B,  Cfx,  C. 
Hemstreet  and  BeU,  MarysviUe,  $50,179 ; 
Mountain  Construction  Co.,  Sacramento, 
$50,853;  Pacific  States  Construction  Co., 
San  Francisco,  $51,302;  Independent  Con- 
struction Ck).,  Ltd.,  Oakland,  $52,065;  M.  J. 
Ruddy,  Modesto,  $59,291.  Contract  awarded 
to  Piazza  and  Huntley,  San  Jose,  $46,491.80. 

RIVERSIDE  COUNTY— Across  middle 
fork  of  San  Timoteo  Creek,  about  one  mile 
northwest  of  Beaumont.  A  reinforced  con- 
crete slab  bridge  c-onsisting  of  three  22-foot 
span.s  and  two  17-foot  6-inch  spans  on  con- 
crete bents  and  abutments  with  steel  pile 
foundations  to  be  constructed  and  0.8  mile 
to  be  graded  and  surfaced  with  plant-mixed 
surfacing.  District  VIII,  Route  26,  Sec- 
tion A.  Oswald  Bros.,  Los  Angeles,  $33,- 
982 :  United  Concrete  Pipe  Corp.,  Los 
Angeles.  $38,150.  Contract  awarded  to 
Byerts  &  Dunn,  Los  Angeles,  $28,142.,50. 

RIVERSIDE  COUNTY— At  Whitewater 
River  Bridge,  an  earth  dike  to  be  constructed 
and  protected  with  slope  paving.  District 
VIII.  Route  26,  Section  D.  W.  R.  Shriver, 
Los  Angeles,  $14,567:  R.  E.  Hazard  &  Sons. 
San  Diego.  $17,918;  C.  G.  Willis  &  Sons 
&  Ch;is.  G.  Willis,  Los  Angeles,  $16,0.52; 
Dimmitt  &  Taylor,  Los  Angeles,  .$12,375; 
S.  E.  Edmonson  &  Sons,  Ijos  Angeles, 
$20..563 :  W.  E.  Robertson,  Los  Angeles, 
$14.099 ;  J.  S.  Metzger  &  Son,  Los  Angeles, 
$17.r!60;  Oswald  Bros..  Los  Angeles,  $12.- 
5.57.  Contract  awai-ded  to  United  Concrete 
Pipe  Co.,  Los  Angeles,  $12,207.50. 

SACRAJIENTO  COUNTY— An  under- 
grade crossing  under  the  tracks  of  the 
Southern  Pacific  Railroad  about  4  miles 
northeast  of  Ben  Ali  Station  and  about  0.2 
mile   of   roadway    to   be   graded   and   paved 


California  Highways  and  Public  Works  (October  i9}s) 


I  T'wenty-seven  ] 


with    Portland    cement    concrete.       District 

III,  Feeder  road.  Azevedo  Construction 
Co..  Sacramento,  $82,406:  J.  R.  Reeves, 
Sacramento,  $83,593  ;  Holdener  Construction 
Co..  Sacramento,  $84,900.  Contract  awarded 
to  Campbell  Construction  Co.,  Sacramento, 
.$77,011.80. 

SAN  BENITO  COUNTY— Between  Pai- 
cines  and  Tres  Pinos.  about  0.8  mile  slope 
protection  to  be  constructed.  District  V, 
Route  119,  Section  E.  Lee  .1.  Immel,  Berke- 
ley, $18,304:  Independent  Construction  Co., 
Oakland.  $18,600;  N.  M.  Ball  Sons.  Berke- 
ley. $18,792:  E.  T.  Lesure,  Oakland,  $19,- 
110;  L.  C.  Seidel,  Oakland,  .$20,160:  F. 
Kaus,  Stockton,  $22,6&S :  Granite  Construc- 
tion Co.,  Watsonyille,  $22,737:  A'alley  Con- 
struction Co.,  San  Jose,  .$26,640.  Contract 
awarded  to  Piazza  and  Huntley,  San  Jose, 
$17,640, 

SAN  DIEGO  COUNTY— Between  Oakley 
Ave.  in  La  Mesa  and  Grossmont,  about  2.1 
miles  to  be  graded  and  portions  to  be  paved 
with  Portland  cement  concrete  and  plant- 
mixed  surfacing.  District  XI,  Route  12. 
Section  L.Msa.B.  Claude  Fisher  Co.,  Ltd., 
Los  Angeles,  ,$212.944 ;  David  H.  Rvan,  San 
Diego,  $233,251 ;  N.  M.  Ball  &  Sons  &  H.  E. 
Parker,  Berkeley,  $179,643:  V.  R.  Dennis 
Construction  Co.,  San  Diego,  $192,335; 
Daley  Corp.,  San  Diego,  $172.4.50:  Crow 
Bros.  Con.struction  Co.,  Los  Angeles,  $175,- 
679 :  Macco  Construction  and  R.  E.  Hazard 
&  Sons,  Clearwater,  $180,657;  Predericksen 
&  Westbrook,  Lower  Lake,  $178,722; 
Basich  Bros..  Los  Angeles,  $197,993.  Con- 
tract awarded  to  Griffith  Co.,  Los  Angeles, 
$162.9.30.30. 

SAN  DIEGO-IMPERIAL  COUNTIES— 
Betvpeen  Boulder  Park  and  Mountain 
Springs,  about  2.6  miles  to  be  graded  and 
road -mix  surface  treatment  applied.  Dis- 
trict XI.  Route  12,  .Section  H.A.  Jahn  & 
Bressi  Construction  Co.,  Ix)s  Angeles,  $330,- 
551 :  Claude  Fisher  Co.,  Ltd.,  Los  Angeles, 
.$284,429;  Daley  Corp.,  San  Diego,  $2.54,- 
756:  Sharp  &  Fellows  Contracting  Co.,  lios 
Angeles,  ,$269,244  ;  V.  R.  Dennis  Contracting 
Co..  San  Diego.  $299,942;  Oswald  Bros., 
Los  Angeles.  $249,5.59;  Griffith  Co.,  Los 
Angeles,  $284,293:  R.  E.  Hazard  &  Sons 
and  R.  A.  Bell,  San  Diego,  $259,611.  Con 
tract  awarded  to  A.  S.  Vinnell  Co.,  Alham- 
bra.  $237,962. 

SAN  FRANCISCO— Between  Lake  Street 
and  Golden  Gate  Bridge  approach  in  the  city 
of  San  Francisco,  about  2.1  miles  to  be 
graded  including  about  1300  feet  of  i-ein- 
forced  concrete  tunnel  construction.     District 

IV,  Route  .56.  Section  S.  F.  Fredericksen 
&  Westbrook,  Lower  Lake,  $750,315;  Clin- 
ton Construction  Co.,  San  FrancLsco,  $711,- 
274 ;  Eaton  and  Smith,  San  Francisco, 
.$685,755:  Bates  &  Rogers  Construction 
Corp.,  Oakland,  $753,.599 ;  R.  G.  Clifford, 
San  Francisco,  $817,763;  MacDonald  & 
Kahn  Co.,  Ltd.,  San  Francisco,  $&43,781  ; 
(Jeorge  Pollock  Co.,  Sacramento.  $774,466; 
David  H.  Ryan,  San  Diego,  ,$665,061 ;  Bar- 
rett &  Hilp  and  Chas.  T.  Harney,  San 
Francisco,  $763,833 :  Union  Paving  Co.,  San 
Francisco,  .$657,626;  Heafey-Moore  Co., 
Frederickson  &  Watson  Construction  Co., 
Oakland,  $645,810..  Contract  awarded  to 
Macco  Construction  Co.,  Clearwater, 
$593,042. 

SAN  JOAQUIN  COUNTY— On  Moseley 
road  between  Terminous  road  and  Peltier 
road,  about  4.4  miles  to  be  graded  and  sur- 
faced with  untreated  crushed  gravel  or  stone. 
District   X,  feeder  road.     Claude  O.  Wood, 


3n  Mpmoriam 

JOHN  EDGAR  STEWART 

John  Edgar  Stewart,  assistant 
highway  engineer  in  Central  Office, 
Division  of  Highways,  passed  away 
at  his  home  in  Sacramento  on  Sep- 
tember 24th  after  an  illness  of  sev- 
eral   months. 

Mr.  Stewart  was  born  in  Virginia, 
October  7,  1878.  He  received  his 
engineering  education  in  Iowa  State 
College,  graduating  in  1902  with  a 
degree  in  civil  engineering.  Subse- 
quent to  his  graduation  he  was 
employed  for  a  period  of  three  years 
as  instructor  in  civil  engineering 
in    the    Iowa    State    College. 

From  1906  to  1913  Mr.  Stewart 
worked  in  gauging  and  comput- 
ing stream  flows  for  the  United 
States  Geological  Survey,  after 
which  he  accepted  a  position  with 
the  Southern  Pacific  Railroad  as 
an    instrument   man. 

Mr.  Stewart  entered  the  employ 
of  the  Division  of  Highways  in 
1916  and  remained  in  the  highway 
service  until  his  death.  For  many 
years  he  was  associated  with  the 
staff  of  District  III  in  charge  of 
office    projection    and    grade    design. 

Since  1933  he  has  been  employed 
on  the  central  office  staff,  much  of 
his  work  having  to  do  with  Federal 
Aid    projects. 

The  many  friends  who  have  been 
associated  with  John  Stewart  dur- 
ing his  twenty-two  years  with  the 
Division  of  Highways  deeply  regret 
his    passing. 


Lodi,  $31,831 ;  Louis  Biasotti  &  Son,  Stock- 
ton, $34,107 ;  Piazza  and  Huntley,  San  Jose, 
$35,697;  J.  R.  Reeves,  Sacramento,  $39,- 
168 :  A.  Teichert  &  Son,  Inc.,  Sacramento, 
$42,914.  Contract  awarded  to  N.  M.  Ball 
Sons,  Berkeley,  $30,416. 

SAN  LUIS  OBISPO  AND  SANTA 
BARBARA  COUNTIES— About  35  miles 
east  of  Santa  Maria,  timber  bridge  across 
Cuyama  River  to  be  reconstructtd.  and  west 
approach  to  be  graded  and  surfaced  witji 
plant-mixed  surfacing.  District  V,  Route  57, 
Section  B.  Thorsteu  and  Dahl,  Los  Angeles, 
$10,&15;  S.  A.  Cummings,  San  Diego,  $14,- 
428.  Contract  awarded  to  E.  G.  Perham, 
Los  Angeles,  $10,320. 

SANTA  CRUZ  COUNTY— At  Two  Bar 
Creek,  about  one  mile  north  of  Boulder 
Creek,  a  multiplate  corrugated  metal  pipe 
culvert  to  be  installed  and  about  0.2  mile 
of  roadway  graded  and  surfaced,  crusher 
run  base  and  armor  coat.  District  IV, 
Route  116,  Section  B.  Granite  Construc- 
tion Company,  Ltd.,  Watsonville,  $15,691 ; 
L.  O.  Seidel,  Oakland,  $15,843;  R.  G.  Clif- 
ford, San  Francisco,  $16,853 ;  L.  C.  Karstedt, 
Watsonville.  $17,969.  Contract  awarded  to 
Peerless  Welding  Co.,  San  Francisco, 
$13,810. 

SIERRA  COUNTY— At  Downieville, 
across  the  north  fork  of  north  fork  of  Yuba 
River,  a  bridge  consisting  of  one  120-foot 
steel  trtiss  span  on  concrete  piers  and  two 
49-foot  concrete  girder  spans  on  concrete 
bents  and  approaches  about  0.5  mile  to  be 
graded,  surfaced  witi  uiitreated  crashed 
gravel    or    stone.      District    III,    Route    25, 


Los  Gatos-Santa  Cruz 
Project 

(Continued  from  page  13) 

ing  750,000  station  yards  additional 
to  that  given  hereinbefore.  Cut 
slopes  have  been  designed  with  a  view 
to  slide  prevention  as  far  as  is  rea- 
sonable within  the  restraints  of  econ- 
omy and  good  judgment.  However, 
some  slides  have  already  occurred, 
others  will.  These  slides  are  of  the 
fall  rather  than  the  creeping  type, 
and  are  due  to  weak,  soft  shale  forma- 
tion rather  than  unfavorable  position 
of  bedding  planes. 

The  project  is  being  carried  on  to 
completion  by  Colonel  John  H. 
Skeggs,  District  Engineer  of  District 
IV.  The  heavy  excavation  is  being 
done  by  Heafey-Moore  Co.  and  Fred- 
riokson- Watson  Company,  the  con- 
tractor. A.  M.  Walsh  is  Resident 
Engineer  for  the  Division  of  High- 
ways. 


U.  S.  Funds  To  Build  Super-Highway 

The  Federal  Government  is  supply- 
ing all  of  the  money  to  build  a  162 
mile  toll  super-highway  between 
Harrisburg  and  Pittsburgh,  Pennsyl- 
vania, costing  $58,000,000.  Of  this 
huge  sum,  $26,000,000  will  be  a  direct 
grant  from  the  Public  Works  Admin- 
istration and  $32,000,000  a  loan  from 
the  Reconstruction  Finance  Corpora- 
tion. 

This  super-highway,  the  first  of  its 
kind  undertaken  in  the  United 
States,  will  be  a  four-lane  road  fol- 
lowing the  roadbed  of  the  South 
Penn  Railroad,  begun  as  a  rival  to 
the  Pennsylvania  Railroad  between 
Harrisburg  and  Pittsburgh  many 
years  ago,  but  never  finished. 

Construction  will  be  under  the  di- 
rection of  the  Pennsylvania  Turn- 
pike Commission. — Highway  High- 
lights. 


Sections  A,  B.    Paul  J.  Tyler,  $99,666.     Bid 
rejected — too  high. 

SISKIYOU  COUNTY— Between  Calla- 
han and  Fort  Jones,  about  5.6  miles  road- 
mix  surfacing  to  be  placed  and  penetration 
oil  treatment  and  seal  coat  to  be  applied. 
District  II,  Feeder  road.  Hemstreet  and 
Bell,  Marysville,  $17,887;  A.  Soda  and  Son,  , 
Oakland,  $21,125.  CAjntraet  awarded  to 
Garcia  Construction  Co.,  Irvington,  $14,- 
356.25. 


"And  this  Is  your  bump  of  curiosity." 
"Right,  Professor.     I  got  that  by  sticking 
my  head  in  the  elevator  shaft  to  see  if  the 
elevator    was    going    up.     It    was    coming 
down." 


[Twenty-eight] 


(October  1938)  California  Hightvays  and  Public  Works 


STATE  OF  CALIFORNIA 


Department  of  Public  Works 

Headquarters:   Public  Works  Building,  Twelfth  and  N  Streets,  Sacramento 


FRANK  F.  MERRIAM Governor  EARL  LEE  KELLY Director 

HARRY  A.  HOPKINS Assistant  Director  EDWARD  J.  NERON Deputy  Director 


CALIFORNIA  HIGHWAY  COMMISSION 


H.  R.  JUDAH,  Chairman,  Santa  Cruz 

PHILIP  A.  STANTON,  Anaheim 

PAUL  G.  JASPER,  Fortuna 

WILLIAM  T.  HART,  Carlsbad 

ROBERT  S.  RBDINGTON,  Los  Angeles 

JULIEN  D.  ROUSSEL,  Secretary 


DIVISION  OF  HIGHWAYS 


C.  H.  PURCELL,  State  Highway  Engineer 

G.  T.  McCOT,  Assistant  State  Highway  Engineer 

J.  G.  STANDLEY,  Principal  Assistant  Engineer 

R.  H.  WILSON,  Office  Engineer 

T.  E.  STANTON,  Materials  and  Research  Engineer 

FRED  J.  GRUMM,  Engineer  of  Surveys  and  Plans 

R.  M.  GILLIS,  Construction  Engineer 

T.  H.  DENNIS,  Maintenance  Engineer 

F.  W.  PANHORST,  Bridge  Engineer 

V.  CAMPBELL,  Engineer  of  City  and  Cooperative  Projects 

R.  H.  STALNAKER,  Equipment  Engineer 

J.  W.  VICKRET,  Safety  Engineer 

E.  R.  HIGGINS,  Comptroller 

DISTRICT  ENGINEERS 

E.  R.  GREEN  (Acting),  District  I,  Eureka 

F.  W.  HASELWOOD,  District  II,  Redding 
CHARLES  H.  WHITMORE,  District  III,  Marysville 

JNO.  H.  SKEGGS,  District  IV,  San  Francisco 

L.  H.  GIBSON,  District  V,  San  Luis  Obispo 

E.  T.  SCOTT  (Acting),  District  VI,  Fresno 

S.  V.  CORTELYOU,  District  VII,  Los  Angeles 

E.  Q.  SULLIVAN,  District  VIII,  San  Bernardino 

S.  W.  LOWDEN  (AcUng),  District  IX,  Bishop 

R.  E.  PIERCE,  District  X,  Stockton 

E.  E.  WALLACE,  District  XI,  San  Diego 

SAN   FRANCISCO-OAKLAND   BAY  BRIDGE 
C.  E.  ANDREW,  Bridge  Engineer 


DIVISION  OF  WATER  RESOURCES 


EDWARD  HYATT,  State  Engineer,  Chief  of  Division 

GEORGE  T.  GUNSTON,  Administrative  Assistant 

HAROLD  CONKLING,  Deputy  in  Charge  Water  Rights 

A.  D.  EDMONSTON,  Deputy  in  Charge  Water 
Resources  Investigation 

K.  L.  JONES,  Deputy  in  Charge  Flood  Control  and  Reclamation 

GEORGE  W.  HAWLEY,  Deputy  in  Charge  Dams 

SPENCER  BURROUGHS,  Attorney 

EVERETT  N.  BRYAN.  Hydraulic  Engineer  Water  Rights 

GORDON  ZANDER,  Adjudication,  Water  Distribution 


DIVISION  OF  ARCHITECTURE 


GEORGE  B.  McDOUGALL,  State  Architect,  Chief  of  Division 

P.  T.  POAGE,  Assistant  State  Architect 

W.  K.  DANIELS,  Assistant  State  Architect 

HEADQUARTERS 

H.  W.  DeHAVBN,  Supervising  Architectural  Draftsman 

C.  H.  KROMER,  Principal  Structural  Engineer 

CARLETON  PIERSON,  Supervising  Specilication  Writer 

J.  W.  DUTTON,  Principal  Engineer,  General  Construction 

W.  H.  ROCKINGHAM,  Principal  Mechanical  and  Electrical 
Engineer 

C.  E.  BERG,  Supervising  Estimator  of  Building  Construction 


DIVISION  OF  CONTRACTS  AND  RIGHTS  OF  WAY 


C.  C.  CARLETON,  Chief 

CLARENCE  W.  MORRIS,  Attorney,  San  Francisco 

FRANK  B.  DURKEE,  Attorney 

C.  R.  MONTGOMERY,  Attorney 

ROBERT  B.  REED,  Attorney 


DIVISION  OP  PORTS 


Port  of  Eureka— E.  S.  MACKINS,  Surveyor 


62651      10-38      17,700 


eturn    postage   guaranteed. 

M:    If  addressee  has  moved 

notify   sender   on 

Form  3547 

Division    of    Highways 

P.  O.   Box   1499 
Sacramento,   California 


Sei^ttle   Public   Li"brary, 
Seattle, 


SEC 

562  P.  L 

&  R. 

U. 

S.  POSTAGE        1 

PAID 

Sacramento, 

Cal. 

Permit  No. 

152 

MAP 

SHOWING 

STATE  HIGHWAY  SYSTEM 

LEGEND 
Primary  Roads      ^t^^^^^m 
Secondary  Roads  i  ■  »  ■  ■  mjj 
Proposed  Roads  ==  =  -=====:; 


<j:;-,*^I^     It 


CALIFORN 

mCHWAYS  AND  PUBLICiMm^ 


v.*> 


^-  ^^>- 


■>*"«-  -  , 


%*    *■  . 


\X  , 


lOV  21  1938 


CALIFORNIA  HIGHWAYS  AND  PUBLIC  WORKS 

Official  Journal  of  tfie  Division  of   Higfiways  of  tfie  Department  of  Public  Works,  State  of  California 

EARL  LEE  KELLY,  Director     C.  H.  PURCELL,  State  Hishway  Ensinecr     JOHN  W.  HOWE,  Editor     K.  C.  ADAMS,  Associate  Editor 
Publisfied  For  inFormation  of  the  members  of  tfie  department  and  the  citizens  of  California 

Editors  of  newspapers  and  others  are  privileged  to  use  matter  contained  herein.    Cuts  will  be  gladly  loaned  upon  request. 
Address  communications  to  Calilornia  Highways  and  Public  Works,  P.  O.  Box  1499,  Sacramento,  California. 

Vol.16  NOVEMBER,  1938  No.  11 


Table  of  Contents 


Cover  Page — Squaw  Valley  Grade  on  State  Highway  41  Between  Fresno 
and  General  Grant  National  Park  in  Fresno  County,  a  Winding  Road 
of  Swdtchbacks  and  Hairpin  Turns.  Lack  of  Funds  Prevents  Recon- 
struction. 

Page 
Highway  Conditions  in  District  VI  Will  Require  $57,247,000  to  Reconstruct 

to  Adequate  Standards 1 

Pictures  of  Roads  and  Bridges  in  District  VI  That  Need  Modernization 2-3 

Eliminating  Newhall  Tunnel  Bottleneck 4 

By  R.  C.  Myers,  Assistant  District  Office  Engineer 

View  of  Newhall  Tunnel  Cut  Showing  Mountain  Slopes  Excavated  Beside 

and  Over  the  Old  Bore 5 

Dirt  Moving  Scene  in  Newhall  Cut 6 

Construction  Scenes  on  Mint  Canyon  Short  Cut 7 

Dedication  Ceremonies  at  Shasta  Dam  by  Secretary  of  Interior  H.  L.  Ickes, 

Illustrated   8-9 

Group  of  State  Water  De])artment  Officials  at  Shasta  Dam  Site 11 

New  Tahoe-Ukiah  Link  and  Bypass  Bridge  Completed 12 

Pictures  of  New  Tahoe-Ukiah  Link  Project  and  State  Officials  at  Dedication  1,3 

George  B.  McDougall,  State  Architect,  Retires 15 

Three  State  Engineers  Win  Awards  in  Welding  Plan  Competition 16 

Sketches  of  Winning  Plans  for  Welded  Construction  of  Bridges 17 

Relationship  of  Roadway  to  Highway  Traffic  Safety 18 

By  Milton  Harris,  Associate  Highway  Engineer 

Chart   Showing   Percentages  of   Accident    Causes   Attributed   to   Roadway 

Conditions   \9 

Construction  Begun  on  Relocation  of  Mountain  Springs  Grade 20 

By  Edward  J.  Neron,  Deputy  Director  of  Public  Works 

Scenes  at  Otificial  Ground  Breaking  of  Mountain  Springs  Grade 21 

New  Salinas  River  Bridge  at  Soledad  Officially  Opened 22 

By  Verne  J.  Ble,  Resident  Engineer 

Views  of  New  Salinas  River  Bridge  During  and  After  Construction 23 

Out  of  the  Mail  Bag 25 

Montlily  Report  Division  of  Water  Resources 2(i 

lli"'h\va\'  Bids  ;nid  A\v;irils  \'ov  October 27 


Important  Highways  in  District  VI 
Will  Require  Large  Expenditure 
to  Provide  Adequate  Service 

By  EARL  T.  SCOTT,  Acting  District  Ensineer 


THE  greater  part  of  the  productive  San  Joaquin  Valley 
is  included  in  District  VI  of  the  Division  of  Highways. 
This  district  covers  one-eighth  of  the  area  of  California 
and  embraces  five  counties:  Madera,  Fresno.  King's,  Tnlai-e 
and  most  of  Kern. 

The  area  composing  the  district  extends  for  nearly  two 
hundred  miles  from  the  Tehacliapi  Mountains  in  the  south  to 
the  Merced  County  line  at  the  north,  and  from  the  Coast 
Range  Mountains  on  the  west  to  the  high  Sierra  which  flank 
the  entire  easterly  boundary. 

Between  these  mountainous  confines  on  the  east,  south  and 
west  an  intricate  network  of  roads  and  highways  serves  the 
broad  San  Joaquin  Valley  with  its  varied  agricultural  inter- 
ests and  active  oil  industry.  The  main  trunk  of  this  network 
is  State  Route  4  (U.  S.  99)  which  extends  from  the  southerly 
limits  to  the  north  in  almost  a  straight  line  for  189  miles. 
This  189  miles  is  an  important  part  of  the  transportation 
route  which  connects  the  metropolitan  area  of  Los  Angeles 
with  Sacramento  and  the  San  Francisco  Bay  region.  Feeding 
this  major  traffic  artery,  and  extending  out  into  the  cotton 
and  grain  fields,  the  vineyards,  the  oil  fields  and  mountain 
recreational  areas,  the  secondary  highways  bring  the  district's 
State  highways  to  a  total  of  1580  miles. 

This  total  mileage  is  improved  to  the  following  extent : 

38  miles,  or    2%,  unimproved  and  unoiled  earth  roads. 

604  miles,  or  38%,  oiled  earth  roads. 

15  miles,  or    1%,  graveled  roads  with  light  oiled  surface. 

281  miles,  or  18%,  intermediate  type  of  surface. 

642  miles,  or  14%,  of  high  type  pavement. 

"While  the  percentage  of  high  type  pavements  in  this  dis- 
trict is  high,  on  much  of  this  mileage  the  roadway  widths  are 
inadequate  to  properly  carry  the  traffic  imposed  upon  them. 

TT.  S.  Route  99  in  this  district,  known  locally  as  the  Golden 
State  Highway  or  Valley  Route,  carries  an  average  of  6647 
viliieles  for  a  16-liour  period,  reaching  a  maximum  of  11.2:16 
vrliioles  at  the  south  city  limits  of  Fresno.  Of  this  average 
volume  over  16%  are  trucks,  and  in  addition  to  the  trucks 
over  three  dozen  through  motor  busses  travel  the  route  be- 
tween 6  :00  a.m.  and  10  :00  p.m. 

On  this  highway  may  be  seen  truck  and  trailer  loads  of  a 
vmy  large  variety  of  commodities.  Huge  loads  of  grapes  are 
trucked  to  wineries,  as  about  one-half  the  vineyard  acreage 
of  California  is  to  be  found  in  this  district.  Truck  and 
trailer  loads  of  cotton,  oranges,  grape  fruit,  wheat,  barley  and 
deciduous  fruits  of  various  varieties  reaching  this  artery 
over  the  secondary  highways  add  to  the  congestion. 

"Wliile  more  than  22  miles  of  this  route  will  soon  be  com 
pleted  as  an  adequate  four-lane  pavement,  there  still  will 
remain  118  miles  of  20-foot  pavement  and  49  miles  of  30-foot 
pavement  which  should  be  widened  to  four  divided  lanes 
liifore  this  important  highway  will  safely  and  adequately 
cairy  the  increasing  volume  of  traffic.  Such  improvement  is 
estimated  to  cost  about  $13,166,000. 


Heavy  Traffic 

Flow  Needs 

Wider  Roads 


'iK 


.-     i. 


Top — steep,  narrow  mountain  grade  east  of  Dunlap  on 
State  Highway  41,  Fresno  County.  Centei — Heavy  truck  and 
trailer  loads  of  oil  field  equipment  subject  Route  138  to  hard 
surface  wear.  Bottom — Lumber  trucks  on  narrow  grade  of 
Route  76. 


Top — Hauling  68,000-pound  load  on  oil- 
field road  near  Rosedale  in  Kern  County. 
Center — One-way  bridge  across  the  San 
Joaquin  River,  limited  to  eight  tons,  on 
State  Highway  125,  the  Yosemite  High- 
way north  of  Fresno,  leading  to  the 
southern  entrance  to  Yosemite  National 
Park.  Bottom — Truck  and  trailer  loads 
of  baled  cotton  on  State  Highway  135,  an 
oiled  earth  surface  road. 


Although  the  intermediate  and 
lower  type  of  roads  make  up  59';, 
of  the  district's  mileage,  the  volume 
of  traffic  imposed  upon  most  of  these 
roads  justifies  their  improvement  to 
higher  standards.  The  traffic  count 
of  last  July  shows  a  considerable  in- 
crease over  the  count  of  July,  1937. 
At  some  stations,  particularly  on  the 
west  side  of  the  district  on  higliAvays 
leading  to  the  oil  fields,  the  count 
was  double  that  of  last  year. 

These  roads,  most  of  them  classi- 
fied as  oiled  earth,  carry  the  heavy 
trucks  and  trailers  transporting  oil 
well  supplies  and  oil  well  products. 
The  importance  and  volume  of  such 
traffic  can  be  realized  when  it  is  con- 
sidered that  44%  of  the  oil  produced 
in  California  comes  from  three  of  the 
five  counties  making  up  this  highway 
district,  namely  Kern,  Kings  and 
Fresno. 

The  present  oil  fields  will  produce 
for  many  years  to  come  and  new  fields 
are  being  developed.  The  State  high- 
ways serving  these  fields  are  inade- 
quate and  as  funds  become  available 
these  narrow,  winding  and  rolling  oil 
earth  roads  must  be  improved  if  the 
traffic  is  to  be  properly  served. 

In  the  westerly  section  of  the  dis- 
trict many  miles  of  State  highways, 
constructed  by  counties  and  later 
taken  into  the  State  system,  were 
built  on  low  gi-ade  lines  and  are  sub- 
jected to  flooding  every  year.  Many 
of  these  roads  parallel  large  ditches, 
with  the  pavement  surface  often  sev- 
eral feet  below  the  water  level  in  the 
ditch.  Seepage  from  the  ditches 
keeps  the  subgrade  saturated  most  of 
the  year  and  maintenance  crews  can 
not  keep  pace  with  the  surface  fail- 
ures that  occur.  Only  raising  of  the 
height  of  the  roadbed  with  imported 
borrow  material  can  put  these  high- 
ways above  the  water  and  stop  the 
excessive  maintenance  costs. 

On  State  Route  142  the  flow  of 
traffic  to  Oildale  and  the  oil  fields  to 
the  north  of  Bakersfield  is  heavy, 
being  in  excess  of  11,000  vehicles  for 


fTwol 


(November  19}  s)  California  Highways  and  Public  Works 


Top — State  Highway  No.  41,  in  Fresno 
County,  near  IVIendota,  is  subject  to  flood- 
ing every  winter  causing  excessive  main- 
tenance costs.  Centei — Tank  truck  and 
trailer  on  Bakersfield  to  Mohave  highway, 
all-year  route  from  California  to  Arizona, 
a  narrow,  winding  road  with  many  curves. 
Bottom — Truck  waiting  for  passenger  car 
to  cross  one-way  bridge  near  FIrebaugh  in 
Fresno  County. 


the  16-hour  period.  The  two  lane 
pavement  and  the  long,  narrow  two- 
way  bridge  across  the  Kern  River 
are  required  to  carry  this  large  vol- 
ume of  traffic  and  the  presence  of 
many  heavy  trucks  contributes  to  the 
severe  traffic  congestion  which  occurs 
daily.  A  wider  pavement  and  a  new 
bridge,  either  on  this  route  or  on  an 
alternate  route,  should  be  provided. 

Extending  along  the  easterly  side 
of  the  valley  the  high  Sierra  provide 
many  recreational  areas.  Two  of 
California's  four  National  Parks, 
General  Grant  and  Sequoia,  lie  en- 
tirely within  this  highway  district. 
The  southerly  entrance  to  Yosemite 
National  Park  and  a  part  of  this 
popular  Park  are  also  in  this  dis- 
tract. Thousands  of  motorists  annu- 
ally visit  these  National  Parks,  and 
the  many  lake  and  moimtain  resorts. 

These  tourists  come  from  all  parts 
of  California  and  from  all  sections  of 
the  United  States.  Safe  and  adequate 
highways  should  be  provided  for  this 
traffic,  but  unfortunately,  many  of  the 
highways  leading  to  the  recreational 
areas  which  were  built  by  the  coun- 
ties are  still  narrow  and  crooked.  The 
road  surfacing  is  usually  of  the  lower 
types  and  requires  constant  and  ex- 
pensive maintenance. 

Snows  block  most  of  the  roads  in 
these  mountain  districts  during  the 
winter  months  and  many  remain 
closed  for  long  periods  as  sufficient 
funds  are  not  available  for  snow  re- 
moval on  all  routes.  Requests  and 
petitions  are  received  each  year  from 
various  organizations  for  snow  re- 
moval on  the  highways  leading  into 
winter  sports  areas  which  are  not 
kept  open,  but  such  requests  must  be 
denied  until  more  money  is  at  the  dis- 
posal of  the  Division  of  Highways 
for  this  work. 

To  keep  up  with  the  increasing 
volume  of  traffic  on  the  State  high- 
ways in  the  district,  to  provide  ade- 
quate roads  for  the  "farm  to  mar- 
ket" and  "oilwell  to  market"  trucks. 

(Continued  on  page  24) 


California  Highivays  and  Public  Works  (November  isis) 


iThree] 


Narrow  Newhall  tunnel  through  Santa  Susana  Mountains  is  being  transformed   into  open  cut  as  indicated  by  dotted  line. 

Elimlnatins  a  Tunnel  Bottleneck 

By  R.  C.  MYERS,  Assistant  District  Office  Engineer 


THE  Newhall  Tunnel  on  State 
Highway  23  (U.  S.  6)  in  Los 
Angeles  County,  which  for  years 
has  presented  one  of  the  most  annoy- 
ing highway  bottleneck  conditions  in 
Southern  California,  is  rapidly  being 
eliminated  as  a  hazai'd  and  incon- 
venience to  traffic. 

This  famous  tunnel,  which  has 
served  nearly  three  decades  of  traffic, 
was  built  in  1910  to  replace  the  his- 
torical Fremont  Pass  Cut  through  the 
Newhall  range  of  mountains.  The 
tunnel,  which  has  a  bore  of  only  17 
feet,  5  inches,  was  a  great  improve- 
ment over  the  old  one-way  road 
through  the  narrow  Fremont  Pass  at 
the  time  of  its  construction  and  was 
entirely  adequate  for  the  then  exist- 
ing traffic  and  for  several  years 
thereafter. 

However,  traffic  rapidly  increased 
and  soon  the  tunnel,  which  only  pro- 


vided two  narrow  lanes  for  traffic, 
was  entirely  inadequate  for  the  tre- 
mendous volume  of  automobile  travel 
using  the  road. 

The  normal  traffic  between  the  Los 
Angeles  area  and  the  Owens  River 
and  Antelope  Valley  regions  was 
quite  heavy,  amounting  to  about  four 
thousand  ears  per  day,  but  the  bottle- 
neck condition  was  greatly  aggre- 
vated  on  Sundays  during  the  wild 
flower  season  in  Antelope  Valley  and 
during  the  winter  sports  season  at  the 
Los  Angeles  Playground  at  Big  Pines. 

MILE    LONG    BLOCKADE 

On  certain  of  these  days  as  many 
as  twenty  thousand  cars  passed 
through  the  tunnel  in  nine  hours. 
For  four  hours  during  one  of  these 
days  there  was  an  average  of  three 
thousand  cars  per  hour  passing 
through    the    tunnel.      Traffic    was 


blocked  for  more  than  one  mile  back 
of  the  tunnel  causing  an  intolerable 
traffic  condition. 

Under  the  present  improvement, 
the  hill  above  the  tunnel  is  being  re- 
moved forming  an  open  cut  of  suf- 
ficient width  to  easily  handle  present- 
day  traffic  on  this  highway.  While 
the  elimination  of  the  tunnel  is  one 
of  the  most  important  features  of  the 
present  project,  it  is  only  part  of  a 
3.73  mile  contract  which  extends  from 
Tunnel  Station,  where  this  highwaj' 
leaves  San  Fernando  Road,  to  Place- 
rita  Canyon  on  the  so-called  Mint 
Canyon  Short  Cut. 

The  old  highway  from  Tunnel 
Station  to  a  point  about  four-fifths 
of  a  mile  north  of  the  Newhall  Tun- 
nel is  being  thoroughly  modernized 
by  improving  alignment  and  widen- 
ing the   roadbed.     From   this  point 


I Four 1 


(November  1938)  California  Hightuays  and  Public  Works 


Newhall  tunnel   cut  as   it   appeared  with   mountain   slopes  excavated   permitting  traffic  to  proceed  beside   and   over  the  old   bore. 


1  California  Highways  and  Public  Works  (November  i9U) 


[Five] 


(four-fifths  of  a  mile  north  of  the 
tunnel)  the  road  bears  to  the  right 
on  new  alignment  on  what  is  known 
as  the  new  Mint  Canyon  Short  Cut 
toward  Solamint  on  the  Mint  Canyon 
Highway. 

SAVES   5.42    MILES 

This  will  roughly  form  one  side 
of  an  equilateral  triangle  of  which 
Saugus  and  Solamint  are  the  other 
two  vertices.  By  cutting  across  on 
this  side  of  the  triangle  a  saving  in 
distance  of  5.42  miles  will  be  affected 
and  all  traffic  on  U.  S.  Highways 
395  and  6  from  points  East  via  Reno 
and  Owen's  Valley  to  Los  Angeles 
will  be  saved  this  distance.  The 
present  contract  extends  as  far  as 
Placerita  Canj^on,  leaving  a  distance 
of  three  miles  from  Placerita  Canyon 
to  Solamint  to  be  constructed  under 
future  contract. 

Work  on  the  entire  contract  is 
proceeding  satisfactorily  although  it 
is  found  necessary  to  considerably 
flatten  the  cut  slope  on  the  easterly 
edge  of  the  old  tunnel  to  secure 
proper  stability  on  account  of  the 
badly  broken  up  condition  of  the  for- 
mation and  the  slope  of  the  bedding 
planes  .on  this  side.  The  westerly 
side  of  the  cut  is  in  very  stable  forma- 
tion with  the  bedding  planes  so  sloped 
that  there  is  practically  no  danger  of 
slides. 

COMPLETED    IN    SPRING 

Removal  of  the  concrete  tunnel  lin- 
ing, although  somewhat  delayed  by 
slides  on  the  easterly  side  of  the  cut, 
is  expected  to  be  completed  by  the 
latter  part  of  this  year  and  the  pres- 
ent contract  should  be  completed 
early  next  Spring. 

The  east  of  the  present  contract 
will  be  in  the  neighborhood  of  $410,- 
000  and  will  involve  upwards  of  550,- 
000  cubic  yards  of  excavation,  more 
than  half  of  which  will  be  made  at 
the  tunnel  cut.  The  Griffith  Com- 
pany of  Los  Angeles  are  the  con- 
tractors. 

For  the  portion  of  the  road  between 
Tunnel  Station  and  the  point  where 
the  Mint  Canyon  Short  Cut  leaves 
the  present  road  to  Newhall,  the  high- 
way is  designed  for  exceptionally 
heavy  traffic  and  will  consist  of  four 
traffic  lanes  with  a  raised  curb  divid- 
ing center  strip  4  feet  wide  and  wide 
plant-mixed  shoulders. 

The  two  center  traffic  lanes  nearest 
the  dividing  strip  will  be  12  feet  wide 
each  of  plant-mixed  surfacing.     Out- 

( Continued  on  page  28) 


i^hall  cut  involved  about  300,000  cubic  yards  of  excavation.     Tractors  pushing  dirt 
do\A/n  for  removal  by  shovel  and  truck. 


[Six] 


(November  193 s)  California  Highways  and  Public  Worka 


-ry^- 


\ 


<BW 


'^ 


•\ 


Construction   scene  on   new  highway  known  as   Mint  Canyon  cut-off  east  of  the  old   Newhall  tunnel   site.      Lower   photo   shov 
operations  eliminating   a   sharp   curve   on    present   approach   road   to   old   tunnel    site. 


idening 


i^California  Hightvays  and  Public  Works  (Notcmhcv  i9}8) 


[Seven I 


View  of  Shasta   Dam  site  look! 


Solid    black    line   and    white   dash    line   show   where   dam   will   be   built   across   Sacramento 
indicates   portal   of    diversion   tunnel    under   contruction. 


Dedication  of  the  Shasta  Dam 


STATE  OFFICIALS,  some  of 
whom  have  been  for  more  than 
fifteen  years  working  toward  and 
looking  forward  to  the  day  when  the 
Sacramento  River  could  be  harnessed, 
joined  with  high  Federal  dignitaries 
in  celebrating  at  Redding  on  Satur- 
day, October  22,  the  start  of  large 
scale  operations  on  Shasta  Dam,  key 
unit  of  the  great  Central  Valley 
Project. 

Representing  President  Roosevelt, 
Secretary  of  the  Interior  Ickes,  ac- 
companied by  John  C.  Page,  Com- 
missioner of  the  United  States  Bureau 
of  Reclamation,  came  from  Washing- 
ton to  play  the  leading  part  in  the 
ceremonies  attending  the  formal  offi- 
cial launching  of  the  $170,000,000  un- 
dertaking which  will  mean  so  much 
to  California  in  water  conservation, 
flood  control  and  the  development  of 
hydroelectric  powei-.  Sharing  honors 
with  Secretary  Ickes  and  Commis- 
sioner Page,  was  Walker  R.  Young, 
Supervising  Engineer  of  the  Bureau 
of  Reclamation. 

The  ceremonies  were  attended   by 


[Eightl 


many  prominent  officials  and  citizens 
from  all  parts  of  the  Central  Valley, 
who  have  worked  unselfishly  for  years 
in  the  interest  of  the  project.  Among 
those  present  were  Congressmen 
Harry  L.  Englebright,  in  whose  dis- 
trict the  Shasta  Dam  is  located  and 
Albert  E.  Carter,  representative  from 
Alameda  and  Contra  Costa  counties. 
Both  of  these  Congressmen  have 
worked  unceasingly  to  secure  con- 
gressional authorization  and  appro- 
priations for  the  project. 

State  Senators  Bradford  S.  Critten- 
den, John  B.  McColI,  James  Wagy 
and  Charles  Deuel  and  Assemblyman 
Clinton  J.  Fuleher  participated  in  the 
ceremonies.  The  Central  Valley  Proj- 
ect Association  was  represented  by 
Clarence  Breuner,  Chairman,  Ralph 
Kern,  Floyd  Booe  and  James  R.  Fau- 
ver.  The  City  and  County  of  Sacra- 
mento were  represented  by  James 
Dean,  City  Manager,  and  Charles  De- 
terding,  County  Executive,  respec- 
tively. The  Southern  Pacific  Com- 
pany was  represented  by  J.  H.  Dyer, 
W.  "H.   Kirkbride,  E.   E.  Mavo  and 


J.  E.  Given.  G.  B.  Hjelm,  U.  S.  At- 
torney for  the  Northern  District  of 
California,  A.  L.  Conard  of  Red  Bluff, 
William  Johnson,  Pacific  Contractors, 
Inc.,  and  Warren  N.  Woodson  of 
Corning,  active  supporters  of  the 
project,  attended  the  dedication. 

Arriving  from  San  Francisco,  Sec- 
retary Ickes  and  his  party  were 
greeted  at  the  athletic  field  of  the 
Redding  High  School  Saturday  after- 
noon by  a  large  audience,  including 
many  federal,  state,  and  municipal 
officials.  Speech  making  was  confined 
to  an  address  by  Secretary  Ickes, 
short  talks  by  Commissioner  Page  and 
Mr.  Young,  and  a  welcome  extended 
by  Judge  Francis  Carr  of  Redding 
who  was  a  member  of  the  Water  Com- 
mission of  the  late  Governor  James 
Rolph,  Jr.  The  program  of  speaking 
and  musical  renditions  by  the  Red- 
ding Municipal  and  Shasta  Union 
High  School  bands  was  necessarily 
limited  because  Secretary  Ickes  had 
to  entrain  for  Portland  Oregon,  and 
a  visit  to  Bonneville  and  Grand 
Coulee  dams.     Immediatelv  following 


(November  i9}s)  California  Hightvays  and  Public  Works 


the  ceremonies,  Secretary  lekes  aud 
his  party  inspected  the  site  of  Shasta 
Dam  near  Kennett,  transformed 
within  a  few  months  time  from  an 
almost  inaccessible  mountain  site  cov- 
ered with  manzanitas  and  chaparral 
into  an  area  teeming  with  life  and 
bustling  with  construction  activities. 

The  start  of  actual  work  on  Shasta 
Dam,  preceded  by  building  operations 
on  the  Contra  Costa  canal  in  Contra 
Costa  County,  marked  the  realization 
of  a  dream  that  California  engineers 
have  had  for  more  than  a  quarter  of 
a  century.  Participating  in  the  cele- 
bration were  Earl  Lee  Kelly,  Director 
of  the  State  Department  of  Public 
Works  and  Chairman  of  the  Water 
Project  Authority  of  California,  rep- 
resenting Governor  Frank  F.  Mer- 
riam,  and  Edward  Hyatt,  State  Engi- 
neer, who  has  devoted  17  years  of 
untiring  effort  to  achieve  the  Central 
Valley  Project.  With  Mr.  Hyatt, 
were  members  of  his  staff,  including 
A.  D.  Edmonston,  Deputy  State  En- 
gineer, several  of  whom  have  devoted 
many  years  in  working  out  plans  for 
the  huge  project. 

Generous  recognition  of  Mr.  Hyatt 's 
efforts  was  given  from  the  speakers' 


platform  by  Mr.  Young  when  he  said, 
in  introducing  him:  "I  wish  to  intro- 
duce Mr.  Edward  Hyatt,  State  Engi- 
neer of  California,  who  has  had  as 
much  to  do  as  any  man  living  in  mak- 
ing this  project  possible." 

Mr.  Young  said  that  he  regretted 
that  Colonel  R.  B.  Marshall,  known 
in  the  engineering  profession  as  the 
father  of  the  Central  Valley  Project, 
was  not  able  to  be  present  at  the 
celebration. 

Shasta  Dam  and  the  Central  Valley 
Project,  Secretary  Ickes  said  in  his 
address,  is  the  federal  government's 
emphatic  protest  against  the  squan- 
dering of  precious  natiiral  resources. 
Pointing  out  that  of  the  three  million 
acres  now  under  irrigation  in  the 
Central  Valley  area  more  than  one 
million  acres  face  acute  water  short- 
age and  abandonment,  Secretary 
Ickes  said,  "Time  was  when  we  fos- 
tered a  policy  of  exploitation  in  order 
to  promote  expansion  westward  and 
to  speed  development,  but  settlement 
of  the  west  and  elimination  of  the 
frontier  borders  have  removed  this 
excuse,  which  was  lame  at  best. 

"The  day  of  exploitation  is  past. 
We  must  stop  squandering  our  pre- 


cious natural  resources  aud  must 
begin  dilligently  to  conserve  them  by 
careful  planning  and  systematic  ef- 
fort. Unplanned  and  unregulated 
exploitation  of  a  limited  water  supply 
has  brought  parts  of  the  rich  area  of 
the  Sacramento  and  San  Joaquin  Val- 
leys face  to  face  with  retrogression. 
Many  acres,  once  lush  in  crops,  have 
been  abandoned  and  permitted  to 
revert  to  desei't.  This  condition  can 
not  be  permitted  to  endure.  The 
nation  has  been  slow  to  realize  the 
vital  change  in  the  status  of  our 
natural  resources  which  has  followed 
the  development  of  the  country. ' ' 

Secretary  Ickes  said  there  was  no 
doubt  that  additional  appropriations 
for  the  project  will  be  forthcoming. 

"The  present  administration  in 
Wa.sliington  is  solidly  committed  to 
the  Central  Valley  Project  develop- 
ment," he  declared.  "Its  construc- 
tion has  been  fully  authorized  by 
Congress  and  funds  made  available 
to  date  total  $36,900,000.  There  are 
two  particular  reasons  why  the  Cen- 
tral Valley  Project  is  considered  mer- 
itorious by  the  federal  government. 
One  is  that  it  is  a  multiple  purpose 
project.     It  will  conserve  and  regu- 


Secretary  Harold  L.  Ickes,  Department  of  Interior,  posed  with  Federal  and  State  officials  at  Shasta  Dam  dedication  cere- 
monies. Left  to  right — Earl  Lee  Kelly,  Director  of  Public  Works;  John  C.  Page,  U.  S.  Reclamation  Commissioner:  Secretary  Ickes; 
State   Engineer  Edward    Hyatt;    Walker   R.  Young,  Supervising    Engineer,    Bureau   of   Reclamation. 


California  Highways  and  Public  Works  (November  i9)s) 


[Ninel 


late  the  waters  of  the  Sacramento  and 
San  Joaquin  rivers  for  the  restoration 
of  navigation ;  the  control  of  floods ; 
the  improvement  of  irrigation;  the 
control  of  saline  encroachment  and 
the  generation  of  electric  power.  It 
would  be  difficult  to  conceive  of  a 
catalog  of  more  diversified  and  useful 
purposes. 

PRIDE  IN   DEDICATION 

"The  other  outstanding  feature  is 
the  fact  that  it  is  to  be  self-liquidat- 
ing. This  is  a  statutory  requirement 
for  every  federal  reclamation  enter- 
prise. I  find  that  the  project  is  feas- 
ible from  engineering,  agricultural 
and  financial  standpoints,  that  it  is 
adaptable  for  settlement  and  farm 
homes;  that  the  estimated  construc- 
tion cost  is  adequate,  and  that  the 
anticipated  revenues  from  the  sale  of 
water  and  power  will  be  sufficient  to 
return  the  cost  to  the  United  States. 

"It  is  with  great  pride  that  I  pro- 
claim the  start  of  heavy  construction 
on  Shasta  Dam,  and  dedicate  the 
Central  Valley  Proiect  to  the  cause 
of  conservation.  The  work  already 
proceeding-  night  and  day  at  Shasta 
Dam  site  is  the  beginning  of  an 
accelerating  program  that  will  com- 
mand world  wide  attention. 

"Every  shovelful  of  earth  and 
every  beat  of  a  jackhammer  will 
bring  us  closer  to  the  day  when  the 
gates  and  valves  of  Shasta  Dam  will 
be  operated  to  control  the  flow  of  the 
Sacramento  River,  and  when  the  tur- 
bines will  be  set  in  motion  to  turn 
the  electric  generators.  That  day 
promises  the  dawn  of  a  new  and  more 
glorious  Central  Valley  empire  whose 
manifest  destiny  of  wealth  and  social 
well-being  will  not  be  denied." 

Mr.  Young  acted  as  chairman  of 
the  day,  introducing  the  sneakers 
and  distinguished  guests.  Describ- 
ing the  scope  of  the  Central  Valley 
Project,  he  said,  "It  is  not  generally 
known  that  the  Sacramento  is  a 
mightier  stream  than  the  Colorado. 
Today  the  river  is  at  a  relatively  low 
stage,  but  the  Sacramento's  mean 
annual  runoff  is  21  million  acre  feet 
compared  with  the  Colorado's  16 
million  acre  feet.  The  combined  an- 
nual discharge  of  the  Sacramento 
and  the  San  Joaquin  Rivers  into  the 
ocean  has  averaged  30  million  acre 
feet,  water  enough  to  cover  every 
irrigated  area  in  the  Central  Valley 
to  a  depth  of  ten  feet. 

' '  The  valley 's  water  supply  is  ample 
in  quantity ;  it  needs  only  proper  .sea- 


sonal and  geographic  distribution. 
Behind  Shasta's  wall  of  concrete  will 
be  stored  4,500,000  acre  feet  of  water. 
This  storage  capacity  will  permit  the 
operation  of  the  reservoir  for  multi- 
ple purpo.ses  of  conservation.  It  will 
stabilize  the  flow  of  the  Sacramento 
River  to  diminish  the  damaging  flood 
peaks  in  the  spring;  to  eliminate  ex- 
treme low  flow  in  the  fall ;  to  permit 
a  restoration  of  steamboat  and  barge 
navigation  as  far  up  the  river  as  Red 
Bluff ;  to  aft'ord  improved  irrigation 
in  much  of  the  Sacramento  Valley; 
and  to  check  seasonal  encroachment 
of  salt  water  into  the  channels  of  the 
Saeramento-San  Joaquin  delta." 

AN   ARDENT    CHAMPION 

Commissioner  Page,  who  has  been 
and  is  an  ardent  champion  of  the 
Central  Valley  Project,  spoke  briefly 
preceding  Secretary  Ickes.  It  was 
Commissioner  Page  who.  on  January 
25.  1937,  following  extensive  inde- 
pendent investigations  by  the  Bureau 
of  Reclamation,  finally  selected  and 
approved  the  Shasta  Dam  site,  then 
known  as  the  Kennett  Dam  site,  as 
the  main  storage  unit  on  the  Sacra- 
mento River.  His  action  upheld 
State  Engineer  Hyatt's  recommenda- 
tion to  the  legislature  in  1931  after 
extensive  investigations  that  the  Ken- 
nett site  be  selected.  Prior  to  recom- 
mending the  present  location  of 
Shasta  dam,  the  State  Engineer  and 
his  assistants  investigated  all  possi- 
ble reservoir  sites  in  the  Sacramento 
River  basin,  including  those  on  main 
tributaries  as  well  as  on  the  main 
stream.  Shasta  Dam  site  was  chosen 
by  the  State  as  a  result  of  the  pre- 
liminary studies  and  investigations 
on  the  basis  of  a  clear  showing  of  its 
greater  economy  and  superiority  as 
compared  to  any  other  possible  stor- 
age site. 

The  Water  Project  Authority  of 
California  under  the  directions  of 
Public  Works  Director  Kelly  is 
actively  assisting  and  cooperating 
with  the  Bureau  of  Reclamation  as 
the  official  administrative  agency  of 
till'  State,  created  by  the  Central  Val- 
ley Project  Act  of  1933  and  charged 
with  the  responsibility  of  construct- 
ing the  Central  Valley  Project.  The 
technical  work  of  the  authority  is 
handled  by  the  engineering  staff  of 
the  Division  of  Water  Resources 
under  the  State  Engineer.  The  work 
of  the  State  has  included  the  designa- 
tion and  approval  of  the  general 
engineering  plans  for  the  project,  and 


the  negotiations  for  the  acquisition 
of  water  rights  and  rights  of  way. 
Other  impoi'tant  activities  are  con- 
cerned with  the  disposal  and  sale  of 
water  and  electric  power  to  be  made 
available  by  the  project. 

Shasta  Dam  will  be  one  of  the 
largest  in  the  world,  ranking  with 
the  recently  completed  Boulder  Dam 
on  the  Colorado  River  and  the  Grand 
Coulee  Dam  now  under  construction 
on  the  Columbia  River  in  the  State 
of  Washington.  It  will  rise  to  a 
height  of  500  feet  above  present  low 
stream  level  and  560  feet  above  the 
lowest  foundation.  Its  length  along 
the  crest  will  be  3,500  feet.  It  will 
be  a  "gravity  type"  massive  masonry 
structure,  slightly  curved  in  plan, 
requiring  more  than  5,600,000  cubic 
yards  of  concrete. 

IN  PRELIMINARY  STAGES 

Most  of  the  work  now  being  done 
at  Sha.sta  Dam  is  of  a  preliminary 
nature,  including  construction  of 
roads,  offices,  power  lines,  camp 
buildings,  and  similar  facilities.  Pa- 
cific Constructors,  Inc.,  contractors  on 
the  job,  are  rushing  work  on  the  ex- 
cavation for  the  dam  foundations  and 
erection  of  necessary  shops  and  other 
structures,  and  the  camp  on  the  east 
slope  of  the  Sacramento  River  Can- 
yon   that    will   handle   dam   workei's. 

Secretary  Ickes  and  his  pai-ty  found 
the  main  dormitory  to  house  172  men 
nearly  completed.  Clearing  work  is 
under  way  for  construction  of  addi- 
tional dormitories,  and  a  dining  hall 
which  will  accommodate  312  men.  An 
electric  kitchen  will  operate  24  hours 
a  day  to  feed  crews  when  construc- 
tion is  fully  under  way.  Night  and 
day  shifts  are  engaged  on  the  1820- 
foot  diversion  tunnel  which  will  serve 
as  a  temporary  right  of  way  for  the 
Southern  Pacific  Railroad  and  later 
as  a  river  diversion  conduit  during 
dam  construction. 

DIVERSION  TUNNEL  UNDER  WAY 

When  Secretary  Ickes  visited  the 
site  the  bore  had  progressed  about 
300  feet  into  the  south  head,  while 
other  crews  were  engaged  in  ex- 
cavating the  portal  of  the  north 
head.  Excavation  has  begun  for 
the  dam  with  power  shovels  oper- 
ating at  various  elevations.  These 
shovels  will  soon  be  augmented  b.v 
three  6-yard  electric  shovels.  Each  of 
these  shovels  is  capable  of  excavating 
over  six  tons  of  material  at  a  scoop. 
It  is  estimated  that  more  than  tliree 


ITenl 


(November  i9}s)  California  Highways  and  Public  Works 


\^ 


C'#»' 


r>^. 


^M 

\ 

State  Water  Department  officials  at  Shasta  Dam  site:  Left  to  right — George  T.  Gunston;  Everett  N.  Bryan;  R.  L.  Jones;  H.  M. 
Stafford;  A.  D.  Edmonston;  Edward  Hyatt;  T.  B.  Waddell.  Black  dashes  on  hillside  indicate  foundation  lines  of  upper  and  lower 
faces  of  dam. 


million  cubic  yards  of  earth  and  rock 
will  be  removed  from  the  slopes  of 
till'  canyon  to  provide  a  suitable 
t'liundation  for  Shasta  Dam.  Some  of 
till'  material  excavated  has  been  used 
Ui  ;4rade  construction  roads,  some  has 
liccn  dumped  into  gullies  to  provide 
li'-\i'l  spaces  for  the  contractor's  camp, 
ami  the  rest  has  been  deposited  into 
stock  piles  of  various  grades  for  fu- 
ture use  in  embankment  construction. 
Above  the  dormitory  site  work  is 
proceeding  on  the  contractor's  admin- 
istration building,  with  offices,  draft- 
ing rooms  and  other  facilities.  Also 
under  construction  is  a  hospital  which 
will  contain  a  twenty-bed  ward,  four 
private  rooms,  and  surgical  and  first 
aid  rooms.  Residences  will  be  located 
nearby.     Plans  call  for  construction 


of  eleven  5-i-oom  houses,  fifty  3-room 
houses,  and  seventy-two  2-room  struc- 
tures. The  contractor's  work  shops 
and  railroad  yard,  which  ivill  include 
a  combined  warehouse  and  garage, 
machine  shop,  carpenter  shop,  com- 
pressor plant,  drill  forge  and  foundry 
sheds,  will  be  located  on  a  flat  near 
the  river.  Three  miles  east  of  the 
dam  site  is  located  the  Bureau  of 
Reclamation  camp,  including  five 
official  buildings,  46  family  residences, 
27  dn])Ip.x  cottages  and  two  dormi- 
tories. Also  under  construction  are 
the  government  warehou.se  and  power 
facilities.  A  substation  to  provide 
electricity  for  construction  uses  is 
being  erected  on  the  west  bank  north 
of  Coram.  Power  lines  are  rapidly 
being  built  tliroughout  the  area. 


California  Highways  and  Public  Works  (November  19} s) 


About  700  men  are  emplo3-ed  by 
Pacific  Constructors,  Inc.,  awarded 
the  general  contract  to  furnish  labor 
and  equipment  for  construction  of 
Shasta  Dam  under  supervision  of  Bu- 
reau of  Reclamation  engineers.  Ralph 
Lowry  is  the  Government's  construc- 
tion engineer  and  Prank  T.  Crowe  is 
the  contractor's  general  superintend- 
ent on  Shasta  Dam. 

About  200  men  are  employed  by  the 
Colonial  Construction  Comiiany  wliicli 
has  a  contract  to  drive  an  1820-foot 
tunnel  through  tlie  west  abulment  of 
the  dam  site.  Sam  Bergstrom  is  the 
tunnel  superintendent. 

Approximately  1071  men  are  em- 
ployed at  the  siiasla  Dam  site  with 
an  additional  2.")  or  'M)  men  engaged 
in  construction  of  a  warehouse. 


[Eleven! 


New  Tahoe-Uliiah  Highway  Link 
W!th  By-Pass  Bridge  Completed 


THE  dedication  on  Sunday, 
October  16,  of  the  new  bridge 
and  highway  near  Sutler, 
which  is  about  ten  miles  west  of 
Marysville,  attracted  a  crowd  of  ap- 
proximately 3,000  persons.  The 
opening  of  this  section  of  road 
marked  the  completion  of  another 
step  in  the  program  of  improvement 
planned  for  the  Tahoe-Ukiali  High- 
way, State  Route  15,  which  is  rapidly 
developing  into  one  of  the  most  im- 
portant cross  laterals  in  the  State 
Highway  System. 

Beginning  at  high  noon,  an  impres- 
sive dedication  service  was  conducted 
by  the  Grand  Officers  of  the  Native 
Sons  of  the  Golden  West.  With 
Grand  President  Joseph  J.  MeSliane 


OLD  BRIDGE 


traffic  and  would  always  be  used 
safely.  Then,  with  the  wish  that 
traffic  might  always  flow  freely  over 
the  new  project,  he  severed  the  rib- 
bon and  opened  the  road  to  public 
traffic. 

The  official  caravan,  followed  by 
many  private  cars,  then  drove  across 
the  new  bridge.  After  inspecting  the 
project  the  large  crowd  gathered 
under  the  new  bridge,  where  a  fine 
barbecue  had  been  prepared  luider 
the  auspices  of  the  West  Sutter  Men's 
Club,  of  which  Frank  Ettl  is  presi- 
dent. The  main  dish  of  the  feast 
was  barbecued  buffalo,  the  buffalo 
meat  having  been  secured  specially 
for  the  occasion  from  Nebraska. 

Before   the   food   was  served,   con- 


traffic  of  the  piesent.  There  were 
many  bad  curves,  among  them  four 
at  right  angles.  The  bridge  across 
the  Sutter  By-Pass  was  very  narrow 
and  its  westerly  approach  was  par- 
ticularly dangerous,  involving  a 
short,  steep  grade,  two  right  angle 
turns  and  a  grade  crossing  of  the 
Sacramento  Northern  Railway. 

The  new  project,  which  is  5.5  miles 
long,  extends  from  Tarke  to  one  mile 
south  of  Sutter.  Constructed  en- 
tirely on  new  alignment,  it  is  about 
li  miles  shorter  than  the  old  road. 
Since  it  traverses  flat,  open  country 
rather  than  skirting  the  Marysville 
Buttes,  as  did  the  old  road,  it  was 
possible  to  eliminate  all  the  bad 
curvature.     The  minimum  radius  of 


:;^*^HXJ|  Sacram&nio 


GUTTER  CITYlDODDDL- 


JVxCONCRETE  SLAB 
%-b^       BRIDGE 


of  San  Francisco  presiding,  a  bronze 
plaque  was  set  in  the  east  end  of  the 
new  bridge  over  the  Sutter  By-Pass. 
The  mortar  used  in  setting  the  plaque 
was  made  with  sand  gathered  from 
all  the  counties  of  the  State,  cement 
from  all  the  California  cement  plants, 
and  water  from  all  the  historic  mis- 
sions in  the  State. 

After  this  ceremony  Governor 
Frank  F.  Merriam  gave  a  short  talk, 
emphasizing  that  projects  such  as  the 
one  being  dedicated  were  made  pos- 
sible by  the  gasoline  tax.  He  dis- 
cussed briefly  the  growing  importance 
of  the  Tahoe-Ukiah  Highway  as  an 
east-west  lateral  and  expressed  the 
hope  that  the  new  link  would  prove 
to  be   a  real   convenience   to   public 


[Twelve] 


gratulator.v  remarks  were  made  by 
several  of  the  more  prominent  guests, 
among  whom  were  Director  of  Public 
Works  Earl  Lee  Kelly,  State  Sena- 
tor George  Biggar,  State  Senator  W. 
P.  Rich,  Walter  Scott  Franklin,  and 
Joseph  J.  McShane.  Governor  Mer- 
riam was  again  presented  and  talked 
for  a  few  minutes  on  the  great  in- 
crease in  traffic  demands  during  the 
past  25  years. 

The  project  dedicated  supplants  a 
county-built  road  which  was  taken 
over  "by  the  State  in  1926.  While 
the  road  was  satisfactory  for  the 
traffic  demands  at  the  time  it  was 
built,  it  possessed  several  features 
which  made  it  entirely  inadequate 
for    the    higher    speeds    and    heavier 


curvature  on  the  new  construction  is 
5,000  feet,  the  maximiim  central  angle 
being  34  degrees.  In  designing  the 
new  alignment,  it  was  also  found  pos- 
sible to  eliminate  the  two  grade  cross- 
ings of  the  Sacramento  Northern!] 
Railway.  ji 

The  surfacing  on  the  project  con- 1 
sists  of  plant-mixed  bituminous  I 
treated  crushed  rock  22  feet  wide  by" 
0.21  of  a  foot  thick,  on  a  crusher  runi  ^ 
base  23  feet  wide  by  0.4  of  a  foot 
thick.  The  total  width  of  the  graded 
roadbed  is  36  feet. 

Included  within  the  limits  of  the 
project  is  a  new  reinforced  concrete 
slab  bridge,  4,149  feet  in  length  and 
providing  a  clear  roadway  width  of 
24  feet  between  curbs.     This  modern; 


(November  19}  8) 


"■""""""""■■"'""t 


At  top,  section  of  new  Tahoe-Ukiah  lateral  realignment.  Center — New  reinforced  concrete  bridge  across  Sutter  By-Pass. 
Upper  inset  shows  flood  water  conditions.  Lower  inset  shows  jumbo  moving  falsework  unit  of  deck  span.  At  bottom,  left  to 
right.  State  Senator  W.  P.  Rich;  Miss  Stuart  Franklin;  Public  Works  Director  Earl  Lee  Kelly;  District  Engineer  C.  H.  Whitmore; 
N.    L.    Nagler;     Governor    Merriam;     Frank    EttI;     Parker    Reische;    Judge   Coates;    Maitland    Pennington:    Dr.   W.   S.    Franklin. 


1  California  Highways  and  Public  Works 


I  Thirteen] 


New    concrete    bridge   across   Sutter    By-Pass   on    Tahoe-Ukiah     Lateral    is  4149   feet    long   and   24  feet   wide    bet 


new  strueture  replaces  the  did  nar- 
row one  which  was  very  inadequate 
for  present-day  traffic. 

The  grading  and  surfacing  eon- 
tract  was  completed  at  a  cost  of  ap- 
proximately $140,000,  the  work  being 
done  by  Hemstreet  and  Bell.  Mr. 
W.  G.  Remington  was  resident  engi- 
neer for  the  State. 

The  cost  of  the  bridge,  which  was 
built  concurrently  under  a  separate 
contract,  was  about  $230,000.  The 
contractors  were  Heafey-Moore  Co., 
Predrickson  and  Watson  Construc- 
tion Co.,  and  Fredrick.son  Brothers. 
The  resident  engineer  for  the  State 
was  Mr.  W.  H.  Johnson. 

CONTAINS    190    SPANS 

The  structure  contains  one  hun- 
and  sixty-seven  identical  22-foot 
spans  and  twenty-three  identical  15- 
foot  spans.  Tt  is  of  a  continuous  con- 
crete slab  construction  supported  by 
concrete  pile  bents  containing  three 
piles  per  bent.  This  large  number  of 
identical  spans  and  the  compara- 
tively smooth  condition  of  the  stream 
l)ed  made  it  ])o.ssible  for  the  contrac- 
tor to  devise  a  uni(|ue  and  interesting 
construction  method. 

The  fii'st  twenty-eight  22-foot  spans 
and  the  first  four  IS-foot  spans  were 
con.structed  by  the  usual  method. 
The  falsework  for  the  remainder  of 
the  spans  was  designed  as  a  unit  so 


that  each  unit  could  easily  be  set  up 
and  taken  down.  Each  unit  was  en- 
tirely supported  by  the  columns. 
This  was  accomplished  b.y  the  use  of 
6-ineh  by  8-inch  by  3-foot  3-inch  tim- 
ber blocks  milled  to  fit  the  circular 
columns  which  were  bolted  on  each 
side  of  the  columns  with  three  1^- 
inch  bolts.  These  blocks  supported 
the  6-  by  18-inch  caps  which,  in  turn, 
supported  the  6-  by  18-inch  stringers. 

Hardwood  wedges  were  used  be- 
tween the  blocks  and  the  caps  for  the 
pxirpose  of  bringing  the  bottom  of  the 
deck  form  to  grade  and  to  facilitate 
in  stripping,  wedges  were  used  be- 
tween caps  and  stringers.  Five- 
eighth  inch  plywood  was  used  for 
decking. 

Thirty-two  units  were  constructed 
and  each  unit  was  used  six  times. 
This  number  of  units  was  necessary 
so  that  the  contractor  could  main- 
tain a  definite  deck  pouring  schedule. 
Each  pour  included  four  and  one- 
half  spans  and  an  average  of  three 
])ours  was  made  per  week. 

rxiTs  mo\t:d  on  jumbo 

After  the  concrete  had  set  suf- 
ficiently, each  deck  unit  was  released 
and  moved  ahead  to  a  new  location 
and  re-erected.  It  was  constructed 
so  that  it  could  be  raised  or  lowered 
by  means  of  railroad  .iacks  under 
each  corner  and  was  pulled  along  and 


set  in  place  with  a  60  h.p.  tractor. 
This  operation  consists  of  towing 
the  jumbo  under  the  span  to  be 
stripped.  The  weights  under  the 
deck  stringers  were  removed  which 
lowered  the  falsework  about  2  inches. 
The  stringers  were  then  raised  from 
the  falsework  caps,  the  falsework 
caps  removed  and  the  deck  section 
entirely  supported  by  the  jumbo  was 
then  ready  to  move  to  the  next  loca- 
tion. 

The  next  step  in  the  process  was 
to  move  the  jumbo  with  the  deck  miit 
ahead  where  the  deck  unit  could  be 
used  for  pouring  another  section. 
The  deck  section  of  the  jumbo  was 
then  raised  just  enough  to  clear  the 
cap  and  pulled  into  place,  finally 
lowered  on  the  cap  and  the  jumbo 
was  free  to  be  used  in  placing  another 
section.  The  average  number  of 
units  moved  and  erected  per  week 
was  fifteen. 


"You  admit  you  drove  ovor  tliis  m,in 
with  a  loaded  track?" 

"Yes,  your  honor." 

"And  what  have  you  to  s.ny  in  your 
defense?" 

"I   didn't   know   it   was  loaded.'' 


itnliel — "What's  worryinpr  you.  David? 

Fiumer's  Son — I  was  .iust  wondering  if 
Dad  would  .see  to  the  milkin'  while  we're 
on  (uir  lioneymoon,  supposin'  you  said  "Yes" 
if  T  asked  ycm  to  marry  me. — Omaha  Bee. 


[Fourteen! 


(November  19} 8)  California  Highways  and  Public  Works 


George  B.  McDougall  Retires 
After  25  Years  as  State  Architect 


APPOINTED  August  22,  1913, 
George  B.  MeDougall,  State 
Architect,  who  retired  from 
public  service  on  October  31,  under 
civil  service  regulations,  had  charge 
of  State  building  construction  work 
having  a  total  valuation  of  approxi- 
mately $65,000,000  during  his  term 
of  office. 

Some  of  the  outstanding  building 
projects  more  recently  constructed 
under  his  supervision  were  the  State 
Office  Building  No.  1  and  the  Li- 
brary and  Courts  Building  on  Tenth 
Street  in  Sacramento,  the  State 
Building  in  San  Francisco,  the  State 
Building  in  Los  Angeles,  the  Motor 
Vehicle  and  Public  Works  Buildings 
on  N  Street  in  Sacramento,  and  the 
beautiful  Camarillo  State  Hospital 
in  Ventura  County. 

Governor  Frank  F.  Merriam  has 
said  that  the  Camarillo  Hospital 
from  a  standpoint  of  its  archi- 
tectural beauty  and  modern  facilities 
is  Mr.  McDougall's  outstanding 
achievement.  His  office  also  pre- 
pared the  plans  and  specifications 
and  is  supervising  the  building  of 
the  new  State  office  building  at 
10th  and  N  streets,  Sacramento,  now 
under  construction. 

Since  1933,  Mr.  MeDougall  has 
had  charge  of  approving  for  struc- 
tural safetj'  the  plans  and  specifica- 
tions for  all  new  public  school 
buildings  in  California.  The  total 
estimated  value  of  these  structures 
is  approximately  one  hundred  mil- 
lion dollars. 

BUST  FOUR  YKARS 

The  last  four  years  under  Gov- 
ernor Merriam's  building  program 
have  been  the  busiest  of  the  25  years 
Mr.  MeDougall  served  as  State 
Architect.  Since  June  of  1934,  Gov- 
ernor Merriam  has  authorized  or 
made  available  a  total  of  .$37,322,819 
foi-  construction  and  improvement 
of  State  buildings  and  other  con- 
sti'uction  activities,  all  of  which  have 
come  under  the  supervision  of  the 
State  Architect. 

Of  this  total  amount,  $19,164,165 
has  been  expended  or  allocated  for 
State  benevolent  institutions  includ- 


GEORGE    B.   McDOUGALL 

ing  hospitals  for  the  insane.  Veter- 
ans' home,  homes  for  the  feeble 
minded,  home  for  aged  women,  and 
home  for  adult  blind.  The  balance 
of  $18,158,754  has  been  expended  or 
allocated  for  State  schools  and  col- 
leges, prisons,  fairs,  expositions. 
State  office  housing,  and  miscel- 
laneous necessary  improvements. 

Mr.  MeDougall  was  born  in  San 
Francisco  on  October  11,  1868.  His 
father,  Barnett  MeDougall,  was  an 
architect  in  the  Bay  City.  As  a  boy 
'Mv.  ]\IcDougall  earned  his  first  dol- 
lar reading  water  meters  in  San 
Francisco  on  Saturday  afternoons 
for  which  he  was  paid  25  cents  per 
meter  per  month.  His  first  continu- 
ous employment  was  in  the  office  of 
Sujierior  Court  Reporters  in  San 
Francisco  and  later  as  stenographer 
and  secretary  for  the  late  Joseph 
D.  Redding,  San  Francisco  attorney. 
Tjater  he  was  ]irivate  secretary  to 
Will.  Randolph  Hearst  when  the 
latter  became  owner  of  the  San 
F'rancisco  Examiner. 

After  five  years  as  an  architect- 
ural   student   and   draftsman    in    the 


office  of  his  father,  Mr.  MeDougall 
became  a  member  of  the  firm  of 
MeDougall  Brothers  in  San  Fran- 
cisco in  1893.  He  became  State 
Architect  on  August  22,  1913,  under 
appointment  by  the  late  Wilbur  F. 
JlcClure.  who  then  was  State  Engi- 
neer under  Governor  Hiram  John- 
son. He  has  served  under  the 
administrations  of  seven  different 
State  engineers  and  directors  of 
public  works  and  under  six  different 
governors. 

Mr.  MeDougall  is  a  member  of 
the  American  Institute  of  Architects 
and  was  president  of  the  San  Fran- 
cisco chapter  of  the  Institute,  now 
called  the  Northern  California  Chap- 
ter, for  two  terms.  He  was  also 
regional  director  for  the  Institute  for 
the  Western  Region  comprising  Cali- 
fornia, Nevada,  Arizona  and  Hawaii. 

During  the  past  forty  years,  he 
lias  been  a  member  of  the  Sessions 
and  of  the  Boards  of  Trustees  of  the 
Calvary  Presbyterian  Church  in  San 
Francisco  and  of  the  Westminster 
Presbyterian  Church  in  Sacramento. 
For  many  years,  Mr.  MeDougall 
has  been  a  member  of  the  Managing 
Board  of  the  California  State  Asso- 
ciation of  Young  Men's  Christian 
Association  and  served  as  president 
of  the  Sacramento  Y.  M.  C.  A.  He 
has  always  been  interested  in  music 
and  during  his  residence  in  Sacra- 
mento has  been  a  member  of  the 
McNeill  Club.  He  is  a  member  of 
the  Masonic  bodies  and  the  Rotary 
Club  of  Sacramento. 

Mr.  and  Mrs.  MeDougall  plan  to 
return  to  San  Rafael,  ]\Iarin  County, 
and  take  u]i  residence  in  their  former 
home  located  there. 

Mr.  MeDougall  has  no  immediate 
plans  for  the  future,  he  says,  except 
to  be  a  frequent  visitor  to  the  Golden 
Gate  International  Exposition  this 
spring  and  to  journey  to  tlie  north- 
west later  in  the  automobile  that  the 
employee.s  of  the  Division  of  Archi- 
tecture presented  liim  on  liis  retire- 
ment. 


••.\rc  ynii  the  celebrated  lion  t.Tnier?" 
"Xn.  I  iinlv  comb  the  lions  and  dean  llieir 
eth." 


California  Highways  and  Public  Works  (Noicmin-r  i9>s) 


[Fifteen] 


Three  State  Engineers  Win  Awards 
in  Welding  Design  Competition 


THREE  engineers  of  the  Cali- 
fornia Department  of  Public 
Works  were  among  those  re- 
ceiving awards  in  the  recent  $200,- 
000  contest  sponsored  by  the  James 
P.  Lincoln  Arc  Welding  Foundation. 
The  object  and  purpose  of  the 
contest,  as  announced  by  the  spon- 
sors, was  "to  encourage  and  stimu- 
late scientific  interest  in,  and  scientific 
stud}%  research  and  education  in  re- 
spect of,  the  development  of  the  arc 
welding  industry  through  advances 
in  the  knowledge  of  design  and  prac- 
tical application  of  the  arc  welding 
process,  and  to  provide  for  the  pay- 
ment of  awards,  by  prizes,  to  those 
persons  who  by  reason  of  the  excel- 
lence of  their  papers  upon  said  sub- 
ject may  be  selected  as  most  worthy 
to  receive  such  awards." 

The  scope  of  the  contest  covered 
all  fields  of  transportation,  construc- 
tion, and  manufacturing.  Eleven 
main  classifications  were  set  up  and 
were  further  broken  down  into  44 
subclassifications.  That  the  contest 
was  trul.v  international  is  shown  by 
the  fact  that  14  different  nations  were 
represented  on  the  award  list.  The 
papers  received  were  judged  by  a 
jury  composed  of  31  engineering  au- 
thorities from  universities  and  col- 
leges. 

SUBMITTED  BRIDGE  DESIGN 

In  the  subclassification  on  "bridges" 
a  second  prize,  cash  award  $508.77. 
was  awarded  to  a  paper  jointly  sub- 
mitted by  B.  M.  Shimkin,  Associate 
Bridge  Engineer,  Division  of  Hiffh- 
ways,  and  G.  A.  Sedgwick,  Structural 
Enjrineering  Associate,  Division  of 
Architecture. 

An  honorable  mention,  cash  award 
$101.75,  was  given  the  paper  pre- 
sented by  Glenn  L.  Enke,  Associate 
Bridge  Engineer,  Division  of  High- 
ways. 

The  prize  winning  paper  prepared 
by  Messrs.  Shimkin  and  Sedgwick 
presented  the  design  of  "A  Two 
Span  Continuous  Girder  Railroad 
Bridge."  The  bridge  described  is 
now  being  built,  as  a  riveted  struc- 
ture, as  part  of  a  grade  separation 
project  in  the  San  Joaquin  Valley. 


[Sixteen] 


For  the  purpose  of  this  contest 
Messrs.  Shimkin  and  Sedgwick  re- 
designed the  bridge  as  a  welded  struc- 
ture and  then  made  an  economic 
comparison  of   the  two  types. 

By  making  full  use  ot'  the  inher- 
ent economies  of  w-elded  construction 
the  writers  said:  "a  saving  of  22|% 
in  weight  of  metal  was  obtained. 
With  the  development  of  suitable 
fabricating  shops  this  saving  in  metal 
can  I'eadily  be  translated  into  a  sav- 
ing  in   money. 

LARGE  SAVINGS  POSSIBLE 

' '  Considered  on  a  nation  wide  scale 
the  adoption  of  welding  in  the  manu- 
facture of  plate  girder  bridges  would 
result  in  a  very  large  saving  every 
year.  As  most  bridges  are  now 
built  by  public,  or  semipublic  organi- 
zations, this  saving  would  be  a  direct 
benefit  to  the  traveling  public  in  that 
more  bridges  could  be  built  with  the 
available  funds.  Anyone  familiar 
with  the  number  of  dangerous  and 
obsolete  bridges  now  on  our  high- 
way system  will  realize  the  import- 
ance of  such  a  saving. 

"A  careful  study  of  the  subject 
reveals  many  points  in  which  the 
welded  girder  is  superior  to  the 
riveted  girder.  In  this  type  of 
construction  welding  may  be  used 
with  confidence.  European  engineers 
have  been  eminently  successful  in 
building  welded  girder  bridges  of 
long  spans.  In  this  country  trained 
men  and  adequate  fabricating  equip- 
ment need  to  be  developed  to  handle 
this  class  of  work  on  a  production 
basis. 

"That  only  competent  welders 
should  be  used  on  bridge  work  is 
generally  recognized.  Equally  im- 
portant is  the  necessity  of  employing 
engineers  trained  in  the  design  and 
construction  of  welded  work. 

"Prom  the  standpoint  of  intro- 
ducing welding  into  the  field  of 
bridge  construction  the  welded  girder 
is  of  particular  importance.  The 
girder  is  probably  the  most  widely 
used  of  an,y  bridge  type  and  is  the 
one  most  likely  to  show  an  appre- 
ciable saving  in  cost  when  welded. 

"Because    of    its    simplicity,    the 


welded    girder    is    readily    mastered  ' 
by  workmen   and  engineers  and  can 
be  fabricated   with   equipment  avail- 
able   in    nearly    all    large    structural 
steel   shops. 

"The  lessons  learned  on  girder 
bridges  can  be  readily  applied  to 
rigid  frames  and  other  more  compli- 
cated bridge  types.  The  general 
knowledge  and  use  of  welding  in 
bridge  construction  will  open  un- 
limited opportunities  for  the  design 
engineer  to  develop  new  types, 
greater  economies,  and  better  appear- 
ing  bridges." 

ENKE   DESIGN    DESCRIBED 

The  paper  submitted  by  Glenn  L. 
Enke  described  the  "Design  of  an  All 
Welded  183  foot  Through  Truss 
Span,  Two  Lane  Highway  Bridge." 
For  purposes  of  direct  cost  compari- 
son, this  design  employed  a  truss 
type,  span  length,  and  capacity  iden- 
tical with  a  riveted  truss  span  previ- 
ously used  by  the  California  Division 
of  Highways  in  two  of  its  bridges. 
A  two-span  structure  of  this  type  was 
erected  in  1933  across  South  Fork  of 
Eel  River  in  Humboldt  County. 
Later,  in  1935,  another  span  was  used 
in  Plumas  Coiuity  for  a  structure 
across  North  Fork  of  Feather  River 
at  Rock  Creek.  In  his  paper  Mr. 
Enke  said : 

"Various  types  of  structures  may 
be  used  in  bridge  work.  These  are, 
in  order  of  their  use  from  the  shortest 
spans  to  the  longest  type  of  structure : 
concrete  slabs,  rolled  steel  beams,  steel 
plate  girders,  steel  trusses  of  various 
types,  and  steel  suspension  bridges 
with  stiffening  trusses. 

"Plate  girders  reach  an  upper  eco- 
nomical span  limit  of  100  to  200  feet, 
dependent  upon  many  factors  involv- 
ing the  number  of  spans,  character 
of  the  ground  surface  immediately 
under  the  span,  transportation  fa- 
cilities to  the  bridge  site,  and  under- 
clearanee  requirements  for  the  stinic- 
ture. 

"The  truss  type  is  necessary  in 
spans  longer  than  the  limits  stated  for 
a  plate  girder,  and  is  employed  in 
many  variations,  such  as  a  single  span 
or  "simple"  truss,  continuous  truss, 


(November  i9}8)  California  Highways  and  Public  Works 


/^f/8'f> 


'/2\i6"/f; 


TYPICAL  CROSS  SECTION 

Design    for    welded    construction    of    two-span    continuous    girder    railroad  bridge  for  which   B.  M.  Shimkin  and  G.  A.  Sedgwick  were 

jointly   awarded   $508.77. 


cantilever  truss,  and  as  a  stiffening 
truss  when  used  with  a  cable  .system, 
to  form  the  modern  suspension 
bridge. 

"The  183  foot  span  selected  for 
redesign  as  a  welded  truss  is  of  a 
span  length  and  type  frequently 
needed  for  single  span  crossings  of 
rivers  in  the  more  rugged  portions  of 
California.  The  development  of  a 
better  and  more  economical  type  of 
design  will  permit  more  of  these 
structures  to  be  built  with  the  funds 
available,  and  will  further  the  re- 
placement program  of  obsolete  struc- 


tures that  confronts  the  State  at 
this  time. 

"The  183  foot  welded  truss  span, 
as  designed,  is  a  2-lane  "through" 
type  of  structure  in  which  the  road- 
way is  placed  between  the  top  and 
bottom  truss  members;  as  contrasted 
with  the  "deck"  type  in  which  the 
roadway  is  placed  on  top  of  the  truss. 
The  welded  design  showed  a  remark- 
able saving  in  weight  and  cost  from 
that  of  the  riveted  truss  as  built  in 
the  two  locations  described  above. 

' '  The  structural  steel  in  one  span  of 
each  type,  including  east  steel  bearing 


supports,  weighed  144  tons.  The 
new  design  in  welding  weighed  but 
93  tons.  This  difference  in  weight 
expressed  in  cost  of  work  and  materi- 
als will  show  a  large  percentage  of 
savings  in  favor  of  the  welded  design. 
These  savings  may  appear  rather 
startling,  but  are  readily  demon- 
strated by  the  following  general 
considerations : 

"1.  The  average  riveted  truss  has  a 
large  amount  of  excess  detail  material 
in  the  way  of  gusset  plates,  tie  plates, 
lacing  bars,  all  of  which  are  necessai-y 

(Continued  on  page  2S) 


Design    of    all-welded    183-foot,   through    truss    span,   two-lane    highway    bridge   that   won   award   of   $101.75   for   Glenn    L.    Enke. 

California  Highways  and  Public  Works  (November  i9)s)  [SeventeenJ 


Relationship  of  the  Roadway 
to  Highway  Traffic  Safety 


By  MILTON  HARRIS,  Associate  Hishway  Ensineer 


T^HE  ENGINEERING  approach 
to  the  traffic  accident  problem 
takes  the  same  form  as  the  inves- 
tigation and  solution  of  any  other  mat- 
ter that  falls  within  the  realm  of  the 
engineers.  In  dealing  with  traffic,  as 
with  other  physical  elements,  the  pri- 
mary consideration  is  the  collection 
of  sufficient  factual  data  to  form  a 
■sound  basis  for  logical  reasoning  and 
the  eventual  application  of  engineer- 
ing principles  to  effect  a  solution  of 
the  problem  presented. 

The  rational  collection  of  data  ap- 
pertaining to  traffic  accidents  must 
necessarily  be  obtained  from  reports  of 
all  accidents,  which  in  turn  are  broken 
down  to  show  those  factors  that  form 
underlying  patterns  or  are  indicative 
of  the  causes  that  in  themselves,  or 
•collectively,  caused  these  accidents. 

Factual  data  concerning  traffic 
may  be  collected  b.y  survey  to  ascer- 
tain those  patterns  or  habits  in  which 
motori.sts    indulge.      Survey    of    the 


physical  or  other  features  that  have 
a  hand  in  shaping  these  patterns  are 
also  in  order  and  come  under  the 
head  of  factual  data  necessary  to  be 
in  the  hands  of  the  engineer  before  a 
logical  solution  can  be  generated. 

The  entire  problem  of  providing  a 
solution  is  one  that  challenges  the 
utmost  in  engineering  minds ;  j'ct  be- 
fore moving  into  the  virgin  field  of 
traffic  operation,  there  still  remain 
problems  in  highway  engineering  that 
demand  attention,  thought,  and  solu- 
tion. Of  commanding  importance  is 
the  role  that  the  roadway  plays  in 
traffic  safety. 

Prom  research  conducted  by  the 
Safety  Department  it  has  been  found 
that  the  general  pattern  of  traffic  ac- 
cidents in  California  for  the  past 
several  years  has  remained  practic- 
ally constant.  The  relationship  of 
accident  types  as  well  as  the  reported 
causes  seems  to  bear  the  same  per- 
centage to  the  total,  year  by  year. 


From  this  fact  it  is  reasonable  to  hope 
that  the  application  of  a  solution  to 
roadway  causes  will  materially  alle- 
viate that  part  of  the  situation  and  be 
reflected  in  forthcoming  statistics. 

Of  the  12,867  contributing  causes 
reported  in  1937,  855  or  6.65%  rep- 
resent those  concerning  the  roadway. 
A  more  common  evaluation  would  be 
to  say  that  the  roadway  was  re- 
sponsible for  61  deaths  and  724  per- 
sonal injuries  during  last  year. 

To  clearly  portray  the  relationship 
of  roadway  causes  to  the  variovis  ele- 
ments of  highway  engineering,  the 
accompanying  chart  has  been  pre- 
pared, in  which  the  relative  percent- 
ages of  reported  causes  concerning 
the  roadway  alone  are  shown  pyra- 
mided on  a  typical  cross-section. 

The  roadway  surface  is  immedi- 
ately apparent  as  requiring  the  great- 
est attention  to  effect  traffic  safety. 
Slippery  surface  alone  accounts  for 
more   than   one  half  of  the   problem. 


Bay  Bridge  Reports  and  Revenues  Over  Preceding  Month 


AN  increase  in  October  traffic 
over  the  previous  month  on  the 
San  Francisco-Oakland  Baj' 
Bridge  was  announced  yesterday 
(Monday)  by  Director  of  Public 
Works  Earl  Lee  Kellj'  from  a  monthly 
traffic  report  filed  by  State  Highway 
Engineer  C.  H.  Purcell. 

Comparative  figures  follow: 


The  total  number  of  vehicles  to 
cross  the  Bay  Bridge  during  October 
was  762,98.3",  Mr.  Kelly  said,  com- 
pared to  740,622  for  September.  The 
number  of  trucks  increased  from  37,- 
684  during  September  to  39,384  for 
October.  An  average  of  24,612  toll 
vehicles  per  da.y  paid  a  total  of  $399,- 
820.40  during  last  month,  an  increase 


Total 
Octoher 

Auto  Trailers  1,149 

Passenger  Autos 688,232 

Motorcycles    2,677 

Tricars   983 

Buses    13,594 

Trucks    39,384 

Truck  Trailers 1,653 

Toll    Vehicles    747,672 

Auto  Passes   13,720 

Truck   Pa.sses    1,591 

Total  Vehicles   762,983 

Extra  Passengers 235,728 

Freiglit  Pounds   108,683,917 

f  Eighteen] 


of  approximately  fifteen  thousand  dol- 
lars over  September. 

Total  number  of  vehicles  to  have 
crossed  the  bridge  this  year  to  date 
is  7,090,394,  and  the  total  since  the 
bridge  was  opened — 17,534.944. 

With  practically  all  work  com- 
pleted on  the  bridge  electric  railway 
terminal  in  San  Francisco,  work  on 
the  interior  finish  of  the  structure  is 
being  pushed  to  completion.  This 
work  includes  the  placing  of  a  finish 
coat  at  the  track  level,  wainscot  paint- 
ing, and  enameling.  Completion  of 
the  terrazzo  floor  on  the  mezzanine  of 
the  center  unit  was  under  way,  with 
the  tile  setting  for  the  walls  of  the 
east  and  west  units  continued. 
Benches  are  being  placed  in  the  wait- 
ing rooms  of  the  street  floor,  with  a 
general  cleanup  throughout  the  build- 
ing under  way. 

Third  rail  has  been  installed  for  the 
tracks  at  track  level. 


(November  19}  8)  California  Highways  and  Public  Works 


Total 

Total 

September 

stnce  opening 

1,473 

28,921 

657,611 

16,259,399 

2,806 

61,073 

1,002 

19,276 

13,153 

220,779 

37,684 

640,296 

1,637 

36,229 

715,367 

17,265,973 

23,245 

245,065 

2,010 

23,906 

740,622 

17,534,944 

233,561 

4,263,197 

7,886,7.50 

1,591..338,326 

Obstructions  on  or  along  the  road- 
way account  for  over  16  per  cent  of 
the  total  causes  attributable  to  road- 
way, with  construction  or  repairs  re- 
sponsible for  more  than  half.  Shoul- 
der conditions  contributed  almost  7 
per  cent  of  the  hazard,  while  width 
I  contributed  approximately  5  per  cent. 

Here  is  a  challenging  portrayal  of 
figures  on  which  highway  engineers 
may  whet  their  technical  abilities.  Its 
solution  may  be  their  diploma  to  a 
larger  and  better  field  of  endeavor; 
that  of  operating  our  system  of  high- 
ways; the  traffic  executive,  if  you 
please. 

Solution  of  traiBc  problems  by  the 
application  of  scientific  principles  is 
not  as  easy  as  it  sounds.  It  calls  for 
the  use  by  engineers  of  all  the  scien- 
tific resources  available,  the  science 
of  psychology  and  education,  the  ap- 
plication of  the  principles  of  law  and 
medicine  and  the  fundamentals  of 
polities.  Above  all  it  calls  for  execu- 
tive ability,  for  no  matter  how  logical 
the  solution  or  how  obvious  the  an- 
swer may  be  to  a  traffic  problem,  it 
still  needs  a  directing  head  to  put  it 
into  action  and  effect  a  change. 

The  highway  engineer  enjoys  a  pe- 
culiar position  in  relation  to  motor 
traffic.  As  a  civil  engineer  he  was 
called  upon  to  provide  a  travelable 
way  on  which  might  run  the  crea- 
tions of  his  brother  mechanical  engi- 
neers. He  became  an  economist  in 
that  he  might  raise  money  equitably 
and  expend  it  judicially  to  appease 
the  terrific  pressure  that  more  and 
more  motorists  brought  to  bear  in 
j  their  insatiable  appetite  for  more 
cars  and  more  roads  whereon  to 
travel.  Submerged  temporarily  for 
the  last  quarter  centui-y  under  this 
deluge  of  roadbuilding,  he  has  at  last 
taken  a  breath  and  looked  around  at 


his  creation,  to  find  that  another  ele- 
ment has  taken  form  of  which  he  has 
been    only    rather    dimly    conscious. 


SURFACE 


^ 


WIDTH 


ALIGN 
-MENT 


O  00 
— ■  O 
•~>   9 

12 


a    ^ 


I  ^i 


That  element  is  trafSc;  and  upoa 
reflection  the  highway  engineer  has. 
been  forced  to  come  to  the  conclusion 
that  traffic  has  really  been  his  driving- 
force,  the  one  and  only  thing  for 
which  he  has  striven  to  build  more- 
and  better  roads. 

Yet  traffic  has  grown  in  more  ways 
than  one  and  in  doing  so  has  devel- 
oped a  propensity  for  destroying  life ; 
for  annoying  by  congestion  both  mo- 
torist and  pedestrian;  and  yet  pro- 
ducing a  taxable  structure  that  now 
demands  its  own  regulation  so  that 
it  may  grow  safer,  faster,  and  larger,, 
and  is  able  to  pay  for  this  fostering- 
in  dollars  and  cents. 

Who  shall  direct  this  growth? 
The  highway  engineer  has  de- 
signed, built  and  maintained  the- 
physical  structure  since  the  begin- 
ning. He  has  been  instrumental  that 
research  be  adapted  to  the  science  of 
highway  building  so  that  the  tax  dol- 
lar might  buy  more  and  better  roads.. 
He  has  been  intimately  concerned 
with  the  effects  of  traffic  on  his  build- 
ing, yet  has  had  no  voice  in  directing- 
that  element  which  uses  his  highway. 
He  has  come  to  accept  as  a  fact 
that  traffic  should  be  directed  \>y 
others  than  himself ;  yet,  for  example^ 
our  railroads  do  not  have  a  separate 
operating  corporation  to 
run  their  trains !  H  o  w 
much  more  logical  that 
the  engineers  who  design, 
build  and  maintain  our- 
highways  should  operate- 
them,  applying  scientific 
]irinciples  for  control  of 
traffic  as  they  have  applied 
them  in  building  the  road 
so  that  traffic  can  flow- 
freely  and  uniformly. 

SIGNS  & 
SIGNALS 


J 


OBSTRUCT 
-IONS 


^  iTi  in 
t/S  «j  r>i 
o  </5   o 


mi 


';i^);^V/i^>>/^^/i^//^^^^--^>-^^-^>^v 


Chart  showing  relative  percentages  of  accident   causes   attributed   to   roadway   conditions. 


California  Highways  and  Public  Works  (November  i9)s) 


[Nineteen}] 


Construction  Starts  on  New 
Mountain  Springs  Grade  Relocation 

By  EDWARD  J.  NERON,  Deputy  Director  of  Public  Works 


ON  A  rocky  mountain  slope  of 
the  Coast  Range  barrier  be- 
tween Imperial  and  San  Diego 
counties,  Governor  Frank  P.  Merriam 
on  October  29  set  off  the  first  dyna- 
mite blast  starting  construction  on 
the  proposed  new  Mountain  Springs 
Grade  of  U.  S.  80. 

The  Governor  was  introduced  by 
the  Chairman  of  the  San  Diego 
County  Board  of  Supervisors,  Mr.  T. 
LeRoy  Richards,  and  delivered  the 
main  dedicatory  address  to  a  happy 
audience  of  Imperial  and  San  Diego 


tending  through  the  southern  part  of 
the  United  States  from  ocean  to 
ocean.  In  addition  to  being  a  route 
that  is  open  to  travel  throughout  the 
entire  year,  the  westerly  portion  is  of 
extreme  importance  in  the  develop- 
ment of  Imperial  and  San  Diego 
counties,  because  it  is  the  connecting 
link  between  the  great  agricultural 
section  of  the  Imperial  Valley,  the 
County  and  City  of  San  Diego,  and 
San  Diego  Harbor. 

On  October  18,  1938,  the  first  Colo- 
rado River  water  was  turned  into  the 


the   county   line,   known    as   Boulder 
Park. 

Because  of  the  long  grade  and  very 
crooked  alignment,  the  passing  of 
trucks  and  vehicles  on  this  grade  is 
hazardous,  and  in  places  impossible. 
The  new  grade  eliminates  952  degrees 
of  curvature  and  reduces  by  16  the 
number  of  curves  which  exist  on  the 
present  highway.  The  minimum 
radius  curvature  on  the  old  alignment 
was  126  feet.  The  minimum  on  the  new 
alignment  is  600  feet,  and  all  but  one 
are  considerably  in  excess  of  that.    The 


\\i\^<t^l  el's 


<1>- 


MAP   SHOWING  SEC.  23 

PROPOSED  NEW  LOCATION 

'XyS--^    MOUNTAIN  SPRINGS  GRADE 
^?';'.r,;       0  1000  aooo  3000 


County  residents  who  have  antici- 
pated this  much  desired  change  for 
many  years. 

This  highway  has  gradually  devel- 
oped from  an  old  wagon  stage  road 
rising  from  the  desert  below  sea  level 
to  the  summit  of  the  Coast  Range. 
Director  of  Public  Works,  Earl  Lee 
Kelly,  recently  awarded  to  A.  S. 
Vinnell  Company  a  contract  for  re- 
constructing the  upper  three  miles  of 
the  grade. 

U.  S.  Highway  80  is  one  of  the 
main    transcontinental    arterials    ex- 


practically  completed  Ail-American 
Canal,  which  will  double  the  irri- 
gable agricultural  area  in  Imperial 
Valley  and  provide  irrigation  for 
over  a  million  acres  of  fertile  lands. 
The  Mountain  Springs  Grade  which 
traverses  the  county  line  rises  from 
44  feet  below  sea  level  at  El  Centro 
to  an  elevation  of  3240  feet  at  the 
summit  near  the  county  line.  The 
most  westerly  portion  traverses  some 
of  the  roughest  terrain  in  this  range 
of  mountains  and  rises  quite  abrupt- 
ly from  a  point  known  as  Mountain 
Springs  to  the  most  westerly  point  on 


??t^i^:- 


maximum  grade  on  the  old  alignment 
was  7.12%  and  on  the  new  is  6%. 
The  new  construction  involves  some 
very  heavy  rock  work,  averaging  ap- 
proximately 100,000  cubic  yards  of 
excavation  per  mile,  most  of  which 
is  on  very  steep  side  hill  involving 
engineering  problems  in  distribution 
and  compaction.  A  considerable 
amount  of  cribbing  and  similar  wall 
work  is  necessary  in  order  to  retain 
the  fills  on  the  steep  slopes.  It  is 
necessary  for  the  contractor  to  de- 
velop water  at  Jacumba   and   trans- 

( Continued  on  page  24) 


[Twenty] 


fNoi 


ember  1938)  California  Highways  and  Public  Works 


A  novel  ground-breaking  ceremony  was  witnessed  on  the  Mountain  Springs  cjrade  relocation  of  U.  S.  £0  in  Imperial  County 
when  Governor  Merriam  started  the  work  by  setting  off  a  dynamite  blast.  In  tlie  official  group,  left  to  right,  are:  T.  L.  Richards, 
George  Burnham,  E.  E.  Cavanagh,  Clarence  Walker,  H.  R.  Judah,  Col.  Ed.  Fletcher,  Governor  Merriam,  Frank  G.  Forward,  L.  G. 
Bradley  and  Edward  I.  Neron.  The  bottom  picture  shows  a  section  of  this  narrow  winding  highway  across  the  mountains  between 
Imperial   and   San    Diego   Counties. 


California  Highways  and  Public  Works  (November  i9si) 


[Twenty-one] 


New  Salinas  River  Bridge 
At  Soledad  Officially  Opened 


By  VERN  J.  ELE,  Resident  Ensineer 


DEDICATION  of  the  new  Sa- 
linas River  Bridge  marked  the 
replacement  of  the  old  dan- 
gerously narrow  and  weak  structure, 
on  Siuiday,  October  23,  1938. 

The  bridge  is  located  on  U.  S.  High- 
way No.  101,  a  primary  route  of  the 
State's  system,  at  a  point  approxi- 
mately one  mile  south  of  the  town  of 
Soledad  in  Monterey  County. 

Thi.s  artery  is  one  of  the  principal 
routes  from  San  Francisco  to  Los 
Angeles,  accommodating  a  large  vol- 
ume of  local  and  tourist  travel,  as 
well  as  a  steady  through  traffic  of 
large  commercial  vehicles. 

Tlie  Salinas  River  channel  at  the 
bridge  site  is  about  1,300  feet  wide 
and  30  feet  deep.  At  certain  times 
of  the  year  its  appearance  is  mislead- 
ing as  to  the  character  of  the  river 
and  the  necessity  of  bridging  the  en- 
tire crossing.  During  the  summer  and 
fall  months,  there  is  very  little  water 
evident  above  the  ground,  and  the 
flow  is  confined  to  a  small  stream 
wliich  follows  a  meandering  course 
over  the  wide  river  bottom. 

During  the  winter  months,  after 
heavy  rainfall  the  river  may  reach 
from  bank  to  bank,  and  attain  a  depth 
of  eight  or  ten  feet.  In  periods  of 
high  water  a  large  amount  of  debris 
consisting  of  brush  and  trees  is 
wa.shed  down  tlie  river,  and  the  flow 
.is  accompanied  by  such  a  scouring 
action  of  the  quicksand  river  bottom 
that  the  river  bed  itself  appears  to 
be  in  motion.  Bank  erosion  has  been 
so  severe  during  the  last  ten  years 
that  it  now  has  reached  a  critical 
stage,  and  is  causing  an  expensive 
problem  to  both  the  State  and  Federal 
governments. 

Before  1914.  the  channel  was 
spanned  by  four  120-foot  timber  truss 
spans,  with  a  short  timber  trestle 
approach.  During  the  Winter,  that 
bridge,  located  1000  feet  upstream 
from  the  site  of  the  present  new 
structure,  was  washed  out  completely 
by  the  hisrhest  water  recorded  for  the 
Salinas  River. 


To  improve  the  alignment  a  new 
bridge  was  located  500  feet  down- 
stream. The  structure  built  by  Mon- 
terey County  consisted  of  eleven  119- 
foot  steel  through  Pratt  truss  spans 
supported  on  concrete  piers.  Each 
pier  was  formed  by  two  three-foot, 
steel  encased,  concrete-filled  cylinders. 
Each  cylinder  was  founded  on  five  50- 
foot  piles. 

Designed  for  the  horse  and  buggy 
type  of  traffic,  a  macadam  surfaced 
roadway.  16-feet-eight-inches  wide, 
without  sidewalks  was  provided,  along 
with  a  vertical  clearance  of  13-feet- 
seven-inches,  one  inch  more  than  the 
present  day  legal  load  height. 

As  the  t.ype  of  traffic  changed  to 
motorized  high  speed  vehicles  with 
greater  loadings,  this  structure  proved 
inadequate.  During  recent  years  it 
was  posted  for  one-way  traffic  for 
trucks  and  buses,  15  miles  per  hour 
speed  limit,  and  a  maximum  load  of 
12  tons  per  vehicle. 

In  1934,  the  most  northerl.y  truss 
was  wrecked  by  a  truck.  The  truss 
was  never  repaired,  the  roadway  be- 
ing supported  on  temporary  timber 
bents.  In  1935  a  portion  of  the  deck 
was  destroyed  by  fire.  The  burned- 
over  portion  was  replaced  by  new 
stringers  and  deck,  and  the  bridge 
again  carried  traffic  until  February 
11,  1938.  On  that  date  another  high 
water  stage,  Elev.  174,  washed  out  the 
south  pier  of  the  bridge,  carr.ying  the 
two  southernmost  trusses  with  it  into 
the  river.  Then  followed  a  month  of 
repair  work  on  the  damaged  struc- 
ture, under  difficult  conditions,  and 
with  constant  threat  of  further  floods. 
Traffic  was  detoured  from  Soledad  to 
King  City  on  a  county  road  along 
footliills  east  of  the  river.  The  bridge 
was  reopened  for  travel  on  March  18, 
1938,  and  served  without  further  in- 
terruption to  traffic  until  October  23, 
1938,  when  this  continuous  reinforced 
concrete  girder  type  bridge  was  dedi- 
cated to  public  service. 

The  new  structure  is  located  on  a 
greatly    improved    alignment,    along 


downstream  side  of  old  bridge,  and  i* 
connected  to  the  existing  highway  by 
approximately  one  mile  of  concrete 
pavement  approach. 

It  consists  of  thirteen  (13)  one- 
hundred  and  four  (104)  foot  spans 
and  two  89-foot  end  spans  on  concrete 
piers,  hinged  to  spread  footings 
founded  on  Douglas  fir  piling.  The 
overall  length  of  the  new  bridge  is 
1,530  feet  having  a  roadway  width 
between  curbs  of  34  feet,  and  two 
2'-6"  sidewalks. 

The  girders  are  bulb  shaped  design 
continuous  over  two  piers  and  form- 
ing two  17-foot  cantilevers.  Bridge 
seats  on  the  latter  support  an  80-foot 
suspended  span,  one  end  of  which  is 
hinged  to  cast  steel  rockers  to  allow 
for  expansion. 

The  design  is  unique  in  being  the 
longest  span  for  this  type  bridge  on 
the  State  system.  The  continuous, 
bulb-shaped  girder  was  favored  over 
the  conventional  rectangular  simple 
span  type,  to  effect  not  only  a  large 
reduction  in  cross-sectional  area,  but 
a  noteworthy  saving  to  the  State. 

The  total  cost  of  the  bridge  and 
the  approaches  amounted  to  approxi- 
mately $400,000. 

H.  R.  Judah,  California  Highway 
Commissioner,  representing  Governor 
Merriam,  was  the  principal  speaker 
at  the  dedication  ceremonies. 

The  cutting  of  a  ribbon  by  Cliair- 
man  Judah  signalled  the  opening  of 
the  new  bridge  and  the  start  of  a 
parade  which  ended  at  a  nearby 
municipal  park  where  a  barbecued 
dinner  was  served. 

Others  introduced  by  Al  Clark, 
Master  of  Ceremonies,  were :  Mayor 
John  Burke  of  Soledad  :  Mayor  Leach 
of  Salinas ;  Congressman  McGrath ; 
State  Senator  Tickle;  Supervisors 
Redding  and  Talbot  of  Monterey 
County ;  District  Eiigineer  Lester  Gib- 
.son;  Bridge  Contractor  II.  S.  Lord,- 
Resident  Engineers  Fred  Weigle  and 
Vern  J.  Ele;  Secreatry  McCardle  of 
the  Salinas  Chamber  of  Commerce; 
Coinitv  Engineer  Howard  Cousins. 


[Twenty-two] 


(November  193  8)  California  Highways  and  Public  Works 


The  recently  completed  bridge  across  the  Salinas  River  on  U.  S.  101,  near  Soledad,  ,s  the  '°"9"V  ""^'""7'oicture  The 
girder  type  in  the  State.  It  is  built  on  improved  alignment  near  the  narrow  old  structure  as  shown  in  the  center  picture.  The 
overall  length  is  1530  feet  with  a  roadway  width  of  34  feet  between  23,  foot  sidewalks. 


California  Highways  and  Public  Works  (November  isu) 


[Twenty- three  I 


Blast  Starts 
Work  on  Mt. 
Springs  Grade 

(Continued  from  page  20) 

poi-t  it  by  pipe  line  5i  miles  to  the 
job  where  over  13,000,000  gallons  will 
be  used  for  compacting  fills. 

More  than  1000  San  Diego  and 
Imperial  valley  civic  leaders,  state, 
county  and  city  officials,  navy  and 
marine  corps  officers  and  inland 
San  Diego  residents  gathered  at  the 
base  of  a  huge  rock  tower  to  watch 
Governor  Merriam  formally  start  the 
work. 

"If  you  have  traveled  over  this 
treacherous  grade  before,"  the  Gov- 
ernor said,  "j'ou  can  appreciate  the 
value  this  project  will  be  to  these 
two  splendid  counties  represented 
here  today. 

"Funds  for  this  work,  like  all  other 
state  highway  improvements,  come 
from  the  highway  funds  which  your 
gasoline  taxes  create.  It  is  your 
money  which  is  being  spent  for  high- 
ways which  you  can  long  enjoy." 

The  chief  executive  reviewed  the 
progress  which  California  has  made 
in  building  adequate  highways  for  its 
growing  motor  and  truck  travel. 

A  host  of  dignitaries,  including 
many  who  have  spent  years  in  sup- 
porting highway  development  for  Sau 
Diego  and  Imperial  county,  were 
presented  by  the  ma.ster  of  cere- 
monies. 

Frank  G.  Forward,  chamber  of 
commerce  highway  committee  chair- 
man, headed  a  committee  on  arrange- 
ments. Working  with  him  were  Fred 
Simpson,  county  highway  develop- 
ment association  president;  Neil 
Brown,  chamber  shippers'  committee 
chairman ;  Pat  D.  Smith,  Fred 
Rhodes  and  James  Robbins. 

Representing  the  most  Rev.  Charles 
Francis  Buddy,  bishop  of  San  Diego, 
was  the  Rt.  Rev.  Monsignor  John 
M.  Hegarty,  vicar  general  of  the 
Catholic  diocese  of  Sau  Diego,  who 
was  accompanied  by  Albert  V.  Mayr- 
hofer. 

C.  L.  Cotant,  chamber  president, 
headed  a  large  delegation  of  chamber 
of  commerce  members,  and  Claude 
Wilson,  Eseondido,  represented  the 
San  Diego  County  Development  fed- 
eration. Councilman  Herbert  E.  Fish 
represented  the  city;  Vice  Adm.  E.  J. 

I  Twenty-four  ] 


3n  iJJpmnrtant 

IRA  A.  THOMAS 

On  October  first,  at  a  sanitarium  in 
San  Diego,  Ira  A.  Thomas,  Mainte- 
nance Superintendent  for  the  Divi- 
sion of  Highways  at  El  Centre, 
passed  away. 

Mr.  Thomas  had  been  ill  only  a 
short  while  prior  to  going  to  the 
hospital,  three  days  before  his  death, 
and  to  all  his  many  friends  in 
District  XI,  knowing  his  abounding 
vitality  and  high  spirits,  his  passing 
was  a  great  shock. 

Everyone  in  Imperial  County,  and 
the  employees  of  the  Division  of 
Highways  throughout  the  State,  af- 
fectionately knew  him  as  "Tommy." 
His  friends  were  legion,  as  he 
took  an  active,  enthusiastic  and 
helpful  part  in  sports,  public  affairs, 
and  particularly  in  the  activities  of 
the  California  State  Employees 
Association  and  he  was  president  of 
the  Imperial  County  chapter  for 
several  terms. 

During  his  earlier  manhood,  Mr. 
Thomas  took  a  prominent  part  In 
the  building  construction  industry 
in  San  Francisco,  and  as  a  general 
contractor  erected  many  large  build- 
ings in  that  city.  Following  the  San 
Francisco  earthquake  in  1906,  he 
conceived  the  idea  of  utilizing 
brick  from  the  ruined  buildings  as 
coarse  aggregate  for  concrete  in 
building  foundations  and  street 
work,  and  thereby  was  instrumental 
in  expediting  the  early  reconstruc- 
tion of  the  city. 

About  twenty-three  years  ago  Mr. 
Thomas  went  into  the  building  in- 
dustry in  Imperial  Valley  where  he 
erected  many  of  the  larger  build- 
ings, county  bridges  and  other  con- 
struction Installations.  He  entered 
the  service  of  the  State  in  1931  as 
superintendent  in  charge  of  all 
maintenance  and  betterment  work 
on  the  State  highways  in  Imperial 
County.  His  thorough  knowledge 
of  conditions  and  broad  acquaint- 
ance throughout  the  valley,  added 
to  his  wide  experience  in  construc- 
tion work,  have  been  of  exceptional 
value  to  the  State.  Added  to  these 
qualifications,  his  great  enthusiasm 
for  the  work,  his  willingness  to  meet 
any  situation  that  might  arise  at 
any  time  of  the  day  or  night,  and 
his  joy  in  the  best  accomplishment, 
contributed  to  his  unusual  success 
in  meeting  many  emergencies  and 
difficult  situations  which  are  en- 
countered almost  continuously  in 
the  valley  and  the  surrounding 
desert. 

He  took  a  keen  interest  In  road- 
side trees  and  plantings  and  in- 
stalled a  fine  collection  of  cacti  and 
desert  growth  at  the  El  Centre 
Maintenance  Station  that  has  at- 
tracted the  attention  of  many  tour- 
ists and  nature  lovers.  He  also 
directed  the  installation  of  the 
notable  beautlficatlon  of  the  impe- 
rial County  Fair  Grounds  of  that 
type. 


Highways  In  Dist. 
VI  Require  Large 
Expenditure 

(Continued  from  page  3) 

and  to  build  safety  into  the  highway 
system  will  require  the  following  im- 
provomeuts : 

38  miles  Unimproved  earth 
roads  in  need  of  re- 
construction and  oil- 
ing      $1,337,500 

599  miles  2-Lane  oiled  earth  or 
gravel  roads  In  need 
of    reconstruction 20,657,700 

567  miles  2  -  Lane  intermediate 
and  high  type  in  need 
of     reconstruction 14,610,800 

118  miles  2-Lane,  widen  to  4- 
lane     divided,     with 

structures     9,210,000 

49  miles  3-lane,  widen  to  4- 
lane      divided      with 

structures     3,956,000 

10  Highway  and  Rail- 
road grade  separa- 
tions and   bridges   not 

shown  above 2,000,000 

Acquisition    of     Right 

of   Way 5,475,000 

$57,247,000 

Since  funds  are  not  now  available 
to  carry  this  program  through  to  an 
early  completion,  the  period  required 
to  do  the  desired  work  must  be  ex- 
tended to  fit  the  yearly  budgetary 
amounts. 

The  highways  to  be  constructed, 
re-constructed  or  otherwise  improved 
must  be  those  which,  after  an  ex- 
haustive study,  from  the  standpoint 
of  maintenance  cost,  traffic,  safety, 
etc.,  most  urgently  need  consideration. 

King,  the  navy;  Brig.  Gen.  J.  J. 
Meade,  the  marine  corps. 

State  officials  and  legislators  in- 
cluded Assemblywoman  Jeanette 
Daley,  Assemblyman  Charles  Stream, 
Nat  Rogan,  Collector  of  internal 
revenues ;  R.  L.  Dean,  acting  regional 
forester ;  Harry  A.  Hopkins,  assistant 
director,  department  of  public  works ; 
Edward  J.  Neron,  deput3^  director 
public  works;  E.  E.  Wallace,  district 
engineer;  E.  E.  Sorenson,  assistant 
to  Wallace;  R.  R.  Judah,  chairman, 
state  highway  commission;  William 
T.  Hart,  local  representative  of  the 
highway  commission. 


Here's   to   happy  da.vs:   any   old  fool   can 
have  a  good  time  at  night. 


(November  19}  s)  California  Highways  and  Public  Works 


Has  Four-year  File 

p.  O.  Box  756 

Santa  Maria,  Cal. 
October  6,  1938 

Division   of    Highways 
Sacramento,   Cal. 

Gentlemen: 

I  have  been  receiving  your  publication 
CALIFORNIA  HIGHWAYS  AND  PUB- 
LIC WORKS  magazine  for  same  four 
years  and  would  like  to  commend  you  for 
your  work  in  publishing  this  magazine. 
I  find  it  a  very  valuable  as  well  as  inter- 
esting way  of  keeping  posted  as  to  the 
progress  being  made  on  State  highways 
and  their  maintenance,  together  with 
other  valuable  information. 

I  have  been  saving  these  magazines  and 
binding  them  together  by  the  year,  and 
have  found  many  an  occasion  to  refer 
back  to  them.  Somehow  my  August,  1938, 
issue  got  mislaid,  so  I  would  therefore 
appreciate  it  very  much  if  you  would 
forward  me  a  copy  of  that  issue  so  I  can 
keep  my  yearly  volumes  complete,  and 
up  to  date. 


Very  truly  yours. 


Paul    E.   Smith. 


Old  Roads  and  New 

Alpine,   Calif.,  October  25,   1938. 

California    Highway  &   Public  Works, 
Sacramento,  Calif. 

Dear  Sirs: 
I  I  have  just  had  the  privilege  and  pleas- 
I  ure  of  seeing  and  reading  the  August  and 
I  September  numbers  of  your  beautiful 
!  magazine  and  1  must  say  that  I  am  quite 
I  anxious  to  be  Included  in  the  list  of  those 
i  to  whom  it  is  regularly  sent  if  that 
may   be. 

As    one    who    came    to    Los    Angeles    in 
the   Summer  of   1881    when   that   city   had 
but    11,000    inhabitants    and    when    a    road 
was  generally  an  open  space  between  the 
j    place   you    happened   to    be    and   the    place 
li    you    desired    to    reach,    and    when    it    \A/as 
usually    made    by    driving    a    wagon    from 
I    the   one    place   to   the    other    until    another 
!     person    could    see    and   follow   your  tracks 
I    and   any   work    done    upon    it    was    largely 
done    by    men    who    wished    to    work    out 
their    "pole    tax,"    and    having    ridden    or 
driven    by    horse    from    Santa    Monica    to 
San    Jacinto,    San     Diego    to    Santa    Bar- 
bara,   Oakland    to    Santa    Cruz,    San    Luis 
(    Obispo,     over     desert     and     mountains    to 
Bakersfield,    up   the    San    Joaquin   to    Lodi 
and    back    to    Oakland    (Oakland    to    Oak- 
land being  one  saddle  trip  of  800  miles  in 
seven    weeks),    I     can    discern    some    dif- 


ference in  the  old  and  the  present  roads. 
I  left  California  in  1893  and  drove  back 
from  Chicago  in  a  small  car  in  1917.  We 
were  six  weeks  getting  to  San  Bernardino 
and  we  had  our  ninth  new  tire  on  the  car 
when  we  arrived.  Since  then  I  have 
driven  over  about  150,000  miles  in  this 
state,  from  the  Mexican  line  to  Calistoga 
and  from  San  Bernardino  to  Sacramento, 
and  if  anybody  should  be  able  to  appre- 
ciate the  development  of  our  roads,  I 
think  I  should,  and  I  certainly  do.  With 
sincere  appreciation  of  both  the  roads  and 
the    magazine. 

Very   truly   yours. 

J.    B.   STUYVESANT, 
Cozy  Cove  Cottages. 


King  County  Planning  Commission 

,  County-City    Building,    Seattle 

September  30,   1938. 

State    Highway    Department, 
Sacramento,  California. 

Gentlemen: 

We  understand  that  you  are  publishing 
a   most   interesting   monthly  magazine. 

We  will  appreciate  it  very  much  if  you 
will  put  us  on  your  mailing  list — if  there 
are  extra  copies  which  can  be  spared. 

Thanking   you,  we  are 

Yours  very  truly, 

JOSHUA    H.   VOGEL, 
Planning  Engineer  and  Executive  Officer, 

King  County  Planning  Commission. 


Enjoyed  by  Nicaragua's  President 

Consualdo   General    De    Nicaragua 

San  Francisco,  California, 
October    22,    1938. 

Editor,   California    Highways 

and    Public   Works, 
Sacramento,  California. 

Sir: 

Allow  me  the  pleasure  to  present  to  you 
and  to  your  able  staff  my  very  sincere  con- 
gratulations for  the  helpful  Information 
you  always  give  in  the  worthiest  State's 
publication:  "CALIFORNIA  HIGHWAYS 
AND    PUBLIC   WORKS." 

Really  it  is  a  pleasure  to  receive  it 
every  month.  After  I  read  each  edition  I 
mail  it  to  Honorable  Dr.  Antonio  Flores- 
Vega,  Ministro  de  Fomento  y  Obras 
Publicas  in  the  Cabinet  of  His  Excellency, 
General  Anastasio  Somoza,  President  of 
the  Republic  of  Nicaragua,  who  also 
enjoys  It. 

I  remain,  yours  truly, 
JUAN  JOSE  MARTINEZ  LACAYO, 

Consul  General  of  Nicaragua. 


Praises  California  Highways 

Monrovia,  California. 

California    Highways 
and    Public   Works, 
Sacramento,  Calif. 

Gentlemen: 

We  sure  can  appreciate  the  California 
highways,  and  the  way  they  are  kept  in 
fine  condition.  After  we  took  a  two- 
month  trip  through  the  middle  western 
and  southern  states,  we  can  readily  ap- 
preciate our  highways.  Even  though 
some  are  black  topped  and  gravel,  the 
California  highways  are  better  than  the 
average   in   other   states. 

1  am  enjoying  the  "California  High- 
ways and  Public  Works"  journal  very 
much  because  it  is  very  educational,  and 
compliment  your  staff  for  maintaining 
a  high  standard  of  constructive  journal- 
ism  and   fine   printing. 

Yours  very  truly, 

DEWEESE  W.  STEVENS. 

Aids  Yale  Research 

Yale   University 
Bureau  for  Street  Traffic  Research 

New    Haven,   Conn., 
October   20,    1938 

Editor    California    Highways 

and    Public   Works, 
P.    O.    Box    1499, 
Sacramento,  California. 

Dear   Mr.   Howe: 

The  photographs  of  the  Bakersfield- 
Grapevlne  highway,  which  you  so  kindly 
forwarded  to  us  recently,  have  been  added 
to  our  visual  aids  library.  I  am  very 
happy  to  have  them  and  wish  to  thank 
you   very   much    indeed. 

1  wonder  if  I  might  further  impose 
upon  your  kindness  by  requesting  copies 
of  the  photographs  illustrating  John  H. 
Skeggs'  article  dealing  with  modernizing 
roads,  which  appears  in  the  September 
issue  of  CALIFORNIA  HIGHWAYS  AND 
PUBLIC  WORKS.  On  pages  1,  2,  and  3 
there  is  a  series  of  eight  exceptionally 
fine  photographs  showing  bad  road  con- 
struction and  practices.  If  it  is  convenient, 
I  would  very  much  appreciate  receiving 
copies  of  these.  *  *  *  We  now  have  a 
collection  of  some  800  photos  taken  in  New 
England.  Should  you  desire  some  special 
classifications  please  feel  free  to  call 
on    us. 

Thanking  you  again,  1   am 

Sincerely  yours, 

BRYANT    BURKHARD, 

Research    Assistant. 


California  Highways  and  Public  Works  (November  19}  s) 


[  Twenty-five  1 


DIVISION  OF 

WATER  RESOURCES 


,»lh^^=r^^i»^>-y^'tA^r77Tmifrm:^ 


SEVERAL  applications  for  allot- 
ments fi-om  money  appropriated 
to  the  Emergency  Fund  by 
Chapter  11,  Statutes  of  1938,  Extra 
Session,  for  the  restoration  of  public 
property,  levees,  flood  control  works, 
county  roads  and  bridges,  damaged 
by  floods  of  the  1937-38  winter  season 
throughout  the  State,  were  received 
during  the  past  month. 

Investigations  of  applications  re- 
ceived so  far  have  been  or  are  being 
made  and  188  reports  and  recom- 
mendations have  been  prepared  by 
the  Division  of  Water  Resources  and 
State  Reclamation  Board  and  sub- 
mitted to  the  Director  of  Finance, 
pursuant  to  his  instructions.  Gov- 
ernor Frank  F.  Merriam  has  ap- 
proved allocations  totaling  $4,194,400 
for  flood  damage  repair  work  covered 
by  these  reports.  The  Division  of 
Water  Resources  has  continued  the 
performance  of  some  of  the  work  for 
which  these  allocations  were  made, 
the  remaining  work  being  done  by 
the  applicants  under  contracts  entered 
into  with  the  Department  of  Public 
Works.  There  are  now  in  force  114 
contracts  for  work  which  will  cost 
$3,097,000. 


IRRIGATION   DISTRICTS 


The  Delano-Earlimart  Irrigation  District 
was  formed  at  an  election  held  October  18, 
1938,  following  a  favorable  report  by  the 
State  Engineer  to  the  Board  of  Supervisors 
of  Tulare  County  as  to  the  feasibility  of  the 
project.  The  district  embraces  an  area  of 
.S3,000  acres  of  highly  developed  agricultural 
land  that  has  a  deficient  water  supply  ow- 
ing to  the  receding  ground  water  level. 
Organization  was  undertaken  in  order  to 
contract  for  a  water  supply  from  the  Friant- 
Kern  Canal  of  the  Central  Valley  Project 
which  will  pass  through  the  district  area. 

Investigation  of  a  project  submitted  by 
the  El  Dorado  Irrigation  District  is  now 
in  progress.  The  proposal  includes  the  con- 
struction of  a  dam  on  Sly  Park  Creek  to 
store  12,700  acre  feet  of  water,  and  the 
building  of  an  eight-mile  conduit  through 
the  hills  to  connect  the  reservoir  with  the 


[Twenty-six] 


OFFICIAL  REPORT 

FOR  THE  MONTH  OF 

October,  1938 

EDWARD  HyATT,  State  Ensineei 


present  distribution  system.     The  estimated 
cost   of   the   project   is   $670,000. 

Work  has  been  started  on  the  Nevada 
Irrigation  District  project,  recently  ap- 
proved, for  the  building  of  Scott's  Flat  Dam. 
The  district  reports  a  crew  of  thirty  men 
supplied  by  WPA  will  undertake  clearing  of 
the  reservoir  site  during  the  winter  months 
pending  receipt  of  a  loan  and  grant  from 
PWA   to   carry  out  construction. 


SUPERVISION   OF   DAMS 


Palos  Verdes  Reservoir,  one  of  the  prin- 
cipal terminal  reservoirs  of  the  Metropolitan 
Water  District  of  Southern  California  sys- 
tem, will  soon  be  constructed  in  the  Palos 
Verdes  hills.  Application  for  the  approval 
of  the  plans  and  specifications  for  its  con- 
struction were  filed  on  October  11,  1938. 

Repair  work  is  progressing  satisfactorily 
on  a  number  of  dams  throughout  the  State. 
In  addition  to  these  a  number  of  recent  ap- 
plications have  been  filed  for  the  repair  of 
structures  before  winter. 


WATER   RIGHTS 


ftupervision  of  Appropriation  of  Water 

During  September,  25  applications  to  ap- 
propriate were  received.  19  were  denied  and 
15  were  approved  by  issuance  of  permits. 
In  the  same  period  5  permits  were  revoked 
and  the  rights  under  5  permits  were  con- 
firmed  by    the   issuance   of   licenses. 

The  field  season  in  connection  with  the 
inspection  of  projects  under  permits  and  in- 
vestigation of  protested  cases  was  concluded 
on  September  28th.  A  total  of  228  projects 
were  inspected,  distributed  throughout  prac- 
tically all  counties  of  the  State.  Reports 
of  these  investigations  are  now  being  pre- 
pared. 


FLOOD  CONTROL  AND 
RECLAMATION 


Maintenance  of  Sacramento  Flood  Control 
Project 

Routine  maintenance  on  the  flood  control 
project  has  been  carried  on  during  this 
period  in  preparation  for  high  water  this 
winter,  consisting  mostly  of  minor  repairs 
to  structures.  Temporary  repairs  have  been 
made  to  several  of  the  by-pass  bridges. 

The  War  Department  is  installing  addi- 
tional culverts  in  the  west  intercepting 
canal,  so  that  there  will  be  no  recurrence  of 


overflow  similar  to  that  which  occurred  last 
winter.  Two  additional  60-inch  culverts  are 
being  installed. 

The  application  for  a  PWA  grant  for 
maintenance  repair  work  has  not  yet  been 
granted,  and  there  appears  to  be  little  pros- 
pect that  it  will.  We  are  therefore  prepar- 
ing to  do  the  necessary  work  with  the  funds 
at  hand. 

Relief  Labor  Work 

An  average  of  125  relief  laborers  have 
been  employed  in  clearing  in  the  Feather 
River  overflow  channel,  repairing  current 
retards  at  Nicolaus  and  constructing  wing 
dams  at  Robinson  Bend.  Fifty  laborers  are 
employed  from  the  SRA  transient  camp  in 
Sutter  Basin. 

The  WPA  application  covering  flood  con- 
trol work  in  District  No.  2,  containing  the 
valley  counties  from  the  delta  north  to  Trin- 
ity County,  has  been  approved.  This  will 
permit  the  clearing  of  numerous  flood  and 
creek  channels  outside  of  the  Sacramento 
project.  It  is  expected  that  some  of  this 
work  can  be  performed  in  cooperation  with 
the  War  Department,  particularly  in  Yolo- 
Colusa  and  Butte  counties. 

Clearing  of  levee  right-of-way  at  the  Sac 
ramento  brickyard  below  Sacramento  has 
been  practically  completed  by  a  crew  of  15 
WPA  laborers. 

Emergency  Levee  Repairs 

The  work  of  completing  flood  damage  re 
pair  in  Glenn,  Butte,  Shasta  and  Tehama 
counties  under  Executive  Order  E  177,  has 
been  almost  completed.  Work  is  now  under 
way  on  Butte  Creek  and  Feather  River  at 
Robinson  Bend,  in  Butte  County,  and  on 
Stony  Creek,  in  Glenn  County.  The  work 
will  be  completed  as  soon  as  these  units 
are  finished. 


SACRAMENTO-SAN   JOAQUIN 
WATER  SUPERVISION 


During  the  past  month  the  efforts  of  the 
field  men  from  this  ofiice  have  been  devoted 
almost  entirely  to  making  a  field  survey  oi 
the  crops  and  areas  irrigated  from  th^ 
stream  and  return  flow  channels  in  the  Sac- 
ramento and  San  Joaquin  Valleys.  Th« 
acreage  data  gathered  will  be  incorporatec 
in  an  annual  mimeographed  report  contain 
ing  all  data  relative  to  diversion  from  anc 
water  discharged  to  the  streams  in  the  Saci 
ramento-San  Joaquin  Valley  area. 


Prof. — Take  this  sentence :   "Let  the  cow 
be  taken  out  of  the  lot."     What  mood? 
Prosh — The  cow. 


(November  1938)  California  Highways  and  Public  Works 


Highway  Bids  and  Awards  for  the  Month  of  October,  1938 


GLENN  COUNTY  — About  3J  miles 
north  of  Willows,  reinforced  concrete  box 
culvert  to  be  constructed  and  existing  pave- 
ment to  be  replaced  with  untreated  crushed 
gravel  or  stone  base  and  plant-mix  surfac- 
ing. District  III.  lioute  7,  Section  B. 
A.  A.  Tieslau,  Berkele.v,  $5,959.  Contract 
awarded  to  N.  M.  Ball  Sons,  Berkele.v, 
$5,795.50. 

HUMBOLDT  COUNTY — Across  east 
branch  of  south  fork  of  Eel  River,  2.7  miles 
south  of  Garberville,  a  reinforced  concrete 
slab  supported  on  concrete  and  timber  bents 
consisting  of  eight  10-foot  spans  replacing 
portions  of  existing  bridge  and  approach 
thereto.  District  I,  Route  1,  Section  A. 
Fred  J.  Maurer  and  Son,  Eureka,  $22,474- 
E.  E.  Smith,  Eureka,  $25,181 :  T.  T.  Lesure, 
Oakland,  .$28,605;  Fred  J.  Earl.v,  Jr.,  San 
Francisco,  $29,319.  Contract  awarded  to 
Scheumann  and  Johnson,  Eureka,  $21,- 
141.00. 

HUMBOLDT  COUNTY— Between  Big 
Lagoon  and  one  mile  north  of  Orick,  about 
1.4  miles  to  be  graded  and  surfaced  with 
road-mix  surfacing.  District  I,  Route  1. 
Sections  J,K.  John  Burman  &  Sons  and 
Scheumann  &  Johnson,  Eureka.  $77,918 ; 
N.  M.  Ball  Sons,  Berkeley,  $84,108;  Hem- 
street  &  Bell,  Marysville,  $87,339;  Poulos 
&  McEwen,  Sacramento,  $93,013.  Contract 
awarded  to  Claude  C.  Wood,  Lodi,  $77,- 
642.00. 

IMPERIAL  COUNTY— City  of  El  Cen- 
tro,  East  Main  Street,  S.P.R.R.  to  east 
city  limits,  and  5th  and  6th  Streets,  State 
to  Orange  Streets,  1.3  miles  plant-mix  sur- 
facing. District  XI,  Route  27.  V.  R. 
Denni.s  Construction  Co.,  San  Diego,  .$22,- 
901;  R.  E.  Hazard  &  Sons,  $9,523.  Con- 
tract awarded  to  G.  W.  Ellis,  North  Holly- 
wood, $9,185.00. 

INYO  COUNTY — Between  Death  Valley 
National  Monument  and  Death  Valley  .Junc- 
tion, about  11.1  miles  to  be  graded  and  road- 
mix  surface  treatment  applied.  District  IX, 
Route  127,  Section  L.  Oilfields  Trucking 
Co.,  Bakersfield,  $80,608;  Prederlcksen  and 
Westbrook,  Sacramento,  $63,451 ;  C.  G. 
Willis  &  Sons,  Inc.,  and  Chas.  G.  Willis, 
Los  Angeles.  $77,062;  J.  A.  Casson,  Hay- 
ward,  $48,886 ;  Basich  Bros.,  Torrance,  $55,- 
787;  Griffith  Co.,  Los  Angeles,  $72,928; 
S.  Edmondson  &  Sons,  Los  Angeles,  $67,- 
037 ;  Crow  Bros.  Construction  Co.,  Los 
Angcle-s,  $54,326:  George  Herz  &  Co.,  San 
Bernardino,  $79,556;  Isbell  Construction 
Co..  Reno.  $74,004;  Dodge  Construction, 
Inc.,  Fallon,  .$69,116;  Parish  Bros.,  Eld- 
ridge,  .$50,671  ;  United  Concrete  Pipe  Corp., 
Los  Angeles,  $78,049.  Contract  awarded  to 
Oswald  Bros.,  Los  Angeles,  $48,856.40. 

KERN  COUNTY — Between  Weedpatch 
and  Wheeler  Ridge,  about  16.8  miles  to 
be  graded  and  treated  with  liquid  asphalt. 
District  VI,  Feeder  road.  Oilfields  Truck- 
ing Co.,  Bakersfield.  $36,372;  Griffith  Co., 
Los  Angele-s.  ii!36,412;  Basich  Bros.,  Tor- 
rance, .$37,378;  Heuser  and  Garnett,  Glen- 
dale,  $40,208;  Claude  Fisher  Co.,  Ltd.,  Los 
Ajigcles,  $42,010.  Contract  awarded  to 
Rexroth  and  Rexroth,  Bakersfield,  $34,- 
813.00. 

LASSEN  COUNTY — Between  Madeline 
and  Likely,  about  4.4  miles  to  be  graded 
and  surfaced  with  crusher  run  base  and 
road-mix  surfacing.  District  II,  Route  73, 
Section  F,G.  Harms  Bros.,  Vinton,  $77,- 
372;  Piazza  and  Huntley.  San  Jose,  $82.- 
123 ;  Fredericksen  &  Westbrook,  Sacra- 
mento, $87,508 ;  Isbell  Construction  Co., 
Reno,  .$95,222 ;  Mountain  Construction  Co., 
Sacramento,     .$97,4.33;     N.     M.    Ball     Sons, 


Berkelry,    $107,085.      Contract    awarded    to 
Poulos  &  McEwen,   Sacramento,  $74,969.80. 

LOS  ANGELES  COUNTY— A  rein- 
forced concrete  girder  overhead  crossing 
over  the  tracks  of  the  Southern  Pacific  Co. 
about  6  miles  east  of  Saugus,  consisting  of 
one  66-foot  span,  one  56-foot  span,  one  54- 
foot  span,  and  one  49-foot  span.  District 
VII,  Route  23.  Section  I.  Griffith  Co..  Los 
Angeles,  $46,303;  White  &  Wilberg,  Santa 
Monica,  $46,442;  UnStwl  Concrete  Pipe 
Corp.,  Los  Angeles,  $47,914 ;  Byerts  & 
Dunn,  Los  Angeles,  $49,021;  C.  O.  Sparks 
and  Mundo  Engineering  Co.,  Los  Angeles, 
$50,191 ;  Oscar  Oberg,  Los  Angeles,  $50,- 
896;  The  Contracting  Engineers  Co.,  Los 
Angeles.  $51,996;  Gibbons  and  Reed  Co., 
Burbank,  $53,115  ;  Ralph  A.  Bell  and  Don- 
ald E.  Metzger,  Los  Angeles,  $.56,978 :  Nick 
Perscallo,  Los  Angeles,  $67,083.  Contract 
awarded  to  W.  E.  Robertson,  Los  Angeles, 
$37,902.00. 

LOS  ANGELES  COUNTY  —  Between 
Rivera  Underpass  and  Shenandoah  Avenue, 
about  1.7  miles  to  be  graded  and  surfaced 
with  Portland  cement  concrete,  asphalt  con- 
crete, and  plant-mixed  surfacing.  District 
VII,  Route  108,  Section  B.  Griffith  Co., 
Los  Angeles.  $33,163 ;  United  Concrete  Pipe 
Corp.,  Los  Angeles,  $33,704;  Oswald  Bros., 
Los  Angeles.  $36,222 ;  C.  O.  Sparks  &  Mun- 
do Engineering  Co.,  Los  Angeles,  $36,706 ; 
Sully-Miller  Contracting  Co.,  Long  Beach, 
$37,975.  Contract  awarded  to  W.  E.  Hall 
Co.,  Alhambra,  $32,880.00. 

LOS  ANGELES  COUNTY— Between 
French  Flat  and  Liebre  Gulch,  about  2.7 
miles  to  be  graded,  heavy  riprap  to  be 
placed  and  Portland  cement  concrete  slope 
paving  to  be  constructed.  District  VII, 
Route  4,  Section  I.  Claude  Fisher  Co.,  Ltd., 
Los  Angeles,  $145,710;  Ralph  A.  Bell, 
Monrovia,  $164,485;  United  Concrete  Pipe 
Corp.,  Los  Angeles,  $174,440;  Griffith  Co., 
Los  Angeles.  $195,381;  Nick  Perscallo,  Los 
Angeles,  $199,937.  Contract  awarded  to 
Geo.  J.  Bock  Co.,  Los  Angeles,  $122,205.00. 

LOS  ANGELES  COUNTY— Across  Cas- 
taic  Creek  near  Castaic  Junction,  a  bridge 
to  be  constructed;  and  about  0.7  mile  to  be 
graded  and  surfaced  with  plant-mixed  sur- 
facing and  road-mix  surface  treatment  ap- 
plied to  shoulders  and  detours.  District 
VII,  Route  79,  Section  A.  J.  S.  Metzger 
&  Sons,  &  L.  A.  Paving  Co.,  Los  Angeles, 
$78.799 ;  Dimmit  &  Taylor,  Los  Angeles, 
.$73,274 ;  Heuser  &  Garnett,  Glendale,  $73,- 
546;  R.  R.  Bishop,  Long  Beach.  .$75,848; 
Byerts  &  Dunn,  Los  Angeles,  $78.347 ;  Nick 
Perscallo,  Los  Angeles,  $76,758;  White  and 
Wilberg,  Santa  Monica,  .$70,893;  The  Con- 
tracting Engineers.  Los  Angeles,  $75,875 ; 
C.  O.  Sparks  and  Mundo  Engineering  Co., 
Los  Angeles.  $85,660 ;  United  Concrete  Pipe 
Corp.,  Los  Angeles,  $76,692 ;  W.  E.  Robert- 
son, Los  Angeles,  $69,750 ;  Griffith  Co.,  Los 
Angeles,  $72,749.  Contract  awarded  to 
J.  E.  Haddock,  Ltd.,  Pasadena,  $67,337.30. 

RIVERSIDE  COUNTY — About  8  miles 
southeast  of  Indio,  two  reinforced  concrete 
bridges,  one  across  Coachella  Valley  storm 
drain,  consisting  of  thirteen  30-foot  spans 
and  two  9-foot  cantilever  spans  and  one 
across  a  drainage  ditch,  consisting  of  two 
29-foot  4-inch  spans  and  two  8-foot  8-inch 
spans.  District  XI,  Route  187,  Section  F. 
R.  E.  Hazard  &  Sons,  San  Diego.  $40,6.39; 
V.  R.  Dennis  Construction  Co.,  San 
Diego,  .$40,963;  Valley  Construction  Co., 
San  Jose,  .$44,404;  Donald  E.  Metzger  & 
Ralph  A.  Bell,  Los  Angeles,  $46,359;  The 
Contracting  Engineers  Co.,  Los  Angeles, 
.$46,683 ;  Dimmitt  and  Taylor,  Los  Angeles, 


$50,307;  United  Concrete  Pipe  Corp.,  Los 
Angeles,  $52,772.  Contract  awarded  to  W. 
E.  Robertson,  Los  Angeles,  $38,614.25. 

RIVERSIDE  COUNTY — Bridge  across 
Temecula  Creek  about  7  miles  east  of  Teme- 
cula  consisting  of  reinforce<l  concrete  girder 
spans  supported  by  reinforced  concrete  piers 
on  precast  concrete  piles.  District  VIII, 
Route  78,  Section  B.  United  Concrete  Pipe 
Corp.,  Los  Angeles,  .$44,425;  S.  A.  Cum- 
mings,  San  Diego,  $44,767;  H.  H.  Peter- 
son, San  Diego,  $46,296;  White  and  Wil- 
berg, Santa  Monica,  $47,070;  W.  E.  Rob- 
ertson, Los  Angeles,  $49,475 ;  J.  S.  Metzger 
and  Sons  and  Ralph  A.  Bell,  Los  Angeles, 
$49,544 ;  Contracting  Engineers  Co.,  Los 
Angeles,  $.50,710;  Gibbons  and  Reed,  Bur- 
bank,  $52,007.  Contract  awarded  to  C.  F. 
Robbins,  Los  Angeles,  .$41,876.00. 

SIERRA  COUNTY — At  Downieville,  ex- 
isting reinforced  concrete  bridge  to  be  re- 
moved and  disposed  of.  District  III,  Route 
25,  Section  A.  L.  C.  Seidel,  Oakland,  $5,- 
889;  B.  A.  Howkins  &  Co.,  San  Francisco, 
$5,811;  George  E.  France,  Colfax,  $3,900; 
Fred  .1.  Early,  Jr.,  San  Francisco,  $4,251 ; 
N.  M.  Ball  Sons,  Berkeley,  $4,095.  Con- 
tract awarded  to  B.  T.  Lesure,  Oakland, 
$3,510.00. 

SONOMA  COUNTY  —  Between  Boiler 
Gulch  and  Miller  Creek,  about  0.8  mile  to 
be  graded,  road  mix  surface  treatment  ap- 
plied and  culverts  installed.  District  IV, 
Route  56,  Section  CD.  John  Burman  & 
Sons,  Eureka,  $49,247;  N.  M.  Ball  Sons, 
Berkelev,  $49,522;  Guerin  Bros.,  San  Fran- 
cisco, $52,082 ;  E.  T.  Lesure,  Oakland,  .$58,- 
513 ;  Pacific  States  Construction  Co.,  San 
Francisco,  .$58,962.  Contract  awarded  to 
Parish  Bros.,  Eldridge,  $47,480. 

VENTURA — A  reinforced  concrete  slab 
bridge  across  Sespe  Overflow,  about  one 
mile  west  of  Fillmore  to  be  constructed  and 
approaches  to  be  widened.  District  VII, 
Route  79.  Section  B.  Macco  Construction 
Co.,  Clearwater,  $45,636;  Gibbons  &  Reed 
Co.,  Burbank,  $46,403;  Griffith  Co.,  Los 
Angeles,  $50,368 ;  White  and  Wilberg,  Santa 
Monica,  $52,444 ;  Oscar  Oberg,  Los  Angeles, 
.$53,3.34;  The  Constructing  Engineers  Co.. 
Los  Angeles,  $53,940;  C.  O.  Sparks  & 
Mundo  Engineering  Co.,  Los  Angeles.  $.58.- 
176.  Contract  awarded  to  Ralph  A.  Bell  & 
Donald  B.  Metzger,  Los  Angeles,  .$44,863.00. 


JOINT   CONFERENCE   HELD   ON 
ROADSIDE  IMPROVEMENT 

The  National  Roadside  Council,  the 
Conservation  Committee  of  the  Gar- 
den Clnb  of  America,  and  the  Ameri- 
can Planning:  and  Civic  Association 
held  a  Joint  Conference  on  Roadside 
Improvement,  on  November  1.5th  and 
16th  in  New  York  City,  to  serve 
groups  of  people  who  will  sponsor 
legislation  in  the  1939  sessions  of  the 
State  legislatures,  for  roadside  im- 
provement. 

All  officials  and  organizations  plan- 
ning to  sponsor  roadside  legislation 
were  invited  to  attend  and  participate 
in  the  sessions. 


California  Highways  and  Public  Works  (November  19}  s) 


I  Twenty-seven  ] 


State  Engineers 
Win  in  Welding 
Competition 

(Continued  from  page  17) 

for  tlie  safety  and  stabilitj-  of  the 
truss,  but  which  do  not  contribute  in 
any  way  to  resisting  the  direct  loads 
upon  the  truss,  which  are :  the  weight 
of  the  truss  itself,  the  concrete  road- 
way, and  the  moving  vehicles  using 
the  bridge. 

"2.  Riveted  members  subject  to  a 
direct  tensile  pull  must  be  sufficiently 
enlarged  to  allow  for  the  reduction 
in  their  cross  section  due  to  rivet 
holes.  A  line  of  rivet  holes  across 
such  a  member  material^  reduces  its 
ability  to  withstand  loads,  and  the 
size  of  the  members  must  be  increased 
to  make  up  this  deficiency. 

PERMITS  ' '  RESTRAINED  ENDS ' ' 

' '  3.  All  welded  connections  are  con- 
siderably more  rigid  than  riveted  con- 
nections and  permit  construction  of 
"restrained  ends,"  the  term  used  by 
structural  engineers  to  denote  the 
ability  of  a  connection  to  resist  bend- 
ing as  well  as  a  direct  force.  This 
ability  to  withstand  bending  is  a  very 
useful  one  and  permits  considerable 
economy  in  rolled  beams  used  in  the 
floor  system  by  transferring  approxi- 
mately one-half  of  the  bending  stress 
at  the  middle  of  the  beam  to  the 
support  at  each  end.  Welding  was 
used  to  join  the  ends  of  the  beams 
together  in  order  that  they  could  re- 
sist stress  in  the  support  in  the  man- 
ner described.  A  greater  percentage 
of  the  beam  is  therefore  used  at  its 
maximum  strength  than  is  possible 
by  not  making  use  of  "restrained 
ends." 

"4.  Rolled  beam  sections  were  used 
for  all  truss  members,  thus  complete- 
ly eliminating  the  excess  detail  ma- 
terial. With  butt  welded  connections 
into  a  joint  detail  of  approximately 
arranged  plates,  a  smooth  connection 
between  all  truss  members  is  secured. 
This  type  of  connection  not  only  pro- 
vides a  smooth  transition  of  stress 
and  high  resistance  to  impact  stresses 
caused  by  moving  loads,  but  is  also  the 
ideal  type  of  surface  to  paint  and  main- 
tain. Rivet  heads  and  lacing  bars 
are  notoriously  weak  in  holding  a  film 
of  paint,  and  most  maintenance  costs 
after    first    general    painting    go    to 

[  Twenty-eight  ] 


Ju  Mpmoriam 

JAMES  HARVEY  RUST,  High- 
way Maintenance  Superintendent  in 
District  II,  Division  of  Highways, 
passed  away  in  Susanville  on  Sep- 
tember 5,  1938,  after  an  illness  of 
short   duration. 

Jim  Rust,  as  he  was  known  to  his 
associates,  was  born  at  Mandan, 
North  Dakota,  on  October  26,  1883. 
During  his  early  years  he  served  the 
Great  Northern  Railroad  as  a  teleg- 
rapher, but  at  the  age  of  twenty-one 
he  came  to  the  west  coast  to  try 
his  fortunes  in  the  Pacific  North- 
west. The  greater  lure  of  California 
later  claimed  him,  and  he  moved  to 
this  State  where  he  spent  the  last 
twenty-five  years  of  his  life.  Prior 
to  entering  State  service  he  was 
engaged  in  work  connected  with 
gold  dredging  in  Northern  Califor- 
nia. In  January,  1928,  he  became  an 
employee  of  District  II,  and  during 
the  ensuing  years  advanced  to  the 
position  of  Highway  Maintenance 
Superintendent,  which  he  occupied 
during  the  past  three  years. 

On  October  14,  1911,  he  was  mar- 
ried to  Reta  Alma  Wright,  daughter 
of  an  old  Shasta  County  family. 
Surviving  him  are  his  widow  and 
three  daughters — Hannah  Grey  and 
Alma  Rust  of  Oroville  and  Anna 
Smith   of    Red    Bluff. 

Jim  Rust  was  admired  both  by  his 
superiors  and  his  subordinates,  and 
his  passing  will  be  mourned,  not 
alone  by  his  family  and  friends,  but 
by  his  associates  in  the  State's 
service. 


touching  up  those  spots.  This  type 
of  construction  also  eliminates  water 
pockets  and  recesses  difficult  to  paint 
or  maintain. 

CHANGE    OF    METHODS 

"5.  Erection  methods  are  changed 
somewhat  with  the  welded  truss,  but 
should  actually  be  more  economical 
than  usual  riveted  truss  erection  as 
the  truss  members  are  assembled  on 
the  ground  into  a  flat  position  on 
timber  blocking  at  a  convenient 
height  for  working.  After  assembly 
and  welding  of  all  truss  members  in 
their  correct  positions,  the  truss  is 
raised  to  a  vertical  position  and 
placed  on  the  bridge  pier.  When 
both  trusses  are  in  place  erection  of 
the  floor  system  and  bracing  mem- 
bers proceeds  in  the  usual  manner, 
using  two  erection  bolts  at  the  end 
of  each  piece.  The  connections  are 
then  butt  welded  together  and  the 
bolts  removed. 

"Electric  welding  procedure  today 
is  conducted  on  a  scientific  basis. 
Methods  of  welding,  preparation  of 


Eliminating 
Newhall  Tunnel 
Bottleneck 

(Continued  from  page  G) 

side  of  these  will  be  11-foot  strips  of 
Portland  cement  concrete  pavement 
with  7-foot  plant-mixed  shoulders. 
For  the  portion  on  the  Mint  Canyon 
Short  Cut  proper  over  which  traffic 
will  be  somewhat  lighter,  there  will 
be  33  feet  of  plant-mixed  surfacing 
(three  traffic  lanes)  with  8-foot  oiled 
shoulders. 

The  whole  Mint  Canyon  Short  Cut 
is  being  built  on  up-to-date  standards 
which  will  effect  a  very  large  saving 
to  traffic  using  the  highway.  Using 
a  conservative  estimate  of  four  thou- 
sand cars  per  day  as  average  for  365 
days  during  the  year,  we  have  1,460,- 
000  car  trips  over  this  highway  per 
year. 

Using  three  cents  a  mile  as  the  cost 
of  operation  for  the  average  car, 
which  is  extremely  conservative  since 
this  includes  trucks  and  buses  as  well 
as  passenger  cars,  the  saving  in  length 
of  5.4  miles  would  effect  a  saving  of 
16.2  cents  per  car  trip.  This,  multi- 
plied by  1,460,000  car  trips  per  year, 
would  indicate  a  sa\Tng  to  traffic  of 
$236,520  per  year  or  enough  to  pay 
for  the  entire  cost  of  the  project  from 
Tunnel  Station  on  San  Fernando 
Road  to  Solamint  on  the  Mint  Canyon 
Highway  in  less  than  four  years  time. 

Thus  the  gasoline  tax  money  in- 
vested in  this  project  will  not  only 
be  used  to  construct  a  much  safer 
and  less  congested  highway  over 
which  to  travel  but  will  actually  re- 
pay its  cost  to  users  of  the  road  in  an 
amazingly  short  time. 


surfaces,  types  of  electrodes,  and  gener- 
ator equipment  are  available  for  any 
type  of  work.  Bridge  structures 
have  lagged  behind  other  fields  of 
endeavor  in  development  of  designs 
and  construction  methods  to  take  full 
advantage  of  the  welding  process. 
This  situation  is  largely  clue  to  the 
initial  heaAy  investment  in  shop 
equipment  to  fabricate  riveted  struc- 
tures. Other  contributing  factors  are 
lack  of  job  organization  by  the  gen- 
eral contractors  to  do  this  type  of 
work  and  lack  of  adequately  trained 
welders  and  welding  inspectors." 


(November  19}  s)  California  Highways  and  Public  Works 


STATE 

OF  CALIFORNIA 

De 

part 

Headquarters 

merit 

:   Public  Works 

of  Pu 

Buildins,  Twelfth 

blic 

and  N  Street' 

Wor 

,  Sacramento 

ks 

FRANK  F.  MERRIAM Governor  EARL  LEE  KELLY Director 

HARRY  A.  HOPKLXS Assistant  Director  EDWARD  J.  NERON Deputy  Director 


CALIFORNIA  HIGHWAY  COMMISSION 


H.  R.  JUDAH,  Chairman.  Santa  Cniz 
PHILIP  A.  STANTON.  Anaheim 

PAUL  G.  JASPER,  Fortuua 

WILLIAM  T.  HART,  Carlsbad 

ROBERT  S.  REDINGTON.  Los  Angeles 

.JULIEX  D.  ROUSSEL,  Secretary 


DIVISION  OF  HIGHWAYS 


O.  H.  PURCELL,  State  Highway  Engineer 

G.  T.  McCOY,  Assistant  State  Highway  Engineer 

J.  G.  STANDLEY.  Principal  Assistant  Engineer 

R.  H.  WILSON,  Office  Engineer 

T.  E.  STANTON.  Materials  and  Research  Engineer 

FRED  J.  GRUMM,  Engineer  of  Surveys  and  Plans 

R.  M.  GILLIS.  Construction  Engineer 

T.  H.  DENNIS.  Maintenance  Engineer 

F.  W.  PANHORST,  Bridge  Engineer 

L.  V.  CAMPBELL,  Engineer  of  City  and  Cooperative  Projects 

R.  H.  STALNAKER.  Equipment  Engineer 

.1.  W.  VICKREY,  Safety  Engineer 

E.  R.  IIIGGINS.  Comptroller 

DISTRICT  ENGINEERS 

E.  R.  GREEN  (Acting),  District  I.  Eureka 

F.  W.  HASELWOOD.  District  II,  Redding 
CHARLES  H.  WHIIIIORE.  District  III.  Marysville 

.JNO.  H.  SKEGGS,  District  IV,  San  Francisco 

I-.  H.  GIBSON,  District  V,  San  Luis  Obispo 

E.  T.  SCX:)TT  (Acting),  District  VI,  Fresno 

S.  V.  CORTELYOU,  District  VII,  Los  Angeles 

E.  Q.  SULLIVAN,  District  VIII,  San  Bernardino 

S.  W.  LOWDEN   (Acting),  District  IX,  Bishop 

R.  E.  PIERCE.  District  X.  Stockton 

E.  E.  AVALLACE.  District  XI,  S.ni  Diego 

SAN    FRANCISCO-OAKLAND   BAY   BRIDGE 

C.  E.  ANDREW,  Bridge  Engineer 


DIVISION  OF  WATER  RESOURCES 


EDWARD  HYATT'.  State  Engineer.  Chief  of  Division 

GEORGE  T.  GUNSTON,  Administrative  Assistant 

HAROLD  CONKLING.  Deputy  in  Charge  Water  Rights 

A.  D.  EDMONSTON.  Deputy  in  Charge  Water 
Resources  Investigation 

R.  L.  JONES.  Deputy  in  Charge  Flood  Cbntrol  and  Reclamation 

GEORGE  W.  HAWLEY,  Deputy  in  Charge  Dams 

SPENCER  BURROUGHS,  Attoniey 

EVERETT  N.  BRYAN.  Hydraulic  Engineer  Water  Rights 

(iOUDOX  ZAXDEU,  Ad.iiidication.   Water  Distrihutinn 


DIVISION  OF  ARCHITECTURE 


W.  K.  DANIELS,  Assistant  State  Architect,  in  Charge  of  Division 
P.  T.  POAGE.  Assistant  State  Architect 

HEADQUARTERS 

H.  W.  DeHAVEN.  Supervising  Architectural  Draftsman 

O.  H.  KROMER.  Principal  Sti-uctural  Engineer 

OARLETON  PIERSON,   Supervising  Specification  Writer 

J.  W.  DUTTON.  Principal  Engineer,  General  Construction 

W.  H.  ROCKINGHAM,  Principal  Mechanical  and  Electrical 
Engineer 

C.  E.  BERG.  Supervising  Estimator  of  Building  Construction 


DIVISION  OF  CONTRACTS  AND  RIGHTS  OF  WAY 


C.  C.  CARLETON,  Chief 

CLARENCE  W.  MORRIS,  Attorney,  San  Francisco 

FRANK  B.  DURKEE,  Attorney 

C.  R.  MONTGOMERY,  Attorney 

ROBERT  E.  REED.  Attorney 


DIVISION  OF  PORTS 


l'(U-t  of  Eureka — E.  S.  MACKINS,  Surveyor 


fi:iS56      11-3S      17.900 


PM  :    If  addressee  has  moved 
notify   sender  on 

Form  3547 

Division  of  Highways 

P.  O.  Box  1499 

Sacramento,  California 


Seattle   Public   Library, 
Seattle, 


U.  S.   I'OSTAGE 


PAID 


Sacramento.  Cal. 
Permit  No.  152 


MAP 

SHOWING 

STATE  HIGHWAY  SYSTEM 


^t>° — V —      "Z 


LOSAN6ELES  AND  VICINITY 


CALIFORNIAi« 

IfeiHWAYS  AND  PUBLIC  WORKS  *' 


CALIFORNIA  HIGHWAYS  AND  PUBLIC  WORKS 

Official  Journal  of  the  Division  of   Highways  of  the  Department  of  Public  Works,  State  of  California 
EARL  LEE  KELLY,  Director     C.  H   PURCELL,  State  Highway  Engineer    JOHN  W.  HOWE,  Editor    K.  C.  ADAMS,  Associate  Editor 

Published  for  information  of  the  members  of  the  department  and  the  citizens  of  California 

Editors  of  newspapers  and  others  are  privileged  to  use  matter  contained  herein.    Cuts  will  be  gladly  loaned  upon  request. 
Address  communications  to  California  Highways  and  Public  Works,  P.  O.  Box  1499,  Sacramento,  California. 

V0LI6  DECEMBER,  1938  No.  12 


Table  of  Contents 


Cover  Page — Winding  Grade  and  Narrow  Bridge  on  State  Highway 
Through  Topanga  Canyon,  Los  Angeles  County.  Lack  of  Funds 
Prevents  Reconstruction. 

Page 

State  Highway  S.ystem  in  District  VII  Will  Require  Expenditure  of 
$100,000,053  to  Bring  It  to  Adequate  Standards  for  Traffic  and 
Safety   1 

By   S.   v.    Cortelyou,   District   Engineer 

Pictures  of  Roads  and  Bridges  Needing  Reconstruction  in  District  VII__  2-3 
Illustration  Showing  Congested  Traffic  Condition  at  Fletcher  Drive  and 

San  Fernando  Road  in  Los  Angeles 5 

La  Cuesta  Pass  Realignment  Officially  Opened.     Fifty-nine  Steep  Curves 

Eliminated    6 

By  Lester  H.  Gibson,  District  Engineer 

View  of  New  La  Cuesta  Highway  and  Construction  Scene  on  Big  Fill 7 

Views  of  Old  La  Cuesta  Road  With  Narrow  Highway  and  Many  Sharp 

Curves    8 

Scene  on  New  La  Cuesta  Highway  Near  Summit  of  Pass 9 

Salient  Facts  Concerning  Cuesta  Grade  and  Its  Construction 10 

Realigned   Section   of  U.   S.   101   from   San   Rafael   to   Ignacio   Officially 

Opened 11 

By  W.  A.  Rice,  Resident  Engineer 

Illustrations  of  Realignment  and  Grade  Separation  Near  the  City  of  San 

Rafael - 13 

AVidening  of  Rose  Canyon  Gives  San  Diego  Modernized  Gateway 14 

By  Earl  E.   Sorenson,  District   Construction   Engineer 

Pictures  of  New  Four-Lane  Divided  Highway  Through  Rose  Can.yon 15-16 

Views  of  La  Cuesta  Grade  Separation  Carrying  Divided  Highway  Over 

Railroad 17 

Twenty-four  Mile  Project  on  Inter-State  Route  Completed 18 

By  F.   W.   Haselwood,  District   Engineer 

Scenes  of  Recently  Completed  Cougai'-Macdoel  Sector  of  Weed-Klamath 

Falls   Highway 19 

Bay  Bridge  Traffic  Report  Reveals  New  Iligli  in  November 21 

Railroad  Grade  Separations  Completed  on  Rosemead  Arterial 22 

By  E.  L.  Walsh.  Assistant  Bridge  Construction  Engineer 

Pictures  of  Three  Rosemead  Boulevard  Grade  Separations 23 

New  Markers  Placed  Showing  Safe  Speed  on  Curves,  Illu.strated 24 

Out  of  the  Mail  Bag 25 

Monthly  Report — Division  of  Water  Resources 26 

Highway  Bids  and  Awards  for  Month  of  November 27 

In  Memoriam — Charles  Arthur  Marsh 28 


Increase  in  Vehicular  Transportation 
and  Population  in  District  VII 
Creates  Complex  Highway  Situation 

By  S.  V.  CORTELYOU,  District  Ensineer 


THE  veiy  large  and  rapidly  growing  metropolitan  area 
of  which  Los  Angeles  is  the  center,  is  included  in  Dis- 
trict VII  of  the  State  Division  of  Highways,  and  pre- 
sents one  of  the  most  difficult  and  perplexing  highwaj'  prob- 
li'iiis  to  be  found  anywhere  in  the  United  States. 

The  district  is  comprised  of  Ventura,  Los  Angeles  and 
Orange  counties,  and  includes: 

42    %  of  the  population  of  the  state; 

44.5%  of  the  registered  motor  vehicles  of  the  state : 

40.2%  of  the  assessed  valuation  of  the  state; 

44.3%  of  the  value  of  crop  production; 

37  %  of  the  total  value  of  manufactured  products  of  the 
state. 

District  VII  includes  62  incorporated  cities.  Within  this 
area  the  industries  and  activities  of  the  population  are  many 
and  varied.  Los  Angeles,  Orange  and  Ventura  counties  rank 
Nos.  1,  3  and  12  respectively  among  the  counties  of  the  entire 
nation  in  value  of  agricultural  products,  according  to  the 
1930  federal  census. 

The  agricultural  industry  in  the  district,  although  large  and 
important,  approximating  a  value  of  .$171,000,000  per  year, 
has  been  surpassed  by  the  rapidly  and  constantly  growiuL: 
manufacturing  industry,  the  total  value  of  which  per  year 
is  now  five  times  the  value  of  all  agricultural  products  of 
this  area. 

The  Port  of  Los  Angeles  has  for  many  years  been  under- 
going improvements,  and  is  handling  an  increasingly  large 
tonnage  of  freight.  This  tonnage  has  increased  to  such  an 
extent  that  during  the  .year  1937,  according  to  figures  fur- 
nished by  the  Maritinie  Commission,  it  stood  first  among 
ports  of  the  entire  United  States  for  intercoastal  shipping, 
actually  surpassing  the  Port  of  New  York  by  a  narrow  margin 
in  this  respect. 

A  total  of  4,249,322  long  tons  of  freight,  exclusive  of 
petroleum  products  (which  are  handled  by  pipeline)  were 
handled  in  and  out  of  this  port  last  year.  Of  this  enormous 
tonnage,  approximately  70  per  cent  was  handled  by  truck, 
imposing  an  extremely  heavy  burden  on  highway  transpor- 
tation facilities. 

A  large  proportion  of  the  agricultural  products  and  oil 
produced  in  the  surrounding  country  is  shipped  througli 
tliis  port,  and  correspondingly  large  quantities  of  incoming 
tiijolit  are  distributed  in  Los  Angeles  and  tributai-y  country 

There  is  a  tremendous  interchange  of  freight,  not  only 
between  the  various  parts  of  Ventura,  Los  Angeles  and 
Orange  counties  and  the  Port  of  Los  Angeles,  but  with  the 
Imperial  Valley,  the  agricultural  region  east  of  Los  Angeles, 
and  the  southern  portion  of  the  great  San  Joaquin  Valley. 

So  great  is  the  interchange  of  freight  between  the  San 
Joaquin  Valley  and  the  Port  of  Los  Angeles,  that  the  Ridge 
Route,  which  is  the  main  connecting  highway,  now  carries 
the  greatest  tonnage  of  freight  of  any  highway  in  the  west- 
ern portion  of  the  United  States. 


Consestion 

of  Traffic 

Big  Problem 


Intersection  of  Olympic  Boulevard  and  Santa  Fe  Avenue 
in  the  city  of  Los  Angeles.  This  is  a  typical  midday  traffic 
scene  at  this  point.  Olympic  Boulevard  is  State  Highway  No. 
173  extending  through   the  city. 


Top — Scene  on  Coast  Route,  State 
Highway  60,  north  of  Santa  Monica,  which 
carries  a  daily  average  traffic  of  10,000 
to  15,000  vehicles  and  more  on  holidays. 
Center — Timber  truss  bridge  across  Rio 
Hondo  River  on  State  Highway  172,  near 
Montebello  oil  fields,  Los  Angeles  County. 
Bottom — Sharp  turn  at  bridge  on  State 
Highway  138  between   Maricopa  and  Ojai. 


An  iucreasiugly  large  portion  of 
the  freight  transportation  in  this  area 
and  surrounding  areas  is  being  han- 
dled by  motor  truck,  and  the  State 
Highway  system  which  forms  a  pri- 
mary network  of  connecting  highways 
carries  the  large  burden  of  providing 
adequate  transportation  facilities  be- 
tween the  various  points.  On  account 
of  the  unusually  heavy  percentage  of 
truck  traiSc,  the  greater  portion  of 
the  highways  must  be  designed  with 
high  type  surfacing  and  correspond- 
ingly strong  bridges  to  carry  the  load 
imposed  upon  them. 

The  mere  fact  that  District  VII  - 
contains  42  per  cent  of  the  population- 
of  the  entire  State  does  not  begin  ti) 
give  a  true  picture  of  the  traflic 
problem  that  faces  the  State  Highwa_\ 
Department  in  this  territory.  Dur- 
ing the  decade  from  1920  "to  19:10. 
which  is  the  latest  period  for  whirli 
authentic  data  are  available  (U.  S. 
Census,  1930),  the  population  of  the,] 
entire  State  increased  by  65.7  per 
cent,  while  the  population  of  the  area, 
comprising  District  VII  increased  by 
132.1  per  cent,  or  more  than  double 
the  percentage  increase  of  the  State 
as  a  whole. 

Although  authentic  data  relative^ 
to  present  population  are  not  avail- 
able, it  has  been  estimated  bj^  com 
petent  authorities  that  the  coastal 
plain  of  1235  square  miles  immedi- 
atel.y  surrounding  Los  Angeles  will, 
by  1950,  have  a  population  approxi- 
mating 6,500,000,  with  a  correspond- 
ing increase  in  motor  vehicle 
registrations. 

Real  estate  values  are  rising  rap 
idl.y  and  may  be  expected  to  continue 
to  rise  with  the  rapid  increase 
population.  This  is  very  important 
from  a  highway  standpoint,  because 
of  its  effect  on  the  cost  of  acquiring 
rights  of  way  for  highway  improve- 
ments. The  foregoing  facts  form  i 
necessary  background  in  considering 
]iresent  and  future  highway  improve- 
ments for  this  area. 

District  VII  has  a  total  mileage  ol 
1411.6,  of  which  299.5  miles  are  pri- 


iTwol 


(December  19)8) 


California  Hightvays  and  Public  WorkA 


C« 


Top — Narrow  winding  road  and  one  way 
Ibridge  on  State  Highway  over  San  Marcos 
IPass  In  Ventura  County.  Center — Short 
{sight  distance  and  many  sharp  curves 
State  Highway  through  hills  near 
^Ventura-Santa  Barbara  County  line.  Bot- 
tom—  Narrow,  steel,  through-truss  bridge 
over  Piru  Creek  between  Santa  Paula  and 
Ventura  which  carries  much  heavy  traffic. 

mary  liigli\yays  iu  uniucorporatetl 
areas;  164.76  miles  are  primary  high- 
waj's  within  incorporated  cities ; 
694.1  miles  are  secondary  highways 
within  rural  districts ;  and  259.45 
miles  are  secondary  highways  within 
iiii'orporated  cities. 

The  primary  highways  are  the  por- 
tion of  the  original  State  Highway 
System  which  connected  the  county 
seats  of  all  counties  of  the  State  in 
one  network.  The  so-called  secondary 
ihighways  are  other  additional  roads, 
part  of  which  were  built  by  the  State 
and  part  by  the  counties,  and  which 
were  subsequently  taken  into  the 
State  system. 

Together  the  primary  highways 
I  and  the  secondary  highways  form  the 
I  principal  network  by  which  traffic 
moves  in  various  directions  within 
the  district.  The  fact  that  some  are 
classed  as  "Secondary  Highways" 
does  not  necessarily  mean  that  they 
carry  less  traffic  than  the  primary 
roads,  as  many  "Secondary  High- 
ways" are  listed  among  the  most 
heavily  traveled  highways  in  the 
State  system. 

This  system  supplements  a  network 
of  city  streets  and  county  highways 
for  handling  local  traffic.  The  volume 
of  traffic  for  the  combined  three 
counties,  including  that  handled  by 
city  streets,  county  highways  and 
State  highways,  is  46.6  per  cent  of 
all  traffic  in  the  State.  Thirty-one 
1:  per  cent  of  all  the  traffic  in  the  three 
I  counties  is  carried  by  the  State  High- 
'  way  System. 

Practically  the  entire  network  of 

■  streets  and  roads  within  the  metro- 

I  politan  area  is  now  overcrowded  with 

I  traffic,  and  when  one  attempts  to  con- 

1  ceive    of   a    State    Highway    System 

:  adequate  to  carry  the  traffic  demands 

1  imposed  upon  it,  one  must  realize  that 

immediately  after  a  State  highway  is 

widened  or  otherwise  improved,  traffic 

formerly  handled  on  adjacent  roads 

and  streets  is  attracted  to  the  new 

improvement,  thus  overtaxing  it  from 

the  start  and  rendering  it  inadequate 


California  Highways  and  Public  Works  (December  isjs) 


[Three] 


for  the  increased  traffic  which  it  is 
required  to  carry. 

Not  only  is  each  new  improved  por- 
tion of  the  highwaj'  required  to  carry 
a  greatly  increased  traffic,  but  owners 
of  abutting  property,  realizing  the 
commercial  value  of  the  improvement, 
immediately  build  up  businesses 
which  in  turn  require  zoning  for 
lower  speeds,  thus  tending  to  cut 
down  the  traffic  capacity  of  the  high- 
way. 

An  inventory  of  the  present  Dis- 
trict VII  system  indicates  the  follow- 
ing mileages  and  percentages  of  the 
varioiis  types  of  surfacing  of  the 
rural  highways  now  in  use : 

60  miles  or  6%  oiled  and  of  inferior 
standards; 

171  miles  or  17%  of  intermediate  type 
gravel   and   oiled; 

124  miles  or  12%  of  plant-mixed  or  mac- 
adam of  intermediate  standards; 
9  miles  or  1%  of  bridges; 

642  miles  or  64%  of  Portland  cement  con- 
crete or  asphaitic  concrete  of  high 
type   surfacing. 

The  fact  that  64  per  cent  of  the 
rural  highways  now  have  a  high  type 
of  surfacing  does  not  mean  that  they 
are  in  every  way  adequate  for  pres- 
ent day  traffic  requirements.  Many 
of  them  were  built  years  ago  on  in- 
ferior standards  of  alignment  and 
grade.  Many  are  too  narrow  to 
carry  the  traffic,  and  there  are  a  great 
many  highwaj^s  and  railroads  inter- 
secting at  grade  which  endanger, 
delay  and  congest  traffic. 

In  addition  to  the  mileage  shown 
above  of  rural  highways,  there  are 
424  miles  of  State  highways  within 
incorporated  cities.  In  nearly  all 
cases  these  highways  are  too  narrow 
to  accommodate  present  day  traffic, 
and  with  the  maze  of  intersecting 
streets  and  railroads  and  restricted 
speed  limit  zones,  there  exists  in  Dis- 
trict VII  one  of  the  most  difficult 
traffic  problems  to  be  found  any- 
where. 

Of  the  1411.6  miles  of  highways 
within  District  VII,  667.5  miles  are 
multiple-lane  highways  as  indicated 
by  the  following  tabulation : 


Rural 
No.  of  Lanes 

3 

4 

Div. 
6                4 

Total 
Miles 

201 

97 

3J              20 

Municipal 
No.  of  Lanes 

321 J 

3 

4 

Div.       Div. 
6             4             6 

Total 
Miles 

$800,000,000 

Estimate  for 

District  VII 

The  Automobile  Club  of 
Southern  California,  together 
with  other  civic  organizations 
in  Los  Angeles  and  vicinity, 
have  recently  estimated  that  a 
complete  new  system  of  motor- 
ways which  would  in  effect  be 
freeways  extending  in  various 
directions  from  the  business 
district  of  Los  Angeles  would 
cost  in  the  neighborhood  of 
$800,000,000. 

This  estimate  of  $800,000,000 
is  mentioned  in  order  to  show 
that  the  estimate  of  $100,000,- 
000  to  bring  existing  highways 
in  District  VII  to  adequate 
standards  as  detailed  in  this 
article  by  District  Engineer 
Cortelyou  is  in  fact  most  con- 
servative. 

This  estimate  of  $100,000,000 
should  be  regarded  as  a  mini- 
mum amount  because  there 
would  still  be  required  a  very 
large  annual  expenditure  to 
maintain  and  to  enlarge  such 
a  system  in  order  to  keep  pace 
with  the  ever-increasing  traflSc 
demands. 


The  total  number  of  miles  of  high- 
ways within  District  VII  does  not 
give  a  true  indication  of  the  mainte- 
nance requirements  since  it  includes 
a  large  portion  of  multiple-lane  high- 
ways which  if  reduced  to  an  equiva- 
lent length  of  two-lane  highway 
would  amount  to  a  total  of  2031  miles 
of  two-lane  roads. 

The  estimate  of  required  expendi- 
ture, that  follows,  does  not  take  into 
consideration  the  fact  that  as  soon  as 
any  portion  of  this  highway  system 
should  be  improved,  traffic  now  using 
other  streets  and  highways  would 
immediately  use  the  new  improve- 
ment, thus  again  making  it  inade- 
quate for  the  volume  of  traffic  it 
would  be  required  to  carry.  Neither 
does  it  provide  wide  rights  of  way 
for  future  construction  on  our  pres- 
ent system,  which  would  be  very 
desirable  at  this  time  to  protect  our 
present  highway  investment  before 
land  values  increase  to  such  an  extent 
as  to  make  their  cost  very  much 
greater. 


The    estimate    provides    for    two  I 
freeways   which   in   general   follow  I 
present  State  Highway  routes,  but 
does   not  provide  for  an  adequate 
system  of  freeways  radiating  from 
the  business  center  of  Los  Angeles  in  I- 
all    directions,    without    which    no  k 
transportation  system  in  a  metropol-  f 
itan  area  similar  to  this  could  be 
considered  complete.    At  the  present 
time  at  least  six  such  freeways  are 
badly  needed,  and  their  cost  would 
far  exceed  that  of  all  other  highway 
expenditures    in   the    district   com- 
bined. 

Considering  the  present  State 
Highway  System  in  District  VII,  the 
following  expenditures  would  be  re- 
quired to  bring  it  up  to  adequate 
standards  for  handling  the  amount  of 
traffic  it  is  now  called  on  to  carry  and 
to  provide  safety  for  traffic:  \ 

168  miles    widen    2    lane    to    3 

lane   pavement $8,338,000 

112  miles    widen    3    lane    to    4 

lane    pavement 5,526,000 

214  miles     reconstruct    2     lane 

pavement   9,207,000 

7  miles    reconstruct    3    lane 

pavement   188,000 

63  miles    reconstruct    4    lane 

pavement   8,670,000 

67  miles  construct  new  2  lane  l^ 

pavement   _. 4,389,000 

8  miles  construct  new  3  lane 

pavement   319,000 

31    miles  construct  new  4  lane 

pavement   4,370,000 

37  railroad     grade    separation 

structures    8,976,000 

36  highway    grade    separation 

structures    8,610,000 

Bridges  —  New  and  recon- 
structing            2,850,000 

Sea    shore    protection 1,050,000 

60  miles  of  freeway  construc- 
tion, including  R/W  and 
grade  separation  struc- 
tures     36,000,000 

Miscellaneous  minor  improve- 
ments           1.560,000 


$100,053,000 

A  freeway  may  be  described  as  a 
highway  through  a  built-up  area  from 
which  all  vehicular  access  to  abutting 
property  is  cut  off  and  on  which 
there  are  no  intersections  at  grade  of 
either  highways  or  railroads,  thus 
permitting  the  free  and  uninter- 
rupted flow  of  traffic  in  either  direc- 
tion. Facilities  for  ears  entering  or 
leaving  a  freeway  are  only  provided 
at  convenient  intervals  and  always 
without  left  turns  across  moving 
traffic. 

To  serve  their  purpose  freeways 
must  be  divided  multiple-lane  roads 
of  sufficient  width  to  provide  safety 
for  traffic  and  to  carry  the  traffic 
burden  imposed  upon  them  without 


[Four] 


(December  19U)  California  Highways  and  "Public  Works 


Photo  conrirsil  Atitnmnhilr 

Evening   rush   hour  traffic  scene  at  intersection  of   Fletcher  Drive    and  San  Fernando  Road  in  Los  Angeles. 

with  an  average  daily  traffic   count  of  15,000  to  25,000  vehicles 


undue  congestion.  In  all  cases  where 
the  construction  of  a  freeway  is  justi- 

ified,  traffic  must  necessarily  be  ex- 
ceedingly large,  requiring  very  wide 

I  rights  of  way  for  the  highway  proper 
with  additional  widths  on  each  side 
to  provide  for  service  roads  to  ac- 
commodate abutting  property. 

In  cases  where  right  of  way  is 
acquired  for  freeways,  it  is  necessary 
to  proceed  on  a  minimum  width  of 
90  feet,  providing  no  service  roads 
are  required  for  handling  local  traffic 

;  adjoining  the  freeway.  However,  in 
eases  where  service  roads  are  re- 
quired, it  will  be  necessary  to  secure 


a  minimum  width  of  170  feet  and  a 
maximum  width  of  200  feet,  to  which 
must  be  added  the  additional  required 
width  for  accelerating  and  decelerat- 
ing lanes  at  side  street  intersections, 
and,  where  grade  separations  will  be 
made,  for  the  acquisition  of  the  neces- 
sary right  of  way  along  both  sides  of 
the  abutting  streets  for  some  distance 
back  from  the  freeway  proper. 

The  width  of  right  of  way  depends 
on  whether  full  clover-leaf  or  com- 
pressed clover-leaf  intersections  are 
desired  for  connecting  the  freeway  in 
these  locations  with  the  abutting 
service    streets    and    the    connecting 


Club  of  Southern  CaUfornia 
Both  are  State  Highways 


high- 


roadways    to    the    intersecting 
ways. 

The  highly  developed  character  of 
the  territory  which  such  proposed 
freeways  traverse,  makes  the  cost  of 
acquiring  rights  of  way  very  great. 
Development  of  the  entire  area  is  pro- 
ceeding very  rapidly  with  an  increas- 
ing number  of  subdivisions  springing 
up  in  the  direct  path  of  proposed 
freeways,  thus  constantly  increasing 
the  cost  of  acquiring  right  of  way. 
Although  securing  right  of  way  for 
a  freeway  would  be  costly  even  at  the 
present  time,  it  will  undoubtedly  be 
miich  greater  as  time  goes  on. 


Detour  Parallels 
Construction  Job 

ONE  of  the  considerations  on  a 
reconstruction  project  is  to  take 
care  of  traffic  adequately  from  the 
time  the  existing  road  is  torn  up 
until  the  work  is  completed  and  the 
new  road  thrown  open  to  travel. 
This  problem  has  been  nicely  handled 
on  the  grading  and  paving  contract, 
2.3  miles  in  length,  being  finished 
between  Koseville  and  Rocklin  in 
Placer  County. 

As    soon    as    the    necessary    grade 
widening  was  completed,  a  road-mix 


detour  was  constructed  of  the  native 
materials  approximately  1^  inches 
thick  and  20  feet  wide,  the  old  pave- 
ment being  used,  meanwhile,  to  carry 
the  traffic.  Upon  completion  of  the 
detour,  it  was  thrown  open  to  traffic. 
The  existing  pavement  was  then  re- 
moved, the  area  graded,  and  the  plac- 
ing of  the  Portland  cement  contrete 
pavement  was  quickly  started. 

This  detour,  cheaply  constructed 
and  with  no  asphaltic  seal,  has  held 
up  remarkably  well  since  given  over 
to  traffic  on  September  22d,  and  at 
the  time  of  writing,  according  to 
Resident  Engineer  Remington,  there 
has  not  been  a  single  accident,  even 


though  it  closely  parallels  construc- 
tion for  the  greater  part  of  the 
project. 

Since  the  last  official  summer 
traffic  count  show.s  this  highway  as 
carrying  from  4285  to  6300  cars  daily, 
the  record,  both  from  a  traffic  and 
engineering  standpoint,  speaks  well 
for  those  having  the  project  in  charge. 


Lawyer:  "Then  you  admit  that  you 
struck  the  plaintiff  with  malice  afore- 
thought?" 

Defendant,  indignantly :  "You  can't  mix 
me  up  like  that.  I've  told  you  twice  I  hit 
him  with  a  brick,  and  on  purpose.  There 
wasn't  no  mallets  nor  nothin'  of  the  kind 
about  it — just  a  plain  brick  like  any  gen- 
tleman would  use." 


California  Highways  and  Public  Works  (December  193 s) 


[Five] 


Section  of  new  four-lane  divided  highway  through   Cuesta   Pass.      Center  parting  strip  is  unfinished  and  traffic  striping  yet  to  be  done. 

LA  CUESTA  REALIGNMENT  OPENED, 
59  STEEP  CURVES  ELIMINATED 

By  LESTER    H.  GIBSON,    District  Ensineer 


LA  CUESTA,  the  steep  and  tortu- 
ous grade  that  since  the  days 
^  of  the  Franciscan  friars  has 
been  the  bogey  of  travelers  on  El 
Camino  Real,  no  longer  will  impede 
the  flow  of  motor  vehicle  traffic  over 
The  King's  Highway. 

Modern  engineering  skill  at  last 
has  conquered  Cuesta  Pass  on  U.  S. 
101,  midway  between  San  Francisco 
and  Los  Angeles,  eliminating  the 
three  score  and  more  steep  and  haz- 
ardous curves  on  the  Coast  Highway 
where  it  winds  through  the  Santa 
Lucia  Mountains  just  north  of  San 
Luis  Obispo. 

The  new  divided  four-lane  highway 
through  Cuesta  Pass,  constructed  by 
the  State  Division  of  Highways  at  a 


I  Six! 


cost  of  $1,050,000  to  replace  the  old 
and  dangerous  road  that  originally 
was  the  Trail  of  the  Padres,  was  offi- 
cially dedicated  to  public  service  by 
Governor  Frank  F.  Merriam  on  Sat- 
urday morning,  November  5. 

Pageantry,  speechmaking  and  ban- 
queting highlighted  a  two-day  cele- 
bration hailing  the  opening  of  the 
new  highway. 

Standing  on  the  spot  where  Gen- 
eral Fremont  camped  with  his  troops 
on  his  march  south  to  complete  his 
conquest  of  California,  Governor  Mer- 
riam, wielding  an  ancient,  hand- 
forged  knife  from  the  Mission  San 
Luis  Obispo,  severed  a  rawhide  riata 
stretched  across  the  newly  completed 
highway. 


"This  road  opening  is  different 
from  any  I  have  attended,"  the  Gov- 
ernor said,  "in  that  I  am  u.sing  this 
old  knife  from  your  famous  mission 
to  cut  the  rawhide  rope  barrier.  It 
makes  this  an  especially  romantic 
occasion  and  from  it  we  should  draw 
a  lesson  of  progress  and  realize  that 
Californians  enjoy  more  blessings 
than  any  other  people  in  the  world. 
We  should  be  grateful  for  these  bless- 
ings and  let  this  occasion  be  an  inspi- 
ration for  greater  attention  to  main- 
taining and  increasing  them. 

"I  am  happy  to  be  present  and  to 
oijen  this  highway  for  the  safe  and 
lia])py  travel  of  the  thousands  who 
will  travel  over  it." 

(Continued  on  page  S) 


(December  1938)  California  Hightvays  and  Public  Works 


Top  view  shows  wide  roadbed  and  easy  grade  of  new  Cnesta  Pass  Highway  providing  4  plant-mix  surfaced  traffic  lanes 
separated  by  4-foot  dividing  strip  as  yet  unfinished  and  unstriped.  At  bottom,  construction  scene  on  huge  fill  that  required  moving 
122,000  cubic  yards  of  dirt. 


California  Highu/ays  and  Public  Works  (December  i9}s) 


I Seven] 


At  top  one  of  the   many  steep,  sharp  curves  on   the  old,  narrow,  La  Cuesta  road  with  traffic  held  up  behind   slow  vehicles. 
Bottom  scene  gives  general  view  of  old  winding  grade. 


The  dedicatory  c-eremonies  were 
opened  by  Claude  Arnold,  chairman 
of  the  San  Lnis  Obispo  County  Board 
of  Supervisors,  president  of  the  Mis- 
sion Trails  Association  and  chairman 
of  the  celebration  committee.  He  in- 
troduced Senator  Chris  N.  Jespersen 
of  Atascadero.  who  presented  speak- 
ers including  H.  R.  Judali,  chairman 
of  the  California  Highway  Commis- 
sion, and  Harry  A.  Hopkins,  Assist- 
ant Director  of  the  State  Department 
of  Public  Works,  who  spoke  for 
Director  of  Public  Works  Earl  Lee 
Kelly. 

FIRST   USED    BY    PADRES 

The  ingenuity  of  man  devising  and 
improving  modes  of  travel  has  re- 
quired continual  improvement  of  fa- 
cilities for  the  use  of  ever  changing 
modes  of  travel.  Since  founding  of 
the  Mission  of  San  Luis  Obispo  de 
Tolosa  by  Padre  Junipero  Serra  in 
1772,  Cuesta  Pass  has  seen  many  a 
changing  picture:  first,  Franciscan 
Fathers,   Spanish   courtiers,  soldiers. 


I  Eight] 


mail  carriers  antl  brigands  traveling 
by  primeval  trail ;  then,  traveling  by 
such  road  as  nature  offered,  immi- 
grant wagons;  and  in  1855  two-horse 
stages,  later  supplanted  by  six  and 
eight-horse  stages.  Many  were  the 
passengers  of  these  earlj'  .stages  who 
had  reason  to  remember  the  arduous 
ascent  of  Cuesta  Pass  as  they  were 
required  to  work  their  way,  in  addi- 
tion to  paying  a  good  price,  by  push- 
ing the  stage  up  Jiills  and  holding  it 
from  upsetting  on  sideling  places. 

Issuance  of  $20,000  worth  of  bonds 
in  1876  for  constructing  Cuesta 
Road  over  the  Santa  Lucia  Mountains 
made  possible  the  replacement  of  the 
winding  road  carved  out  by  wagon 
wheels  and  pounding  hoofs  along  the 
creek  bottoms  and  up  over  the  pass. 
Completion  of  this  road,  modern  for 
that  time,  was  acclaimed  by  all,  as 
permitting  one  to  travel  with  com- 
jiarative  ease  over  the  once  arduous 
pass.  This  road,  though  steep  and 
narrow,  is  .still  traversable  on  the 
southern  ascent  where  it  winds  along 


the  precipitous  westerly  slope  of  San 
Luis  Obispo  Canyon. 

ADVENT    OF    AUTOS 

The  advent  of  automotive  transpoi-- 
tation  again  changed  the  picture  and 
shortly  after  formation  of  the  first 
California  Highway  Commission  in 
1912,  the  problem  of  providing  a  road 
across  this  barrier  adequate  for  the 
latest  mode  of  transportation  was 
presented.  While  the  existing  road 
was  considered  one  of  the  best 
mountain  roads  in  the  southern  jiart 
of  the  State,  it  was  hardly  suitable 
for  adoption  as  a  link  in  the  main 
coast  highway  between  San  Francisco 
and  Los  Angeles. 

Surveys  were  made  and  a  contract 
let  late  in  the  Fall  of  1914  for  grad- 
ing and  surfacing  a  24-foot  roadbed 
with  gravel  along  the  easterlj^  slope 
of  San  Luis  Canyon.  Thus,  on  com- 
pletion of  this  contract  in  1915,  there 
came  into  being  the  highway  over 
which  traffic,  until  recently,  wound 
its  wav  over  La  Cuesta.     The  follow- 


(Dcccmbcr  i9}s)  California  Hightvays  and  Public  Works 


iim  year  an  oil  surface  was  provided 
\^llieh  was  maintained  until  1922 
wlien  a  20-foot  width  of  6-incli  con- 
crete pavement,  with  a  curb  on  either 
side,  was  constructed. 

Again  man  had  failed  to  perceive 
the  developments  his  ingenuity  would 
effect  in  the  modes  of  transportation. 
With  an  ever  growing  increase  in 
vehicles,  particularly  in  the  number  of 
ponderous  long  ti-ucks  with  trailers  or 
semitrailers  that  moved  slowly  over 
the  winding  grades  on  both  sides  of 
Cuesta  Pass,  a  once  modern  highway 
became  obsolete,  impeding  the  flow  of 
traffic.  Passing  on  the  old  two-lane 
road  was  hazardous  and  usually  im- 
possible in  this  day  of  speed,  making 
the  fast  automobile  traffic  adopt  the 
slow  creeping  pace  of  the  large  heav- 
ily laden  trucks. 

It  was  a  frequent  sight  to  observe 
a  line  of  20  or  more  automobiles 
creeping  along  behind  a  large  truck 
throughout  their  crossing  of  Cuesto. 

TRAFFIC    CONGESTION 

Once  again  the  Santa  Lucia  Moun- 
tains became  a  barrier  to  transporta- 
tion by  reason  of  this  serious  traffic 
congestion  which  was  rapidly  becom- 
ing more  acute.  With  appropriation 
of  funds  by  the  California  Highway 
Commission  at  its  meeting  on  January 
3,  1936,  for  the  reconstruction  of  3.28 
miles  of  highway  over  La  Cuesta 
between  San  Luis  Obispo  Creek  and 
Cuesta  Siding,  surveys  and  exhaus- 
tive studies  were  immediately  under- 
taken. 

Designing  a  highway  with  a  con- 
struction cost  that  could  be  economi- 
cally justified,  that  would  ascend 
the  southerly  slope  in  a  restricted 
distance  without  an  excessive  grade 
on  flat  sweeping  curves,  that  would 
be  stable  along  a  steep  canyon  slope 
known  to  be  generally  unstable  and 
would  adequately  and  safely  serve 
the  mixed  traffic  of  today  and  to- 
morrow, presented  a  real  engineer- 
ing problem. 

The  unusually  large  number  of 
heavily  laden  trucks  creeping  over 
Cuesta  in  coastal  transportation  pre 
dominated  traffic.  This  type  of  traffic 
created  a  serious  traffic  congestion 
and  dictated  that  reconstruction  pro 
vide  four  traffic  lanes  with  a  neutral 
strip  to  sejjarate  opposing  traffic  for 
safety  alone.  Constructing  a  roadbed 
of  sufficient  width  to  provide  these 
traffic  lanes  over  steep  terrain  re- 
quires cuts  and  fills  of  unusual  mag- 


nitude. Results  of  preliminary  sur- 
veys and  exhaustive  studies  dictated 
a  location  following  along  the  same 
side  of  the  canyon  as  the  existing 
road  south  of  the  summit  and  the 
opposite  side  of  the  canyon  from  the 
existing  road  north  of  the  summit, 
with  an  overhead  cro.ssing  of  the 
Southern  Pacific  Railroad. 

With  the  location  and  size  of  the 
cuts  and  fills  determined,  it  became 


necessary  to  definitely  ascertain  the 
geological  structure,  what  materials 
would  be  encountered  in  excavation, 
if  they  were  stable  or  would  be  sub- 
ject to  slides,  and  if  the  soils  found 
under  the  embankments  would  afford 
foundations  for  fills  of  such  mag- 
nitude. 

Under  supervision  of  the  Division 
of  Highways  Materials  and  Research 
Department  extensive  .soundings  were 


Parking    spaces    are    provided    at    appropriate    places    on    the    La    Cuesta    realignment. 
Striping  and  finishing  of  center  dividing  strip  remain  to   be  done. 


California  Highways  and  Public  Works  (December  19}  s) 


[Nine] 


made  and  samples  takeu,  generally 
with  soil  tubes  of  their  own  design 
which  obtained  a  continuous  core.  At 
a  few  locations  where  investigations 
to  depths  greater  than  possible  with  a 
soil  tube  were  necessary,  borings  were 
made  with  a  well  drilling  rig.  Prom 
the  information  thus  obtained  plans 
M'ere  formulated  to  preclude  slides 
and  correct  unstable  embankment 
foundations.  Where  unstable  cut 
slope  material  was  evidenced  benches 
were  designed  in  the  slope  to  lessen 
the  load,  or  the  slope  flattened  from 
the  customary  1 :1  to  as  much  as 
li  :1,  the  usual  angle  of  repose  for 
soils.  During  construction  some  of 
the  cut  slopes  were  flattened  to  as 
much  as  2:1. 

DRAINAGE    PROBLEM 

Correcting  the  unstable  fill  founda- 
tions was  yet  another  problem.  The 
seepage  found  in  each  ravine  served 
to  saturate  and  lubricate  the  heavy 
mantle  of  soil  covering  the  ravines 
making  them  very  unstable.  To  de- 
hydrate these  areas  and  pi-ovide  per- 
manent drainage,  a  system  of  trenches 
was  designed  consisting  generally  of 
a  main  10-foot  width  transverse 
trench  with  laterals.  These  trenches 
were  to  be  backfilled  with  2  to  8  feet 
of  rock  which  was  to  extend  up  the 
trench  slopes.  In  addition,  in  the 
main  trenches  8-inch  perforated  metal 
pipe  was  to  be  laid. 

In  what  is  known  as  Sehoolhouse 
Canyon,  where  one  of  the  largest  fills 
of  the  project  was  required,  a  drain- 
age trench  system  could  not  be  used 
due  to  the  comparatively  level  canyon 
floor  and  the  fact  that  plastic  clays 
highly  saturated  by  an  underground 
flow  extended  to  a  depth  of  75  feet. 
After  particular  study  and  experi- 
ment, it  was  decided  to  sink  about 
300  sand  wells  or  piles  completely 
penetrating  tfee  unstable  ma.ss  and 
connected  with  a  system  of  drains  at 
the  natural  ground  level ;  the  theory 
being  that  as  the  load  is  applied  by 
placing  the  embankment  a  readily 
accessible  outlet  is  provided  for  the 
water  contained  in  the  unstable  mass, 
permitting  a  comparatively  rapid 
lowering  of  the  moisture  eontent  with 
early  stability. 

A  year  was  consumed  by  the  sur- 
veys, soil  investigations,  and  studies 
to  assure  that  all  factors  had  been 
given  due  consideration. 

The  handling  of  traffic  through 
construction  of  this  magnitude  was 
a  major  problem  in   itself.     Traffic 


ITenl 


Salient  Facts  Concernlns  Cuesta  Grade 

First  road  was  nothing  more  than  a  trail  following  along  creek  bottoms  and 
up  over  the  summit.  This  was  later  known  as  the  "Padre's  Trail."  Existed 
until   obliterated    by    present   construction. 

Mission  San  Luis  Obispo  de  Tolosa  established  by  Father  Junipero  Serra 
in   1772. 

First  stage  over  Cuesta  in  1855 — two-horse  and  later  six-  and  eight-horse 
stages.     The  first  day's  journey  by  stage  was  to   San    Miguel. 

Present  county  road  south  of  summit  along  westerly  precipitous  slope  con- 
structed by  bond  issue  of  1876  amounted  to  $20,000  for  the  purpose  of  making 
a   road  over  Santa    Lucia    Mountains,  to   be  known   as   Cuesta    Road. 

California  Highway  Commission  let  contract  for  grading  old  road  along 
easterly  slope  late  in  fall  of  1914.  Completed  in  1915.  Total  cost  $58,771. 
Surface  oiled    in   1916  and   maintained   as  such  until   1922. 

California  Highway  Commission  let  contract  in  1922  for  daylighting  blind 
curves  and  constructing  211-foot  reinforced  concrete  pavement  with  curbs  along 
each    side.     Completed    December  26,   1922,   at   a   total   cost   of   $169,166. 

Funds  for  present  construction  voted  by  commission  at  meeting  January  3, 
1936,  in  the  amount  of  $665,000  and  at  meeting  of  March  5,  1937,  $280,000 
additional  was  voted,  making  a  total  of  $945,000. 

Work  started  June  15,  1937.     Total  excavation  involved,  1,365,000  cubic  yards. 

Maximum  fill  on  project  contains  122,000  cubic  yards;  though  only  350  feet 
long    it   has  a    maximum    height  of  170  feet. 

There  are  two  cuts  of  particular  note,  one  containing  190,000  cubic  yards 
and   the  other  210,000  cubic  yards. 

Roadway  consists  of  two  21-foot  lanes  surfaced  with  plant-mixed  surfacing 
on  crusher  run  base  divided  by  a  raised  4-foot  parting  strip.  The  width  of 
roadbed   is  52  feet. 

Reinforced  concrete  overhead  crossing  of  the  Southern  Pacific  Railroad, 
constructed  under  supervision  of  Bridge  Department  of  Division  of  Highways. 
Approximately  $100,000  expended   on   this   portion   of  the   project. 

Total    cost    of    project    including    preliminar 
construction   of  overhead    and    road    will    approximate,  $1,050,000. 

Comparison   of  old    and    new   roads: 

Length     

Roadbed  width   

Number  of  curves 

Minimum    radius    

Average    grade    

Minimum   vertical    sight   distance 

Unimpeded   safe   driving  time 

Driving  time  required 10 


gineering. 

moving 

utilities. 

$1,050,000. 

Old 

Xcw 

4  miles 

3.283  miles 

24  feet 

52  feet 

71 

12 

60  feet 

800  feet 

6,222% 

7% 

275  feet 

440  feet 

10  min. 

5  min. 

45     min. 

5  min. 

must  go  through  safely  and  without 
interruption.  No  detours  were  avail- 
able around  the  work  nor  was  it 
economically  feasible  to  construct 
them.  Only  a  small  portion  of  the 
existing  road  could  be  used  as  detours 
until  construction  was  completed. 
Where  construction  destroyed  the  ex- 
isting road,  provisions  were  made  for 
its  use  by  traffic  until  at  least  half  the 
width  of  the  new  roadway  had  been 
completed  to  grade  and  available  to 
traffic. 

HUGE    EXCAVATION    JOB 

Construction  operations  were  start- 
ed June  15,  1937,  with  clearing  and 
grubbing  following  closely  by  exca- 
vation of  the  fill  treatment  trenches 
which  had  to  be  completed  post-haste 
to  permit  starting  construction  of  the 
fills.  Con.struetion  of  the  fill  treat- 
ment was  a  fair  sized  project  in  itself, 


amounting  to  approximately  $87,000. 
It  was  necessary  for  the  contractor  to 
excavate  a  system  of  construction 
roads  to  afford  access  for  equipment 
and  hauling  rock  backfilling  material. 
This  was  quite  an  item  due  to  the 
steep  terrain  and  involved  mo^^ng 
many  free  yards  of  earth. 

In  terms  of  money,  excavation  of 
the  large  cuts  and  construction  of 
the  adjacent  embankments  involved 
approximately  50  per  cent  of  the 
total  final  contract  payment.  It  is 
interesting  at  this  time  to  compare 
the  89,000  cubic  yards  of  excavation 
involved  in  constructinc  tlie  existing 
road  built  in  1915  with  the  1,365,000 
cubic  yards  moved  under  this  con- 
tract. 

The  maximum  fill  on  the  pi'oject 
contains  122,000  cubic  yards,  and, 
although  only  350  feet  long,  it  has 

(Continued  on  page  17) 


(December  1938)  California  Hightvays  and  Public  Works 


Realignment    of    U.    S.    101    throuqh    San     Rafael    near    Grand    Avenue    has    four    traffic    lanes    with    painted    dividing    strip — Service 

road  at   right. 

San  Rafael  Bottleneck  Broken 

By  W.  A.  RICE,  Resident  Ensineer 


ONE  of  the  woi-.st  "bottleneck" 
impediments  to  tratfic  on  the 
entire  California  Highway  Sys- 
tem was  removed  on  Sunda.v  after- 
noon, November  13,  when  Governor 
Frank  F.  Merriam  officiallj'  opened 
the  $400,000  realigned  San  Rafael- 
Ignacio  Highway. 

Officials  of  the  State,  IMarin 
County,  the  Redwood  Empire  Asso- 
ciation and  civic  bodies  of  Marin 
participated  in  a  celebration  held  at 
the  top  of  Puerto  Suello  Hill.  Sym- 
bolical of  the  occasion,  a  huge  jiapier 
mache  bottle  blocking  the  highway 
was  torn  in  half  when  the  Governor 
joined  a  group  of  students  of  San 
Eafael  schools  tugging  on  a  long 
rope  attached  to  the  neck  of  the 
blockading  bottle.  This  ceremony 
was  part  of  a  pageant  depicting  the 
various  steps  in  road  building  from 
the  days  of  the  Padres  who  estab- 
lished Mi.ssion  San  Rafael  to  the 
jn-esent. 


The  realignment  of  U.  S.  101 
through  San  Rafael  was  made  neces- 
sary by  the  steady  increase  of  traffic 
between  San  Francisco  and  the  Red- 
wood Empire  following  completion 
of  the  Golden  Gate  Bridge. 

Studies  of  this  growing  traffic 
showed  that  the  most  constricted 
section  of  U.  S.  101  between  the 
Golden  Gate  Bridge  and  Santa  Rosa 
was  from  Ignaeio  through  San 
Rafael.  On  the  old  two-lane  pave- 
ment, traffic  on  the  seven-mile 
stretch  between  these  two  points 
reached  an  intensity  of  1700  cars  for 
a  one-hour  period  with  a  sustained 
flow  of  1250  or  more  per  hour  over 
an  eight  hour  period.  Sunday  traffic 
in  the  summer  months  of  June  and 
July  approximated  18,000  vehicles 
Ijer  day  and  week-day  traffic  often 
exceeded  the  carrying  capacity  of 
the  highwa}^ 

Maximum  congestion  occurred  in 
San   Rafael   where   numerous   inter- 


secting streets,  stop  signals  and 
grade  crossings  prevented  a  free 
flow  of  traffic.  It  was  decided  to 
fully  improve  a  new  half  mile  sec- 
tion from  the  north  city  limits  of 
San  Rafael  to  Grand  Avenue  from 
which  point  one  of  the  future  routes 
contemplated  can  be  continued. 

HEAVY  TRAFFIC  CONGESTION 

The  entire  San  Rafael-Ignacio 
project,  7.5  miles  long,  a  vital  link 
in  the  Redwood  Highway,  was  in- 
augurated primarily  as  an  aid  in 
handling  peak  vacation  traffic.  The 
old  two-lane  road  from  the  junction 
of  the  Black  Point  Road,  to  San 
Rafael,  proved  to  be  totally  inade- 
quate to  allow  the  unimpeded  flow 
of  traffic,  especially  during  the 
week-ends  when  summer  traffic  was 
practically  all  homeward  bound. 

There  were  times  when  south- 
bound  traffic   was   congested   from 


California  Highways  and  Public  Works  (December  19}  s) 


J  Eleven] 


San  Rafael  to  Petaluma,  and  it  took 
from  three  to  four  hours  to  cover 
those  20  miles.  This  was  caused 
mainly  by  restricted  flow  of  traffic 
through  the  town  of  San  Rafael, 
where  speed  limits  and  numerous  in- 
tersections caused  much  traffic  inter- 
ruption with  the  consequent  backing 
up  of  traffic  over  long  distances  of 
the  road. 

The  southern  portion  of  the  proj- 
ect was  constructed  in  San  Rafael 
and  consisted  of  a  50-foot  plant- 
mixed  surfacing  placed  on  a  graded 
90-foot  roadbed.  A  service  road 
was  built  and  an  underpass  con- 
structed to  handle  local  trafSc  so 
tliat  the  previous  constriction  to 
the  flow  of  tralBc  due  to  the  numer- 
ous intersections  might  be  avoided. 

PROVIDE  FOR  FUTURE 

Prom  the  northerly  city  limits  of 
San  Rafael  to  the  Black  Point  Road 
the  existing  two-lane  roadbed  was 
widened  to  a  graded  64-foot  road- 
bed and  surfacing  placed  thereon. 
Where  sight  distance  was  ample, 
and  traffic  could  pass  safely  three 
lanes  were  provided.  Where  sight 
distance  was  restricted  and  where 
the  greatest  congestion  occurred 
four  lanes  of  pavement  were  pro- 
vided. 

The  entire  project  was  graded  so 
that  a  fourth  lane  could  be  placed 
at  all  points.  Several  small  bridges 
were  widened  and  the  overhead 
crossing  over  the  Northwestern 
Pacific  tracks  at  Forbes  Station  was 
widened  to  accommodate  four  lanes 
plus  a  division  strip.  This  antici- 
pated a  further  growth  of  traffic  and 
provides  that  when  it  becomes  neces- 
sary to  widen  the  sections  where 
three  lanes  are  considered  ample  at 
the  present  time,  it  may  be  done 
with  a  minimum  expenditure  and 
without  a  loss  of  the  present  invest- 
ment. 

Where  the  existing  surface  was 
o!f  Portland  cement  concrete,  the 
widening  to  three  lanes  was  accom- 
plished by  adding  a  13-foot  section 
of  5-sack  concrete  along  the  side  of 
the  existing  20-foot  pavement.  In 
placing  this  concrete  surfacing 
every  care  was  taken  to  make  it  a 
smooth  even-riding  surface.  How- 
ever, since  the  new  pavement 
abutted  directly  against  the  old  sur- 
face, in  most  instances  considerable 
difficulty   was   experienced. 

Where  entirely  new  pavement  was 
placed,   as   over   St.   Vincent's   Cut, 


[Twelve] 


JS)^^  'F  TA'  E  L 


^^^^HOc 


Sketch    map   of   realignment   through   San 
Rafael  to  Ignacio. 

float  finishing  with  the  Johnson 
mechanized  float  gave  a  very  good 
riding  surface.  Curing  with  im- 
pervious membrane  eliminated  pond- 
ing or  other  methods  which  would 
have  necessitated  keeping  the  road 
closed  to  all  traffic  for  a  longer 
period  of  time,  thereby  adding  to  the 
inconvenience  of  the  public  during 
the  summer  season.  Where  the  ex- 
isting surfacing  consisted  of  oiled 
macadam  the  widening  was  done 
with  plant-mixed  surfacing. 

A  major  line  change  was  made 
over  St.  Vincent's  Hill.  Here  sev- 
eral curves  were  replaced  by  two 
curves,  the  summit  lowered  by  ap- 
proximately 8  feet  and  four  li-foot 
lanes  of  concrete  surfacing  placed. 
An  additional  safety  factor  was  in- 
corporated by  separating  the  oppos- 
ing lines  of  traffic  with  a  6-foot  divid- 
ing strip  of  plant  mix. 

Prom  the  junction  of  the  Black 
Point  Road  to  south  of  Ignacio  the 
surfacing  is  sufficiently  wide  to 
allow  for  a  painted  6-foot  dividing 
strip.  Over  the  Miller  Cut,  widen- 
ing to  50  feet  was  done  by  placing  a 
13-foot  strip  on  the  east  and  a  17- 
foot  strip  on  the  west.  This  allows 
for  a  dividing  strip  to  be  painted  on 


this  section.  Wherever  transitions 
were  made  from  a  three  to  a  four- 
lane  road  or  vice  versa,  approxi- 
mately 500  feet  was  allowed  to  per- 
mit traffic  to  accommodate  itself  to 
the  changed  roadway  width. 

MODERN  SAFETY  FEATURES 

In  the  rebuilding  of  this  road 
modern  safety  features  have  been 
incorporated.  As  already  noted,  the 
various  opposing  lanes  of  traffic 
have  been  separated  by  either  a 
plant-mixed  dividing  strip  or  a 
painted  one.  In  San  Rafael,  a  Ser- 
ice  Road  was  constructed  with  a 
plant-mixed  surfacing  to  accommo- 
date local  traffic,  making  it  unneces- 
sary for  it  to  encounter  through 
traffic  except  at  designated  intersec- 
tions and  under  controlled  condi- 
tions. 

An  underpass  was  constructed  to 
pass  the  traffic  from  the  center  of 
San  Rafael  along  Lincoln  Ave.,  un- 
der the  new  road  and  bring  the 
vehicles  into  the  main  road  headed 
in  the  same  direction  as  the  remain- 
der of  the  traffic.  This  underpass 
also  provides  access  to  the  Service 
Road,  making  it  unnecessary  for  the 
local  traffic  to  cross  the  main  flow 
of  traffic. 

At  the  junction  of  the  Black  Point 
eut-oif  and  U.  S.  101,  a  channeliza- 
tion is  being  constructed.  This  wiU 
consist  of  widened  accelerating  and 
decelerating  lanes  defined  by  curbs 
and  will  serve  to  segregate  and  pro- 
tect traffic  at  this  point.  By  this 
channelization,  traffic  east  and  west- 
bound over  the  Black  Point  Road 
will  be  separated,  eastbound  traffic 
being  carried  on  one  road,  west- 
bound on  another,  with  access  from 
the  main  road  for  Napa-bound  south 
traffic.  Acceleration  lanes  are  pro- 
vided for  Black  Point  Road  traffic 
southbound  on  U.  S.  101  which  will 
allow  more  ready  assimilation  into 
southbound  traffic  at  times  of  peak 
loads,  thus  relieving  another  point 
where  hazards  and  impeded  flow 
liave  existed  for  years. 

MORE  WORK  NECESSARY 

Much  remains  to  be  done,  particu- 
larly through  San  Rafael,  before  the 
full  effect  of  this  construction  be- 
comes operative  in  relieving  traffic 
congestion  and  hazard  but  the 
problem  has  been  attacked  and  we 
believe  solved  at  the  most  critical 
point. 

(Continued  on  page  28) 


(December  1938)  California  Highways  and  Public  Works 


oabiW 


Two  views  of  the  realignment  of  U.  S.  101  in  Marin  County  looking  from  Puerto  Suello  cut  south  toward  city  of  San  Rafael. 
Through  traffic  bound  north  and  south  is  separated  from  local  traffic  by  the  grade  separation  in  the  m.ddle  distance  and  the  service 
roads  at  the  left.  Lincoln  Avenue  is  shown  on  the  right  of  the  top  picture  with  local  traffic  bound  north  coming  through  the 
underpass  and  up  the  service  road  on  the  left  to  merge  with  through  traffic.  At  right  of  lower  picture  may  be  seen  a  loaded 
truck  entering  the  truck  route  on  former  routing   into  the  city  via   Lincoln   Avenue. 


California  Hightcays  and  Public  Works  (December  i9is) 


I  Thirteen  I 


Widening  of  Rose  Canyon  Gives 
San  Diego  Modernized  Gateway 

By  EARL  E.  SORENSON,  District  Construction  Engineer 


RECENTLY  completed  widen- 
ing and  modernization  of  the 
Rose  Canyon  gateway  to  San 
Diego  will  provide  one  of  the  finest 
approaches  of  any  comparable  city. 
Traffic  can  now  enter  the  confines 
of  the  city  and  be  distributed  rap- 
idly and  directly  to  the  industrial, 
shipping,  military  and  business  sec- 
tions with  a  minimum  of  lost  motion. 


which  was  a  great  improvement 
over  the  older  route  and  which  ade- 
quately handled  traffic  for  some 
years.  At  present,  both  these  roads 
serve  La  Jolla,  the  Scripps  Grade  as 
a  scenic  drive  and  the  La  Jolla  Can- 
yon road  as  a  more  direct  all-pur- 
pose route. 

For  many  years  prior  to   1929,  a 
connecting      wagon      road      existed 


became  imperative,  and  its  construc- 
tion was  started  in  1929  when  a 
joint  city  and  State  project  was 
arranged  to  care  for  the  grading 
from  Balboa  Avenue  to  Torrey  Pines 
Mesa. 

The  present  completed  highway 
from  Barnett  Avenue  to  Miramar 
Road,  a  distance  of  9.7  miles,  is  the 
culmination  of  tliis  and  several  other 


Prior  to  1930,  all  traffic  between 
San  Diego  and  points  north  was 
routed  through  La  Jolla,  which  lay 
some  two  miles  west  of  a  feasible 
and  more  direct  line.;  Originally 
traffic,  after  leaving  either  the  Tor- 
rey Pines  Mesa  or  the  Sorrento  Can- 
yon route,  traveled  down  to  the  sea- 
coast  at  La  Jolla,  over  the  steep  and 
winding  Scripjjs  Grade,  which  pres- 
ent day  large  trucks  would  be  un- 
able to  negotiate.  This  was  later 
supplemented  by  the  La  Jolla  Grade 


through  what  is  known  as  Rose  Can- 
yon, a  direct  short  route  from  Bal- 
boa Avenue  to  a  connection  with 
the  La  Jolla  road  at  the  south  end 
of  Torrey  Pines  Mesa.  This  road, 
although  approximately  five  and 
one-half  miles  shorter,  was  unpaved, 
and  in  such  condition  that  traffic 
preferred  the  longer  route  through 
La  Jolla.  As  passenger  and  freight 
traffic  increased  between  Los  An- 
geles and  San  Diego,  the  need  for 
improvement    of    the    shorter    road 


projects  over  the  intervening  years. 
The  first  contract  in  1929  provided 
for  grading  and  necessary  small 
drainage  structures  at  a  total  cost  of 
approximately  $110,000.  A  con- 
crete bridge  costing  approximately 
$27,000,  over  Rose  Canyon  Creek, 
was  constructed  during  the  same 
])eriod  under  a  sejiarate  contract. 
This  completed  the  grading  opera- 
tions through  the  can.yon  proper, 
from    Balboa    Avenue    to    Miramar 

(Continued  on  page  Ifi) 


[Fourteen] 


(December  i9is)  California  Highicays  and  Public  Works 


Rose    Canyon    improvement    looking    north    from    Elvira    Station    showing   new   divided   highway,   long  easy   curves  and   safety   features. 


Curbing  of  center  dividing   strip   has  recessed   panels   painted    to    reflect    light   at    night    as    an    added    safety    design. 


California  Highways  and  Public  Works  (December  isss) 


[Fifteen] 


New  divided  highway  through  Mission  Bay  Park  area  of  Rose  Canyon  widening  project  showing  recessed  paneled  curb  of  parting  strip. 


Road,  but  provided  no  surfacing  and 
was  uninviting  to  both  light  and 
heavy  traffic. 

In  1930  a  contract  was  awarded 
and  completed  for  placing  a  Port- 
land cement  concrete  pavement  30 
feet  in  width  and  providing  for 
three  lanes  of  traffic  over  the  por- 
tion graded  in  1929. 

The  completion  of  the  above  proj- 
ect gave  traffic  a  direct  route  to  San 
Diego,  but  a  congested  one  from 
Balboa  Avenue  south  to  the  city 
proper. 

The  need  for  a  new  road  from 
Balboa  Avenue  through  the  uneon- 
gested  area  at  the  head  of  Mission 
Bay,  to  carry  traffic  to  lower  Broad- 
way and  the  Coronado  ferrys,  on 
Pacific  Boulevard,  was  acute.  This 
route,  while  closely  paralleling  the 
old  Moreno  Boulevard,  lay  across 
the  Santa  Pe  tracks  in  undeveloped 
territory,  which  permitted  econom- 
ical development.  It  also  discharged 
traffic  directly  into  Pacific  Boule- 
vard at  Barnett  Avenue  from 
whence  it  could  be  easily  dissipated 
through  the  various  city  streets. 

The  need  for  the  new  route  re- 
sulted in  the  awarding  and  comple- 
tion of  four  separate  contracts  dur- 
ing the  year  1933.  These  contracts 
provided  for  the  grading  and  small 
structures  over  the  entire  length, 
the  construction  of  reinforced  con- 
crete bridges  over  the  Cudahy  Chan- 

[  Sixteen  I 


nel  and  Tecolate  Creek,  both  pro- 
viding for  four  lanes  of  traffic,  the 
construction  of  a  reinforced  con- 
crete bridge  over  the  San  Diego 
River  of  the  same  width  and  the 
paving  with  asphaltic  concrete  for 
a  width  of  30  feet  over  the  entire 
length.  An  approximate  total  cost 
of  $347,000  was  involved  in  these 
four  contracts. 

CONGESTION  RELIE\T;D 

The  above  work  completed  the 
road  from  Barnett  Avenue  to  Mira- 
mar  Road  and  provided  a  high 
standard  minimum  three-lane  high- 
way. It  was  anticipated  that  it 
would  care  for  traffic  for  a  consider- 
able period  of  time.  However,  the 
unprecedented  development  and 
growth  of  the  San  Diego  territory, 
together  with  enormous  increase  in 
the  number  of  motor  vehicles,  re- 
sulted in  congested  and  dangerous 
conditions  before  1938,  which  neces- 
sitated even  further  development, 
and  the  project  just  completed  pro- 
vided for  widening  to  a  minimum  of 
four  lanes  over  the  entire  length  of 
9.7  miles. 

The  contract  was  awarded  to  the 
D.  H.  Ryan  Company  of  San  Diego 
on  April  18,  1938,  and  the  contractor, 
by  excellent  planning  and  timing 
of  his  work,  together  with  efficient 
operation  and  some  double  shifting, 
completed   the   work   in   November, 


1938,    some    five    months    ahead    of 
schedule. 

Due  to  heavy  and  fast  traffic  over 
this  section  of  highway,  the  accident 
rate  was  high,  and  it  was  found 
advisable  to  separate  opposing  lanes 
of  traffic  by  a  fixed  barrier  consist- 
ing of  raised  curbs  over  the  greater 
portion  of  the  distance. 

10-FOOT  LANE  ADDED 

The  design  of  the  highway  called 
for  widening  to  a  minimum  of  four 
lanes  by  the  addition  of  a  10-foot 
lane  to  the  existing  asphalt  concrete 
from  Barnett  Avenue  north  for  a 
distance  of  two  miles.  From  this 
point  north  to  Balboa  Avenue,  the 
existing  asphaltic  concrete  pavement 
was  widened  to  52  feet,  permitting 
separation  of  opposing  traffic  lanes 
by  raised  curbs  6  feet  apart  and 
providing  for  interior  traffic  lanes 
of  12-foot  width  and  exterior  11  feet 
in  width. 

From  Balboa  Avenue  north  an 
existing  30-foot  concrete  pavement 
was  widened  by  the  addition  of  20 
feet  of  Portland  cement  concrete 
which  permitted  a  4-foot  separation 
of  curbs,  leaving  interior  and  ex- 
terior lanes  of  12  feet  and  11  feet, 
respectively. 

The  most  advanced  theories  of 
design  were  applied  to  these  sepa- 
rating curbs,  including  sloping  sides 

(Continued  on  page  28) 


(December  193  s)  California  Highways  and  Public  Works 


La  Cuesta  Grade 
Opened/  59 
Curves  Eliminated 

^Continued  from  page  10) 

a  maximum  heigrLt  of  170  feet.  There 
were  two  cuts  of  particular  note,  one 
containing  190,000  cubic  yards,  the 
other  210,000  cubic  yards. 

GRADING    PROGRESS    NOTEWORTHY 

Despite  an  unusually  severe  winter, 
suspending  operations  for  the  better 
part  of  three  months,  the  grading 
progress  is  noteworthy,  an  average 
approximating  100,000  cubic  yards 
per  month  having  been  attained.  The 
maximum  for  any  one  month  was 
150,000  cubic  yards  working  two 
shifts. 

Thanks  to  the  exhaustive  soil  sur- 
vey, slides  exceeded  the  anticipated 
number  only  slightly.  Attributable 
to  this  also  is  the  fact  that  fill  treat- 
ments functioned  as  contemplated, 
serving  to  stabilize  all  areas  in  spite 
of  the  enormous  loads  placed  thereon. 
Of  particular  interest  was  the  suc- 
cessful functioning  of  the  300  sand 
wells  or  piles  constructed  in  School 
House  Canyon  by  driving  a  16-inch 
hollow  seamless  mandrel  70  feet  long 
through  the  clay  strata  and  filling  the 
opening  with  sand  as  the  mandrel 
was  extracted.  While  the  embank- 
ment settled  two  feet  after  its  com- 
pletion there  has  been  no  late  move- 
ment nor  any  upheaval  of  adjacent 
areas  lending  to  the  belief  that  early 
settlement  and  stability  of  this  60- 
foot  embanlcment  has  been  obtained. 

CONCRETE   OVERHEAD   BUILT 

Two  21-foot  traffic  lanes  of  plant- 
mixed  surfacing  on  crusher  run  base 
separated  by  a  raised  4-foot  dividing 
strip  are  provided  on  a  52-foot  width 
of  roadbed.  While  the  3-foot  plant- 
mixed  surfaced  shoulders  do  not  per- 
mit vehicles  parking  clear  of  the 
trafSc  lanes,  similarly  surfaced  turn- 
outs or  parking  areas  have  been  pro- 
vided at  frequent  intervals. 

As  a  part  of  this  project  a  rein- 
forced concrete  overhead  crossing  of 
the  Southern  Pacific  Railroad  was 
constructed  under  a  separate  contract 
at  a  cost  of  .$100,000.  Design  of  this 
structure  presented  a  problem,  due  to 
the  small  angle,  22  degrees,  between 
the  road  and  railroad.    The  structure 


Grade  separation  in  La  Cuesta  presented  a  problem  due  to  small  angle  between 
poad  and  railroad.  Structure  is  465  feet  long  with  50-foot  roadway  separated  by  curbed 
4-foot  division  strip. 

is  a  "rigid  frame"  type  with  para- 
bolic arched  girders  and  deck  being 
continuous  over  several  spans.  It 
consists  of  10  spans  of  various  lengths 
and  has  a  total  length  of  465  feet. 
A  total  roadway  width  of  50  feet  is 
afforded  divided  by  a  4-foot  parting 
strip  with  concrete  curbs  on  either 
side. 

Completion  of  the  project  marks 
the  end  of  two  and  one-half  years  of 
continuous  work,  approximately  a 
year  being  required  for  surveys  and 
studies,  and  one  and  one-half  years 
for  actual  construction,  at  a  total  cost 
of  .$1,050,000  or  $320,000  per  mile. 

There  is  a  marked  feeling  of  satis- 
faction to  know  that  the  road  em- 
bodies all  the  safety  features  of  mod- 
ern engineering  design  and  that  the 
last  traffic  bottleneck  has  been  elimi- 
nated from  the  main  Coast  Highway 
between  Los  Angeles  and  San  Fran- 


cisco. 

The  project  was  under  the  general 


supervision  of  the  writer.  V.  E, 
Pearson  was  Resident  Engineer  and 
the  contract  was  performed  by  the 
Metropolitan  Construction  Company. 

Formal  opening  of  La  Cuesta  was 
followed  by  a  colorful  celebration  in 
the  city  of  San  Luis  Obispo,  where  a 
two-mile  Pageant  of  Progress  at- 
tracted thousands  of  spectators. 

On  Friday  night  the  county  and 
city  of  San  Luis  Obispo  were  hosts  to 
three  hundred  officials  and  civic  lead- 
ers of  California.  Governor  Merriam 
was  the  guest  of  honor  and  seated 
with  him  were  Mayor  Angelo  J.  Rossi 
of  San  Francisco  and  Mayor  Fletcher 
Bowron  of  Los  Angeles. 

Welcoming  addresses  were  made  by 
Mayor  L.  F.  Sinsheimer  of  San  Luis 
Obispo,  Chairman  Arnold  of  the 
county  board  of  supervisors,  and 
Cecil  G.  Evans,  president  of  the  San 
Luis  Obispo  Chamber  of  Commerce. 
Brief  talks  were  made  by  Governor 

(Continued  on  page  2S) 


California  Hightvays  and  Public  Works  (December  }9}s) 


[Seventeen] 


TWENTY-FOUR  MILE  PROJECT  ON 
INTERSTATE  ROUTE  COMPLETED 


By  F.  W.  HASELWOOD,  District  Engineer 


W'lTHOUT  any  ceremony,  work- 
men removed  the  barricades 
at  each  end  of  the  newly  com- 
pleted road  between  Cougar  and  ]\Iac- 
doel,  on  U.  S.  97  in  SLskiyou  County 
on  November  2d  and  an  unending 
stream  of  traffic  began  the  use  of  a 
newly  completed  link  of  an  interstate 
highway  of  major  importance. 

This  24-mile  unit  of  the  Weed- 
Klamath  Palls  highwa.y,  is  on  a  new 
location  that  reduces  the  distance  by 
7  miles,  the  summit  elevation  bv  600 


72  and  is  loeallj^  known  as  a  part  of 
the  Weed-Klamath  Palls  highwaj'. 

This  road  is  a  key  unit  of  an  exten- 
sive highway  system,  the  major  por- 
tion of  which  lies  in  Oregon,  of  much 
greater  importance  than  its  local 
name  indicates.  At  Klamath  Palls 
this  road  connects  with  and  becomes 
an  integral  part  of  an  improved 
higluvay  extending  north  to  The 
Dalles  and  known  in  Oregon  as  The 
Dalles-California  Highway.  A  con- 
nection from  Waupin  over  the  mouu- 


Public  Koads.  a  73-mile  connection 
between  a  point  on  The  Dalles-Cali- 
fornia Highway  about  10  miles  south 
of  Crescent  and  Cxoshen  about  7  miles 
south  of  Eugene  on  the  Pacific  High- 
way. Comparative  distances  from 
Weed  to  Goshen  on  completion  of  this 
connecting  route  will  then  be.  via 
Pacific  Highwav,  251  miles,  via  Klam- 
ath Falls,  234  liiile.s. 

Having  in  mind  the  relative  im- 
portance of  the  Weed-Klamath  Palls 
Highway  as  a  unit  of  a  major  trans- 


feet,  and  the  safe  traveling  time  by 
at  least  half  an  hour.  The  develop- 
ment of  this  route  has  been  proceed- 
ing for  .several  years.  In  view  of  the 
increasing  use  of  this  route,  a  brief 
resume  of  its  present  stage  of  develop- 
ment and  its  value  to  interstate  traffic 
is  ofiVred. 

In  1931  there  was  taken  into  the 
State  Highway  System,  along  with 
other  roads  then  classified  as  eligible, 
a  road  from  Weed  on  the  Pacific 
Highway,  to  the  Oregon  line  north  of 
Dorris.    This  was  designated  as  route 


[Eighteen] 


tain  south  of  Mt.  Hood  serves 
Portland  and  makes  this  route  an  ex- 
cellent alternate  to  the  Pacific  High- 
^vay. 

The  comparative  distances  from 
Weed  to  Portland  are,  via  Pacific 
Highway,  380  miles,  and  via  Klamath 
Falls  and  Maupin,  411  miles.  In  spite 
of  the  handicap  in  distance,  the  route 
via  Klamath  Falls  offers  better  align- 
ment and  grade  and  fewer  summits. 

For  some  time  there  has  been  under 
construction  jointly  by  the  State  of 
Oregon   and  the  Federal  Bureau   of 


ptntation  .system,  both  Oregon  and 
California  have  been  diligently  im- 
proving the  route  as  rapidly  as 
finances  permitted.  In  1931,  the  dis- 
tance from  Weed  to  Klamath  Falls 
was  63  miles  in  California  and  21 
miles  in  Oregon,  a  total  of  84  miles 
of  low  standard,  dusty,  and,  in  Cali- 
fornia, mostly  one-way  county  road. 
In  1936  Oregon  completed  her  por- 
tion of  the  route  to  a  high  standard 
of  alignment,  grade  and  surface,  elim- 
inating railroad  grade  crossings  and 

(Continued  on  page  20) 


(December  i9}s)  California  Hightvays  and  Public  Works 


Ji  ■  ''■  't"  ' '  '  I 

4  ^^fet'i 


'i^W-^^J-^.m 


Views  of  recently  completed  portions  of  the  Cougar- Macdoel  sector  of  the  Weed-Klamath  Falls  highway,  U.  S.  97,  m  Siskiyou 
County.  The  top  and  bottom  pictures  show  long,  straight  stretches  of  the  22-foot  bituminous  mixed  surface  highway  through  rollmg, 
partly  timbered  area.  The  center  picture  shows  the  route  looking  south  across  Wild  Horse  mesa  with  snow  covered  top  of  Mt. 
Shasta   looming    in  the   background. 


California  Highways  and  Public  Works  (December  i9is) 


I  Nineteen  I 


Tractors  equipped  with  big  rubber-tired  wheels  and  weighted  with  bags  of  cement  rolling  soil-cement  base  construction. 


reducing  the  distance  from  the  State 
line  to  Klamath  Falls  to  17  miles. 

In  California  the  process  has  been 
somewhat  slower  but  with  the  com- 
pletion in  October  of  a  24.2-mile  unit 
between  Cougar  and  Macdoel  all  but 
1.4  miles  of  this  road  will  have  been 
brought  to  a  high  standard  of  align- 
ment and  grade,  with  an  intermediate 
surface,  serviceable  and  adequate  for 
present  requirements. 

Immediately  prior  to  the  acqui- 
sition of  this  road  as  a  part  of  the 
State  Highway  Sy.stem,  the  Bureau 
of  Public  Roads  and  a  joint  highway 
district  had  graded  13  miles  from  4 
miles  out  of  Weed  to  Cougar.  The 
State's  first  move  late  in  1931  and 
early  in  1932  was  to  improve  grade 
and  drainage  on  the  remainder  of 
the  road  to  provide  for  two  lanes 
throughout.  The  next  move  during 
the  summer  of  1932  was  in  accord- 
ance with  established  California  prac- 
tice to  make  the  road  dustless  by  the 
application  of  light  oil. 

The  most  difficult  unit  of  the  route 
from  the  maintenance  point  of  view 
was  about  three  miles  from  Dorris 
to  the  State  line.  This  inferior  earth 
road  over  poor  soil  quickly  became 
impassable  after  light  rainfall.  In 
1933  this  three  miles  was  constructed 
on  new  alignment  and  grade  with  a 
6-inch  base  course  of  crushed  rock 
and  a  temporary  armor  type  of  sur- 
face. About  the  same  time  the  exist- 
ing road  between  Dorris  and  Mac- 
doel, 10  miles,  was  improved  with  a 


C  ALI  FORNIA 


Map  showing  relation  of  Cougar  Macdoel  improvement  to  interstate  highway  routes. 


road  mix  of  oil  and  local  cinders. 

In  1935  a  permanent  routing  be- 
tween Cougar  and  Macdoel  was  de- 
veloped. This  routing,  via  Grass 
Lake,  is  24.2  miles  long,  as  compared 
with  31.2  miles  by  the  used  road,  via 
Bray.  The  estimated  cost  of  a  com- 
pleted grade  and  standard  intermedi- 
ate type  of  surface  consisting  of  a 
6-inch  base  couree  and  2.5-inch  bitu- 
minous-treated surface  was  $600,000. 
The  impossibility  of  allocating  any 
such  sum  from  the  State's  finances 
for  a  secondary  road  in  even  two 
hienniums  gave  a  gloomy  prospect  to 
any  proposal  for  improvement  of 
tliis  unit. 

CALIFORNIA    FINANCED   SECTION 

However,  in  1935  the  Bureau  of 
Public  Roads  approved  an  allocation 
of  $150,000  from  Federal  Emergency 
funds  for  grading  an  initial  unit  of 
the  road.     The  grading  on  this  unit 


of  8  miles,  a  portion  of  which  crosses 
the  bed  of  Grass  Lake,  was  completed 
in  1936,  and  the  fact  that  it  was  not 
usable  until  the  remaining  16  miles 
was  constructed  imposed  an  obligation 
on  California  to  finance  this  remain- 
ing section  as  well  as  to  provide  a  sur- 
face on  the  8  miles  already  graded. 

The  route  traverses  a  partly  open 
and  partly  timbered  area.  AU  of  the 
formations  are  of  igneous  origin,  al- 
though there  are  sedimentary  de- 
posits of  weathered  igneous  rock.  The 
problem,  as  it  presented  itself,  was  to 
get  a  usable  road  completed  between 
the  termini  on  what  was  believed  to 
be  permanent  alignment  and  grade, 
after  which  strengthening  of  the  sur- 
face could  follow  as  required  without 
loss  of  any  work  that  had  been  done. 

Accordingly,  an  intensive  study  was 
made  of  the  quality  of  material  from 
which  the  grade  would  be  built,  and 
it  was  found  on   about  80  per  cent 


[Twenty] 


(December  19} 8)  California  High-ways  and  Public  Works 


of  the  road  to  be  uniformly  high  in 
stability.  Frequent  deposits  of  ex- 
cellent fine  cinders  and  fine  gravel 
testing  high  for  use  in  subgrade  and 
base  and  also  for  use  with  oil  were 
located.  By  virtue  of  these  deposits 
of  good  local  material,  the  Division 
of  Highways  proposed  to  complete  the 
grading  of  the  remaining  16.2  miles 
and  oil  treat  a  stabilized  subgrade  in 
a  manner  to  serve  traffic  for  several 
years,  before  any  additional  incre- 
ments of  surfacing  were  required,  for 
$300,000. 

The  improvement  of  tliis  24.2  miles 
of  road  to  a  usable  stage  was  com- 
pleted November  2,  1938,  at  a  total 
construction  cost  of  $434,317.73,  ac- 
complished in  three  contracts,  as 
follows : 

1935 — Dunn  &  Baker,  Klamath 
Falls,  grading  8  miles  at 
a  cost  of  $1.56,695.67. 

1937— Harold  Blake,  Portland. 
Oregon,  grading  16.2  miles 
at  a  cost  of  $178,920.95. 

1938— Oilfields  Trucking  Com- 
pany, Bakersfield,  surfac- 
ing 24.2  miles  at  a  cost  of 
$98,701.11. 

The  grading  done  by  Harold  Blake 
was  completed  early  in  1938,  and,  co- 
incident with  this  completion,  the 
work  of  surfacing  was  started. 

The  surfacing  consisted  of  rein- 
forcing the  subgrade  with  applica- 
tions of  cinders  or  gravel  at  those 
locations  where  material  in  the  grade 
lacked  stability,  it  being  the  intention 
to  bring  the  entire  subgrade  to  a 
strength  measured  by  saturated  bear- 
ing value  tests  of  35  per  cent.  This 
subgrade  for  21.2  miles  was  then 
primed  with  SC-2  oil  at  the  rate  of 
half  a  gallon  per  square  yard,  result- 
ing in  an  average  penetration  of  at 
least  half  an  inch.  On  top  of  this  a 
layer  of  pit  run  cinders,  half  inch 
minus,  or  screened  gravel  one  inch 
minus,  was  road-mixed  with  ROMC-3, 
providing  a  bituminous  mixed  surface 
1.75  inches  thick  and  22  feet  wide. 
This  mix  is  sealed  with  |  gallon  per 
square  yard  of  penetration  emulsified 
90-95  asphalt  without  cover.  The 
quality  of  this  local  material  for  use 
witli  oil  is  such  that  tests  show  the 
stability  of  the  mix  to  range  between 
45  and  50  and  the  swell  to  be  .008 
or  less. 

The  northerly  end  of  the  project 
is  in  Butte  Valley,  across  what  was 
once  a  lake  bed.     The  soil  is  a  light, 


Bay  Bridge  Traffic  Report 
Reveals  New  High  in  November 

SAN  FRANCISCO-OAKLAND  BAY  BRIDGE  traffic  during  November 
climbed  to  a  new  high  for  1938,  it  was  revealed  yesterday  by  Chief 
Engineer  C.  H.  Purcell  in  a  monthly  traffic  report  filed  with  Director 
of  Public  Works  Earl  Lee  Kelly. 

Total  number  of  vehicles  to  cross  the  bridge  last  month  was  783,252, 
averaging  26,108  vehicles  per  day.  This  is  an  increase  of  12%  or  an  increase 
of  2800  vehicles  per  day  over  November,  1937.  High  point  of  the  month 
was  Saturday,  November  19,  the  day  of  the  Big  Game,  when  40,761  vehicles 
crossed  the  span. 

Freight  pounds,  too,  increased  last  month  with  a  total  of  115,921,750. 
This  was  an  increase  of  86%  over  November  a  year  ago.  Total  number  of 
trucks  and  trailers  to  cross  the  Bay  Bridge  in  November  was  41,503,  a  60% 
increase  over  November,  1937. 

Total  revenues  for  November  were  $410,709.65,  an  increase  of  11% 
over  the  same  period  last  year.  For  the  year  1938  to  date  7,873,646  vehicles 
have  crossed  the  bridge,  bringing  the  grand  total  since  the  bridge  opening 
on  November  12,  1936,  to  18,318,196  vehicles. 

Comparative  figures  follow : 

Total  Total  Total  since 

November  October  opening 

Auto    Trailers    859  1,149  29,780 

Passenger  Autos    708,587  688,232  16,967,986 

Motorcycles 2,461  2,677  63,534 

Tricars    1,210  983  20,486 

Buses        13,239  13,594  234,018 

Trucks    39,760  39,384  680,056 

Truck  Trailers 1,743  1,653  37,972 

Toll  Vehicles 767,859  747,672  18,033,832 

Auto  Passes 13,767  13,720  258,832 

Truck  Passes   1,626  1,591  25,532 

Total  Vehicles   783,252  762,983  18,318,196 

Extra  Passengers 238,999  235,728  4,502,196 

Freight  Pounds  115,921,750         108,683,917  1,707,260,076 


sandy  silt  deposited  by  water  from 
weathered  igneous  rock.  About  the 
time  this  project  was  being  developed 
the  proposal  to  stabilize  local  soil  with 
the  addition  of  Portland  cement  was 
under  consideration,  and  it  was  de- 
cided to  use  this  method  on  the  north- 
erly 3  miles. 

Experimental  sections  of  soil- 
cement  base  had  been  constructed  in 
1937  in  southern  California  by  day 
labor,  and  the  value  of  the  process 
had  already  been  demonstrated.  The 
only  experimental  phase  of  the  soil- 
cement  construction  on  this  project 
was  the  determination  of  the  ability 
of  a  contractor  to  coordinate  his 
equipment  and  organization  to  secure 
the  proper  timing  of  the  various  oper- 
ations involved.  The  field  work  is 
comparatively  simple  and  does  not 
require  any  special  high-priced  equip- 
ment. It  consists  of  loosening,  pul- 
verizing and  moistening  the  grade  to 
the  depth  to  be  treated,  applying  the 


California  Highxvays  and  Public  Works  (December  193 s) 


cement,  usually  by  hand-spreading 
from  sacks  at  the  .specified  rate,  in- 
corporating the  cement  in  the  soil  by 
mixing  with  gang  plows,  disk  culti- 
vators and  spring  tooth  harrows,  add- 
ing additional  moisture,  compacting 
with  sheepsfoot  rollers  and  finishing 
with  a  blade  and  tandem  or  rubber- 
tired  rollers. 

The  finished  base  which  is  22  feet 
wide  and  6  inches  thick,  is  smooth 
and  hard,  having  a  high  stability,  and 
is  comparable  to  an  equal  thickness 
of  crusher  run  base. 

Soil-cement  bases  have  been  used 
with  and  withoiit  bituminous  treat- 
ment. On  this  project  the  base  re- 
ceived a  prime  of  i  gallon  per  square 
yard  of  SC-IA  road  oil  and  a  one- 
inch  thickness  of  road-mixed  gravel, 
sealed  with  ^  gallon  of  emulsified 
90-95.  The  cost  per  mile  of  the  com- 
pleted base  was  $6,093,  and  of  the 
prime,  mix  and  seal  $1,575,  making  a 
total  cost  of  $7,668  per  mile. 

I  Twenty-one  I 


Railroad  Grade  Separations 
Completed  on  Rosemead  Arterial 

By  E.  L.  WALSHy  Assistant  Bridge  Construction  Engineer 


Two  railroad  grade  separa- 
tions were  completed  last 
month  on  Rosemead  Boule- 
vard (State  Highway  168)  near  the 
city  of  Los  Angeles  by  the  Division 
of  Highways — one  nnder  the  South- 
ern Pacific  tracks  near  Rudell  Sta- 
tion, located  one  mile  north  of  Rose- 
mead, and  the  other  under  the  Union 
Pacific  tracks  near  Pico  at  Whittier 
Boulevard. 

These  stractures  on  Rosemead 
Boulevard  comprise  two  of  the  vari- 
ous construction  units  which  have 
recently  been  completed  as  a  part 
of  the  development  of  State  Signed 
Route  No.  19  as  a  through  highway 
from  Long  Beach  to  Pasadena. 

This  route,  extending  from  the 
connection  with  the  Roosevelt  high- 
way (U.  S.  Alternate  101)  at  Long 
Beach  to  the  Foothill  Boulevard  at 
Lamanda  Park  near  Pasadena,  was 
added  to  the  State  Highway  System 
in  1933.  At  that  time  only  portions 
of  the  route  and  locally  known  as 
EI  Cerritos  Avenue  and  San  Gabriel 
Boulevard  were  improved.  The 
route  is  about  twenty-six  miles  long 
and  now  comprises  Lakewood 
BouleA'ard  south  of  Rivera  and 
Rosemead  Boulevard  to  the  north 
of  Rivera. 

DIVIDED   HIGHWAY   PLANNED 

Skirting  the  most  heavily  settled 
areas  of  Los  Angeles  and  adjacent 
communities,  it  provides  a  through 
and  rapid  means  of  communication 
among  them.  It  connects  at  the 
north  end  with  Colorado  Street  and 
the  Foothill  Boulevard  via  Altadena 
providing  a  direct  route  for  through 
traffic  from  the  north  and  east  that 
wishes  to  avoid  the  congestion  of 
metropolitan  areas. 

A  modern  four-lane,  divided  high- 
way has  been  adopted  for  the  im- 
provement plans  for  this  road  in 
line  with  its  growing  importance. 
The  future  service  is  well  predicted 
by  the  increase  of  traflBc  since  its 


[T-wenty-fwo] 


partial  improvement  by  the  State. 
In  July,  1934,  the  greatest  daily 
trafl5c  count  at  any  of  four  points 
was  6200  vehicles.  In  July,  1938, 
the  maximum  count  at  any  of  the 
same  four  points  was  17,312  vehi- 
cles. It  is  estimated  that  within 
a  few  years  the  peak  traffic  count 
on  this  road  will  exceed  20,000  vehi- 
cles per  day. 

One  feature  of  this  route  that  has 
great  bearing  on  its  improvement 
is  the  considerable  number  of  grade 
separations  required  to  attain  its 
maximum  service  and  safety  to  the 
|)ublic.  Extending  as  it  does  in  a 
north  and  south  direction,  this  route 
must  necessarily  intersect  the  numer- 
ous main  arteries  of  rail  and  high- 
way traffic  that  converge  at  Los 
Angeles  from  the  San  Bernardino 
Valley  to  the  east  and  from  the 
Orange  County  urban  districts  to 
the  south. 

RIVERA  SUBWAY 

Among  the  higliAvay  projects 
which  have  been  completed  within 
the  last  two  years  was  the  important 
railroad  grade  separation  under  the 
Santa  Fe  Railroad  tracks  near 
Rivera.  The  Rivera  structure  pro- 
vides a  separation  of  traffic  between 
the  highway  and  the  double  tracks 
of  the  Atchison,  Topeka  &  Santa  Fe 
Railroad.  Tliis  project  was  com- 
pleted in  March,  1937,  at  a  total 
cost  of  approximately  $108,000.  The 
project  was  located  about  ^  mile 
west  of  Rivera  and  included  0.36  mile 
of  highway  improvement.  The  im- 
proved portion  of  the  highway  is 
62  feet  wide  betwen  concrete  curbs, 
and  has  a  four-lane  Portland  cement 
concrete  pavement  40  feet  wide. 
Plant-mixed  bituminous  surfacing 
eight  feet  wide  was  placed  between 
the  edges  of  the  concrete  pavement 
and  the  three-foot  concrete  gutters. 
A  three-foot,  nine-inch  concrete 
sidewalk  was  provided  along  one 
side  of  the  underpass. 


The  two  railroad  tracks  are  car- 
ried over  the  highway  on  a  ballasted 
deck  through  plate  girder  sti'ucture 
supported  on  reinforced  concrete 
"U"  abutments.  The  two  steel 
girders  are  76'  6"  long  and  provide 
a  clear  span  of  66'  3"  normal  to  the 
liighway.  A  total  of  303,000  pounds 
of  structural  steel  was  used.  The 
excavation  slopes  are  protected  with 
concrete  slope  paving  throughout 
the  underpass.  The  subway  was 
built  under  contract  by  J.  E.  Had- 
dock, Ltd. 

PICO  UNDERPASS 

The  contract  for  the  Pico  Grade 
Separation  under  the  Union  Pacific 
Railroad  tracks,  which  lias  just  been 
completed,  included  0.49  mile  of 
liighAvay  improvement  from  Whit- 
tier Boulevard  to  Beverly  Boule- 
vard. The  total  cost  of  this  project 
was  approximately  $159,000.  The 
new  highway  in  the  vicinity  of  the 
Pico  Underpass  is  76  feet  wide  be- 
tween curbs  and  has  a  four-lane 
Portland  cement  concrete  pavement 
46  feet  wide.  The  paving  is  ex- 
tended to  the  three  feet  wide  con- 
crete gutter  by  a  twelve-foot  strip 
of  plant-mixed  surfacing  along  each 
side. 

The  highway  through  the  under- 
pass structure  is  64  feet  wide  be- 
tween curbs  and  is  similar  to  the 
adjacent  highway  surfacing,  except 
for  the  addition  of  a  three-foot  con- 
crete sidewalk  on  each  side  and  the 
reduction  in  width  of  the  plant- 
mixed  surfacing  from  twelve  feet  to 
six  feet.  The  excavation  slopes  are 
protected  by  concrete  slope  pave- 
ing  for  the  entire  length  of  the  de- 
pressed portion  of  the  roadwa3^  A 
service  road  with  a  25-foot  plant- 
mixed  pavement  is  provided  along 
the  east  side  of  the  underpass  to 
serve  the  developed  properties  at 
that  location. 

The  double  tracks  of  the  railroad 
are  carried  over  the  highwaj'  by  a 

(Continued  on  page  24) 


(December  i9}8)  Colifomia  Highways  and  Public  Works 


Grade  separation  on  State  Sign   Route  19  carrying  Atchison,  Topeka  and  Santa  Fe  railroad  tracks  over  highway  near  Rivera. 


Pico    underpass    beneath    Union    Pacific   at   Whittier    Boulevard    provides  four  traffic  lanes  in  addition  to  3-foot  sidewalks  on  each  side. 


California  Highways  and  Public  Works  (December  19}  s) 


[Twenty-three] 


New  Markers  To 
Curb  Speed  On 

Curves  Placed 

To  HELP  motorists  in  answer- 
ing safely  the  question  of  what 
speed  should  be  used  on  a  curve 
ahead.  State  Highway  Engineer  C.  H. 
Pureell  announces  the  installation 
and  testing  of  a  new  system  of  road 
markers  designating  speeds  at  which 
curves  may  be  safely  negotiated. 

The  new  road  markers,  of  the  dia- 
mond-shaped caution  type,  will  be 
placed  just  below  standard  curve 
signs.  Both  signs  will  be  reflectorized. 
Motorists  have  long  depended  on 
the  reflectorized  arrow  to  warn  them 
of  the  type  of  curve  ahead.  The 
safe-speed  sign  will  indicate  "SLOW 
30  MILES"  or  some  otlier  safe  speed 
at  which  the  curve  can  be  driven 
safely  under  ordinary  circumstances. 
All  miles-per-hour  signs  will  be  in 
five-mile  increments. 

In  announcing  the  test  program 
Pureell  stated  that  the  question  of 
posted  safe  speed  limits  has  been 
under  consideration  as  a  safety  meas- 
use  by  the  Division  of  Highwa.vs  for 
some  time.  The  accident  records  in- 
dicate a  high  percentage  of  driving- 
off-the-road  and  turning-over  acci- 
dents as  occurring  at  curves,  the  con- 
tributing factor  being  too  much  speed 
for  the  safe  negotiation  of  the  curve. 
Safe  speeds  at  ciirves  will  be  care- 
fully determined  by  expert  drivers 
with  the  assistance  of  specially  pre- 
pared equipment,  said  Pureell.  The 
motoring  public  can  greatly  assist  the 
Di^asion  of  Highways  by  cooperating 
both  in  carefully  complying  with  the 
recommended  safe  speed  limits  and 
in  writing  to  the  Division,  indicating 
the  reaction  to  the  new  safety 
markers. 

Safe-speed  curve  markers  will  be 
placed  immediately  at  many  locations 
throughout  the  State.  If  the  public 
will  read  roadway  warning  signs, 
these  new  markers  .should  do  much  to 
cut  down  the  accident  toll  of  Cali- 
fornia. 


Overheard  on  the  Beach — "Mummy,  may 
I  RO  in  for  a  swim?" 

"Certainly  not,  my  dear,  it's  far  too  deep." 
"But  daddy  is  swimming." 
"Yes,  dear,  but  he's  insured." 


"I  hate  people  who  are  vague  and  noncom- 
mittal, don't  you?" 
"Mmmmmmm." 


[Twenty-four] 


Safe   speed    signs    being    placed    at   curves 
in   test    program. 


"HIGHWAYS     OF     TOMORROW" 

TOPIC  OP  A.  R,  B.  A. 

CONVENTION 

"Highways  of  Tomorrow"  will  be 
the  keynote  of  the  36th  annual  con- 
vention and  highway  exhibit  of  the 
American  Road  Builders  Association 
when  that  organization  meets  in  San 
Francisco  March  7-10,  1939.  This  will 
be  the  first  conclave  of  the  road  build- 
ers in  the  west  and  it  will  be  held  con- 
currently with  the  national  conven- 
tion of  the  Associated  General  Con- 
tractors of  America. 

Charles  Upham,  engineer-director  of 
the  American  Road  Builders'  A.sso- 
ciation,  and  Edward  J.  Harding,  man- 
aging director  of  the  Associated  Gen- 
eral Contractors  of  America,  agi-eed 
that  the  concurrent  meetings  of  the 
two  associations  will  bring  together 
representatives  of  the  highway  indus- 
try and  profession  from  all  parts 
of  the  nation,  especially  the  western 
states,  and  will  help  immeasurably  to 
solve  manj'  problems  of  the  highway 
program. 


Wife:  "No,  I  didn't  sew  a  button  on 
your  pants;  I  was  too  tired.  Which  is 
more  important — your  wife  or  your  pants?" 

Husband :  "Well,  there  are  places  I  can 
go  without  a  wife." 


Rosemead  Boulevard 
Grade  Separations 
Are  Completed 

(Continued  from  page  23) 

ballasted  deck  through  girder  sujier- 
structure  supported  on  reinforced 
concrete  abutments.  A  total  of  377,- 
000  pounds  of  structural  steel  was 
placed.  The  two  steel  girders  are 
7(5'  11"  long  over  all  and  have  a 
depth  of  approximately  nine  feet. 
Each   girder  weighs   82,000  pounds. 

Tlie  concrete  abutments  are  of  the 
"U"  type,  supported  on  spread  foot- 
ings. This  project  was  constructed 
by  the  C.  0.  Sparks  and  Mundo 
Engineering  Company. 

The  underpass  under  the  Southern 
Pacific  Railroad  near  Rudell  Sta- 
tion was  included  in  a  0.39  mile  proj- 
ect consisting  of  1300  lineal  feet  of 
depressed  highway,  800  lineal  feet 
of  connection  to  the  existing  high- 
way, and  a  two-span  rigid  frame 
steel  structure  with  reinforced  con- 
crete abiitments  to  support  the  rail- 
road. A  24-foot  service  road  was 
constructed  along  each  side  of  the 
depressed  highway  to  serve  adjacent 
properties.  This  project  cost  ap- 
proximately $128,000. 

The  new  highway  through  the 
underpass  is  80  feet  wide  between 
curbs  and  consists  of  two  23-foot 
uni-directional  traffic  ways  of  rein- 
forced concrete  pavement,  separated 
by  a  central  dividing  strip,  and  curbs 
six  feet  wide.  The  concrete  pave- 
ment is  flanked  on  each  side  by  an 
eleven-foot  strip  of  plant-mixed  sur- 
facing and  a  three-foot  concrete  curb. 
Two  three-foot  concrete  sidewalks 
are  provided  for  pedestrian  traffic. 
The  24-foot  service  roads  are  paved 
with  plant-mixed  bituminous  surfac- 
ing. 

The  ballasted  deck  railroad  struc- 
ture provides  two  41|-foot  clear 
spans  normal  to  the  highway,  is  of 
modern  rigid-frame  design,  and  re- 
quired 189,000  pounds  of  structural 
steel.  The  appearance  of  the  struc- 
ture is  enhanced  by  the  provision  of 
reinforced     concrete     facia     beams. 

The  drainage  s.ystem  of  each  of 
these  subways  included  the  installa- 
tion of  two  eleetricallj'  operated 
automatic  pumps  having  a  combined 
pumping  capacity  of  approximately 
1100  gallons  per  minute. 

This  contract  was  completed  by 
the  United  Concrete  Pipe  Corpora- 
tion. 


(December  i9}s)  California  Highways  and  Public  Works 


California  Nautical  School 

Operating  Training  SInip  California  State 

November  9,  1938 

California  Highways  and  Public  Works, 
Sacramento,   California. 

Gentlemen: 

For  the  past  year  I  have  been  receiving 
the  California  Highways  and  Public 
Works  publication  and  wish  to  express 
my  appreciation  for  the  opportunity  to 
keep  abreast  of  the  activities  in  connec- 
tion with  our  California  highways. 

I  find  the  material  contained  highly 
instructive   and    well    presented. 

Thanking  you  for  placing  my  name  on 
your  mailing  list,  I  am 

Very  truly  yours, 

(Signed)      CAPT.  R.  C.  DWYER. 


GemeenteUjke  Technisclie  Dienst 
Rotterdam 

Rotterdam,  22nd  September,  1938 

Department  of  Public  Works, 
Public   Works    Building, 
Sacramento. 

Dear  Sir: 

The  August  issue  of  the  periodical  "Cali- 
fornia Highways  and  Public  Works"  con- 
tains an  article  on  the  tow  service  in 
connection  with  the  San  Francisco- 
Oakland   Bay  Bridge. 

As  for  the  Maastunnel  at  Rotterdam, 
a  vehicular  under-rlver  tunnel  now 
under  construction,  similar  measures  are 
planned,  I  beg  to  ask  you  for  a  number 
of  details  in  connection  with  the  said 
service. 

Very  truly  yours, 

THE  CHIEF  ENGINEER  OF  THE 
MAASTUNNEL, 

J.  P.  VAN  BRUGGEN. 


Dear  Sir: 

I  could  use  to  great  advantage  your 
publication,  "California  Highways  and 
Public  Works"  in  my  adult  education 
classes,  so   I  shall  appreciate  receiving   it. 


Anderson  Union  High  School 

Anderson,  California 

Division  of  Highways, 
P.  O.  Box  1499, 

Sacramento,  California. 

Gentlemen: 

Will  it  be  possible  to  put  the  Anderson 
Union  High  School  on  your  mailing  list 
to  receive  copies  of  "California  Highways 
and    Public    Works?" 

The  publication  has  definite  educational 
value  and  could  be  used  for  reference 
work  in  several  classes  as  well  as  for 
general  reading  purposes. 


Yours  very  truly, 


LAURENCE   HARPER, 

Principal. 


California  Highways  and  Public  Works, 
Sacramento,  California. 

Dear  Sir: 

I  have  read  your  publication,  "Cali- 
fornia Highways,"  and  think  it  is  very 
instructive  and  educational.  It  is  indeed 
a  pleasure  to  read  articles,  written  by 
men  who  know  and  are  acquainted  with 
the   facts   of    highway    problems. 

I  would  appreciate  having  my  name 
placed  on  the  subscription  list.  I  am  em- 
ployed by  the  county  surveyor  of  Ala- 
meda County. 

Yours  very  truly. 

C.  H.  CLIFFORD. 


Most  sincerely. 


J.  C.  BROWER, 

18  Hillside, 
Fairfax,   Cal. 


Pittsburg  Chamber  of  Commerce 

10th   and    Los   Medanos   Streets. 

November  11,  1938. 

Mr.  John  W.  Howe,   Editor 

California  Highways  and  Public  Works, 
Sacramento,  California. 

Dear  Mr.   Howe: 

Will    you    kindly    add    to    your    mailing 

list  the: 

High    School    Library, 
Pittsburg,    California. 

Of  all  the  literature  received  by  us  for 
counter  use,  none  is  more  popular  than 
your  magazine,  and  I  am  sure  it  will  be 
an  appreciated  addition  to  the  reading 
table  of  the  school    library. 

Very  truly  yours, 

(Signed)     JULIUS  JORGENSEN, 

Secretary. 


Pasadena  City  Schools 

Charles  W.  Eliot  Junior  High  School, 

2350   North    Lake   Avenue, 

Altadena,  California 

November  9,  1938. 

Division   of   Highways, 
P.  O.  Box  1499, 

Sacramento,  California. 

Dear  Sirs: 

Please  place  my  name  on  your  "Cali- 
fornia Highways  and  Public  Works" 
magazine    mailing    list. 

I  teach  in  the  above  school,  as  con- 
ference counselor  instructor,  handling  our 
guidance  program  for  the  eighth  grade 
numbering  320  students. 

Please  send  it  to  370  Woodbury  Road, 
Altadena,  California. 

Yours  truly, 

HERBERT  S.  CHESEBERG. 


Appreciated  by  Liberia  Engineer 

Cape  Palmas,  Liberia, 
West  Africa, 
October  25,  1938 
California  Highways  and  Public  Works 
Sacramento,  California 

Gentlemen: 

Through  my  father,  Gilbert  H.  Hogue, 
United  States  Bureau  of  Reclamation 
engineer,  Friant,  California,  I  have  en- 
joyed the  privilege  of  receiving  your  offi- 
cial journal  for  the  past  year. 

Please  accept  my  congratulations  for 
making  available  to  the  engineering  pro- 
fession so  splendid  a  publication.  As  a 
construction  engineer  for  the  Republic  of 
Liberia  in  conjunction  with  the  Firestone 
Plantation  Company,  engaged  entirely  in 
road  and  bridge  construction,  each  copy 
of  "California  Highways  and  Public 
Works"  has  been  of  much  interest  and 
assistance. 

Particularly  enjoyable  was  a  recent 
issue  showing  in  detail  the  damage  to 
highways  and  bridges  resulting  from  the 
spring  flood,  and  describing  the  immediate 
and  efficient  manner  in  which  highways 
were  opened  and  damage  repaired.  Faced 
here  in  Liberia  with  the  problem  of  han- 
dling an  annual  rainfall  of  120  inches, 
most  of  which  falling  in  five  months,  I 
can  to  some  extent  appreciate  the  fine 
highway  organization  now  functioning  in 
California. 

Again,  my  congratulations  on  your 
splendid  work  and  equally  fine  magazine. 

Cordially  yours. 

(Signed)  W.  O.  HOGUE, 

Civil  Engineer. 


California  Highways  and  Public  Works  (December  19}  s) 


[Twenty-five] 


P^,X^     ^  DIVISION  OF 

WATER  RESOURCES 


^jM^yf^-^  j|>-'^-.5t>VmTTrsT 


OFFICIAL  REPORT 

FOR  THE  MONTH  OF 

November,  1938 

EDWARD  HYATT,  State  Engineer 


THE  filing  of  applications  for 
allotments  from  money  appro- 
priated to  the  Emergency 
Fund  by  Chapter  II,  Statutes  of 
1938,  Extra  Session,  for  the  restora- 
tion of  property,  levees,  flood  con- 
trol works,  county  roads  and 
bridges,  damaged  by  the  floods  of 
the  1937-38  winter  season  through- 
out the  State,  has  continued.  The 
making  of  investigations  and  the 
preparation  of  reports  on  applica- 
tions have  also  been  continued,  and 
more  than  200  reports  and  recom- 
mendations have  been  prepared  by 
the  Division  of  Water  Resources  and 
State  Reclamation  Board  and  sub- 
mitted to  the  Director  of  Finance, 
pursuant  to  his  instructions.  Dur- 
ing the  month  no  further  allocations 
were  made  by  Governor  Frank  F. 
Merriam  for  flood  damage  repair 
work.  A  total  of  $4,109,300  has 
been  allocated  for  this  work  to  date. 
The  Division  of  Water  Resources  is 
performing  some  of  the  work  for 
which  these  allocations  were  made, 
and  the  remainder  is  being  done  by 
the  applicants  under  contracts  en- 
tered into  with  the  Department  of 
Public  Works.  There  are  now  123 
such  contracts  in  force  covering 
work  which  will  cost  $3,175,000. 


IRRIGATION   DISTRICTS 


The  EI  Dorado  Irrigation  District  Ijas 
purchased  the  Diamond  Ridge  Ditch  System 
and  plans  rehabilitation  of  the  canals  and 
structures  by  means  of  a  WPA  project. 
A  camp  site  near  Placerville  has  been 
selected  on  which  improvements  will  be  made 
by  State  Relief  Administration  for  housing 
about  200  men.  Another  project  proposed 
by  the  District,  including  construction  of 
storage  on  Sly  Park  Creek  tributary  to 
Cosumnes  River,  is  now  under  investigation 
by  the  State  Engineer. 

La  Mesa,  Lemon  Grove  and  Spring  Irri- 
gation District  awarded  a  contract  in  the 
amount  of  $14,706  for  installing  the  Fourth 
Unit  in  the  District's  pipe  line  replacement 
project  which  has  been  under  construction 
during  the  past  year.  This  will  complete 
the  program  approved  for  replacing  deterior- 


[  Twenty-six] 


ated  water  mains  with  cast  iron  pipe  at  a 
total  estimated  cost  of  $263,636. 


SUPERVISION  OF  DAMS 


The  run-off  from  the  last  storm  filled 
the  Mad  River  Dam  and  water  is  now  flow- 
ing over  the  crest.  The  dam  itself  is  prac- 
tically completed,  there  being  some  minor 
matters  to  be  cleaned  up  prior  to  final 
completion. 

At  the  present  time  work  is  being  rushed 
to  complete  a  number  of  construction  jobs. 
These  include  Suttenfield,  Lower  St.  Helena, 
Charles  Lee  Tilden  Park,  North  Fork,  and 
some  work  being  done  by  the  East  Bay 
Municipal  Utility  District  on  Piedmont 
Reservoir  No.  1. 


WATER   RIGHTS 


Fifteen  applications  to  appropriate  water 
were  received  during  October,  6  were  denied. 
24  were  approved ;  17  permits  were  revoked 
and  the  rights  under  4  permits  were  con- 
firmed by  the  issuance  of  licenses. 

On  October  1st  progress  reports  were  re- 
quested from  1242  permittees  and  on  October 
15th  reports  were  requested  from  571 
licensees.  These  reports  are  being  received 
daily  and  are  in  process  of  analysis. 


TOPOGRAPHIC  MAPPINGS. 


Advance  sheets  of  the  Branch  Mountain 
and  the  east  half  of  Tobias  Peak  quad- 
rangles are  now  available.  The  first  sheet 
covers  an  area  in  San  Luis  Obispo  and 
Santa  Barbara  counties.  It  is  published 
on  a  scale  of  1 :48,000  with  a  contour  in- 
terval of  50  feet.  The  east  half  of  Tobias 
Peak  quadrangle  covers  an  area  in  Tulare 
and  Kern  counties.  It  is  published  on  a 
scale  of  1 :96,000  with  a  contour  interval 
of  100  feet. 


SACRAMENTO-SAN    JOAQUIN 
WATER  SUPERVISION 


The  irrigation  season  is  now  complete  and 
the  rice  and  bean  crops  harvested.  Sampling 
of  water  in  the  delta  channels  for  salinity 
is  being  carried  on  at  a  number  of  stations. 

The  flow  of  the  Sacramento  River  at 
Sacramento  on  November  22d  was  9000 
cubic  feet  per  second  ;  on  October  22d  the 
flow  was  8500  cubic  feet  per  second.  The 
flow  of  the  San  Joaquin  River  at  Vernalis 


on  November  22d  was  3900  cubic  feet  per 
second ;  on  October  22d  the  flow  was  2500 
feet  per  second.  These  figures  .show  the 
increase  of  these  two  streams  at  the  end  of 
the  irrigation  season. 


CENTRAL   VALLEY   PROJECT 


Engineering  studies  in  connection  with 
the  Central  Valley  Project  were  continued. 
These  studies  included  analyses  of  field  data 
previously  obtained  through  comprehensive 
hydrographic,  hydrologic  and  topographic  sur- 
veys, for  the  preparation  of  a  report  to  be 
used  in  connection  with  negotiations  for  the 
acquisition  of  water  rights  of  the  lands  bor- 
dering the  San  Joaquin  River,  which  are 
now  being  served  by   that  stream. 

Negotiations  were  continued  with  public 
utility  companies  for  the  relocations  of 
power  and  communication  facilities  for  the 
complete  project  and  for  temporary  reloca- 
tions necessitated  by  construction  activities. 


FLOOD    CONTROL    AND 
RECLAMATION 


The  units  of  the  flood  control  project 
under  the  care  of  this  Department  are  now 
in  fair  condition  for  the  next  flood  season. 
Routine  maintenance  has  been  carried  on 
during  this  period. 

The  wave  wash  protection  bulkhead  at 
the  southeast  corner  of  Reclamation  District 
No.  1660  in  the  Sutter  By-pass  is  being 
rebuilt  and  is  approximately  65  per  cent 
complete  at  this  time. 

Relief  Labor  Work 

An  average  of  125  laborers  have  been 
employed  in  clearing  in  the  Feather  River 
overflow  channel,  repairing  the  current  re- 
tards at  Nicolaus  and  consti-ucting  a  wing 
dam  at  Robinson  Bend.  Fifty  laborers  have 
been  employed  continuously  from  the  SUA 
transient  camp  in  Sutter  Basin.  On  account 
of  the  staggered  work  periods,  this  repre- 
sents the  labor  of  100  men. 

Emergency  Levee  Repair 

The  work  of  completing  flood  damage 
repairs  in  Glenn,  Butte,  Shasta  and  Tehama 
counties  under  Executive  Order  No.  B  177 
has  been  practically  completed,  the  only 
work  now  under  way  being  on  Stony  Creek, 
in  Glenn  County.  The  Chico  ofiice,  which 
handled  this  work,  has  been  discontinued. 

The  construction  of  a  wing  dam  in  the 
Feather  River  at  Robinson  Bend  in  Butte 
County  is  nearly  completed. 


(December  193 s)  California  Highways  and  Public  Works 


Highway  Bids  and  Awards  for  the  Month  of  November,  1938 


KERX  COUNTY— Between  4  miles  and 
12  niilfs  east  of  Mojave,  about  7.6  miles  to 
be  Kradi'd  and  road-mix  surface  treatment 
and  Class  "B"  seal  coat  applied.  District 
IX,  Route  5S,  Section  A.  Oilfields  Trucking 
Co.,  Bakersfield,  $35,997;  Piazza  &  Huntley, 
San  Jose,  $36,188;  Griffitb  Company,  Los 
Au^'eles,  $36,254;  Dimmitt  &  Taylor,  Los 
Angeles,  $.36,611 ;  Martin  &  Scbmidt  Con- 
tractors, Long  Beach,  $37,454 ;  Warren 
Southwest,  Inc.,  Los  Angeles,  $38,409;  Os- 
wald Bros.,  Los  Angeles,  $40,215;  C.  R. 
Bntterfield-Kennedy  Co.,  San  Pedro,  $40,- 
313 ;  Clyde  W.  Wood.  Los  Angeles,  $40,671 ; 
Young  &  Son  Co.,  Ltd.,  Berkeley.  $41,307; 
R.  E.  Hazard  &  Sons,  San  Diego,  $42,248; 
R.  M.  Price,  Huntington  Park,  $44.2.52 ; 
Basich  Brothers,  Torrance.  .$45,787;  G.  W. 
Ellis,  North  Hollywood,  $46,953 ;  R.  L.  Oak- 
lev.  Pasadena,  $48,859.  Contract  awarded 
to  J.  A.  Casson,  Hayward,  $33,571.25. 

LOS  ANGELES  COUNTY— At  Big  Tu- 
junga  Wash,  about  0.5  mile  to  be  graded 
and  paved  with  Portland  cement  concrete 
and  bank  protection  to  be  constructed.  Dis- 
trict VII,  Route  9,  Section  L.  A.  Contract- 
ing Engineers  Company,  Los  Angeles,  .$27,- 
677 ;  United  Concrete  Pipe  Cori).,  Los  An- 
geles, .$29,280;  Griffith  Co.,  Los  Angeles, 
$29,296;  C.  O.  Sparks  and  Mundo  Engineer- 
ing Co.,  Los  Angeles,  $30,174 ;  Slatich  Bros., 
Elsinore,  $30,962.  Contract  awarded  to 
Claude  Fisher  Co.,  Ltd.,  Los  Angeles,  $21,- 
493. 

LOS  ANGELES  COUNTY— Arroyo  Seco 
Parkway  between  Hough  Street  and  Meri- 
dian Avemu',  about  0.8  mile  to  be  graded 
and  paved  with  Portland  cement  concrete, 
asphalt  concrete,  and  plant-mixed  surfacing, 
and  two  bridges  to  be  constructed.  District 
VII,  Route  205,  Section  L.A.,  S.Pas.  J.  E. 
Haddock  Co.,  Pasadena,  $157,4.30;  Griffith 
Co.,  Los  Angeles.  $161.633 ;  W.  E.  Hall  Co., 
Alhambra,  $165,980;  United  Concrete  Pipe 
Corp.,  Los  Angeles,  $168,987;  C.  O.  Sparks 
&  Mundo  Engineering  Co.,  Los  Angeles, 
.$177,772.  Contract  awarded  to  Claude 
Fisher  Co.,  Ltd..  Los  Angeles,  $154,870.15. 

LOS  ANGELES  COUNTY— At  San  Mar- 
tinez Chiquito  Canyon,  about  1.4  miles  to  be 
graded  and  paved  with  Portland  cement  con- 
crete. District  VII,  Route  79,  Section  A. 
J.  E.  Haddock,  Ltd.,  Pasadena,  $70,711  ; 
Griffith  Co.,  Los  Angeles,  $73,544;  C.  G. 
Willis  &  Sons  Inc.,  &  Chas.  G.  Willis,  Los 
Angeles.  $77,305;  C.  O.  Sparks  &  Mundo 
Engineering  Co.,  Los  Angeles,  .$78,259 ;  R. 
E.  Campbell,  Los  Angeles,  $78,356;  S.  Ed- 
monson &  Sons,  Los  Angeles,  $83,737 ; 
United  Concrete  Pipe  Corp.,  Los  Angeles, 
$85,920;  Hueser  &  Garnett,  Glendale.  $88,- 
314 ;  Johnston  &  Perscallo,  Los  Angeles, 
.$93,714.  Contract  awarded  to  Matich  Bros., 
Elsinore,  $70,.345. 

ORANGE  COUNTY— Doheny  Park,  at 
the  mouth  of  San  .luan  Creek,  about  0.15 
mile,  embankment  protection  to  be  con- 
structed. District  VII.  Route  liO,  Section 
C.  C.  G.  Willis  &  Sons.  Inc..  &  Chas.  G. 
Willis.  Los  Angeles.  .$.35.724 ;  S.  A.  Cum- 
mings,  San  Diego,  $37.70<"> ;  V.  R.  Dennis 
Construction  Co.,  San  Diego.  $39,832;  H. 
H.  Peterson,  San  Diego,  .$41,952;  R.  M. 
Price.  Huntington  Park,  $47,552;  C.  O. 
Sparks  &  Mundo  Engineering  Co.,  Los  An- 
geles. $48.722 ;  R.  H.  Travers,  Los  Angeles, 
.$48.9.52.  Contract  awarded  to  R.  E.  Camp- 
bell. Los  Angeles.  $34,0.36. 

ORANGE  COUNTY— Between  Sulphur 
Slide  and  Riverside  County  line,  about  1.3 
miles,  portions  to  be  graded  and  paved  with 
Portland  cement  concrete  and  bank  protec- 
tion work  to  be  constructed.     District  VII, 


Secretary  Wallace 
Stresses  Need  of 
Reconstruction 

Secretary  of  Agriculture 
Henry  A.  Wallace  in  an  address 
at  a  dinner  of  the  National 
Safety  Council  in  Washington 
on  April  12,  1938,  said : 

"We  have  a  two-fold  task — to 
rebuild  highways  as  nearly 
accident  proof  as  possible  as 
rapidly  as  we  can  afford  where 
these  are  badly  overloaded  by 
traflBc,  and  at  the  same  time  not 
to  overlook  the  thousands  of 
miles  of  existing  highways 
which  must  certainly  continue 
into  the  distant  future  to  carry 
a  large  part  of  our  nation's 
travel. 

"Much  can  be  done  to  make 
these  safely  usable  through  the 
application  of  ingenious  and  in- 
telligent engineering,  persistent 
and  comprehensive  education, 
courteous,  impartial,  effective 
enforcement." 


Route  43,  Section  B.  United  Concrete  Pipe 
Corp.,  Los  Angeles,  $138,670;  Griffith  Co., 
Los  Angeles.  $150,276;  C.  O.  Sparks  & 
Mundo  Engineering  Co..  Los  Angeles.  $171,- 
361;  Oswald  Bros.,  Los  Angeles,  $172,080; 
Heuser  &  Garnett,  Glendale,  .$173,471 ; 
.Johnston  &  Perscallo,  Los  Angeles,  $195,186. 
Contract  awarded  to  V.  R.  Dennis  Construc- 
tion Co..  San  Diego,  $135,054.10. 

SAN  DIEGO  COUNTY— A  reinforced 
concrete  slab  bridge  across  San  Luis  Bey 
River,  about  2  miles  south  of  Rincon,  con- 
sisting of  eighteen  25-foot  spans  and  two  8- 
foot  4-inch  spans  on  cast-in-place  concrete 
pile  bents.  District  XI,  Feeder  road.  V.  R. 
Dennis  Construction  Co.,  San  Diego,  $43,- 
.8.56;  Oberg  Bros.,  Los  Angeles.  $42,969  ;'S. 
A.  Cummings,  San  Diego,  $1,899;  The  Con- 
tracting Engineers  Company,  Los  Angeles, 
.$46,868 ;  H.  H.  Peterson,  San  Diego,  $42,239. 
Contract  awarded  to  B.  G.  Carroll,  San 
Diego,  .$40,120. 

SANTA  CLARA  COUNTY— Between  1 
mile  east  of  Bells  Station  and  3  miles  west 
of  Merced  County  line,  about  2.6  miles,  to  be 
graded  and  surfaced  with  gravel  base  and 
armor  coat,  and  two  reinforced  concrete 
girder  bridges  to  be  constructed.  District  IV, 
Route  32,  Section  C.  Heafey-Moore  Co., 
Frederickson  &  Watson  Construction  Co., 
Oakland,  $360,511 ;  Bodenhamer  Construction 
Co.,  Oakland.  $378,984  ;  Clyde  W.  Wood,  Los 
Angeles.  $383,380;  Fredericksen  &  West- 
brook,  Sacramento.  $.396,918;  Hemstreet  & 
Bell,  Marvsville.  .$410,171;  A.  Teichert  & 
Son,  Inc.,  Sacramento,  $423.294 ;  Union  Pav- 
ing Co.,  San  Francisco.  .$437,644  ;  George  K. 
Thompson   &   Company.   Los  Angeles.   .$462,- 


257;  Griffith  Co.,  Los  Angeles,  $562,877. 
Contract  awarded  to  Granfield,  Farrar  & 
Carlin,  San  Francisco.  $355,731.60. 

SANTA  CRUZ  COUNTY— Between  one- 
half  mile  south  of  Davenport  and  Waddell 
Creek,  about  8.2  miles  to  be  graded  and 
road-mix  surface  treatment  applied.  District 
IV,  Route  56,  Sections  B,  C.  Hemstreet  & 
Bell,  Marysvllle,  $271.412 ;  Clyde  W.  Wood, 
Los  Angeles,  $293,280;  Daley  Corporation, 
San  Diego,  $.335,678;  Granfield,  Farrar  & 
Carlin,  San  Franci.sco,  $236,811 ;  Frederick- 
sen  and  Westbrook,  Sacramento,  $237,647 ; 
Larsen  Bros.,  Harms  Bros,  and  H.  Earl  Par- 
ker, Sacramento,  $242,384 ;  Louis  Biasotti  & 
Son  and  Claude  C.  Wood,  Stockton,  $253,- 
734  ;  Heafey-Moore  Co.,  Fredrickson  &  Wat- 
son Construction  Co.,  Oakland,  $260.335 ;  A. 
Teichert  &  Son,  Inc.,  Sacramento,  $261,681 ; 
United  Concrete  Pipe  Corporation,  Los  An- 
geles, $262,060;  The  Utah  Construction  Co., 
San  Francisco,  $277.3.36;  Macco  Construc- 
tion Co.,  Clearwater,  $289,877;  Griffith  Co., 
Los  Angeles,  $398,815.  Contract  awarded 
to  N.  M.  Ball  Sons.  Berkeley,  .$232,492.30. 

SISKIYOU,  SHASTA,  MODOC,  AND 
I,ASSEN  COUNTIES— At  maintenance 
stations  located  at  Mt.  Shasta,  Redding, 
Alturas  and  Susanville,  12  radio  poles,  each 
100  feet  long,  to  be  erected.  District  II. 
Thomas  Rigging  Co.,  Oakland.  $2,187;  Ed- 
ward Green,  Los  Angeles,  $2,280;  M.  A. 
Jenkins,  Sacramento,  $3,288;  A.  A.  Tieslau, 
Berkeley,  .$3,870;  Underground  Construction 
Co.,  Oakland,  $4,740;  A  Young,  Yreka, 
$5,760.  Contract  awarded  to  R.  M.  Taylor, 
Cottonwood,  $1,092. 

VENTURA  COUNTY-^Repairs  to  the 
bridge  across  Santa  Clara  River,  at  Bards- 
dale,  to  be  constructed ;  and  the  roadway 
approach  to  be  graded  and  surfaced  with 
plant-mixed  surfacing.  District  VII.  Route 
1.55.  Section  C.  White  &  Wilberg,  Santa 
Monica,  $52,493;  United  Concrete  Pipe 
Corp..  Los  Angele-s.  $.53,288 ;  Ralph  A.  Bell, 
Monrovia.  $.54..5.59 ;  Gibbons  &  Reed  Co., 
Eurbank.  $58,305.  Contract  awarded  to 
Griffith  Co.,  Los  Angeles,  $50,143. 

VENTURA  COUNTY— Reconstruction  of 
a  bridge  across  the  Santa  Clara  River  at 
Saticov  and  approaches  thereto.  District 
VII,  Route  9.  Section  A.  Gibbons  &  Reed 
Co.,  Burbank.  $112,410;  United  Concrete 
Pipe  Corp..  Los  Angeles.  $114.475 ;  Oscar 
Oberg.  Los  Angeles,  $117.663 ;  Ralph  A.  Bell 
&  Donald  E.  Metzger,  Los  Angeles.  $119..50O; 
White  &  Wilberg.  Santa  Monica.  $123,409; 
The  Contracting  Engineers  Co..  Los  Angeles, 
.$1.32.552;  Bverts  &  Dunn.  Los  Angeles, 
$138,273.  Contract  awarded  to  Paul  J.  Ty- 
ler. Oroville.  $111,985.20. 


"Do  you  use  tooth  paste?" 

"What  for?     None  of  my  teeth  are  loose." 


Contractor  (in  drug  store)  :  "I  want  to 
buy    a   plow." 

Clerk ;  "I'm  sorry  sir,  but  we  don't 
carry   plows." 

Contractor :  "This  is  a  heck  of  a  drug 
store." 


Small  Boy :  "Shine  your  shoes,  mister?" 
Grouch  :  "No !" 

Small  B :   "Shine  your  shoes  so  you  can 
see  your  face   in   them?" 
Grouch  :  "No !" 
Small   B:    "Coward!" 


California  Hightvays  and  Public  Works  (December  79;  s; 


I  Twenty-seven  ] 


Widenmg  of 
Rose  Canyon 
Completed 

(Continued  from  page  16) 

with  recessed  panels,  painted  for 
reflection  of  light  at  night  and 
strategicalh-  located  o])enings  for 
cross-overs.  At  Balboa  Avenue, 
where  the  bulk  of  La  .Tolla  traffic 
turns  off,  the  curb  .separation  was 
widened  to  sufficient  width  to  iiro- 
vide  an  intermediate  stopping  zone 
between  opposing  streams  of  traffic, 
making  it  necessary  to  await  a  break 
in  only  one  line  of  traffic  at  a  time. 

This  section  of  divided  highway 
connects  directly  with  that  crossing 
Torrey  Pines  Mesa  and  beginning 
at  tlie  north  end  of  the  pro.iect.  This 
section  of  the  Mesa  has  long  been 
l>iiblicized  and  used  as  an  example 
of  ideal  separation,  and  pictures  of 
it  have  been  used  in  highway  pub- 
lications throughout  the  country. 
Including  this  and  the  recently  fin- 
ished section,  there  is  now  a  con- 
tinuous section  of  divided  highway 
extending  for  approximately  fifteen 
miles  over  which  there  should  be  a 
minimum  of  accidents  which  are 
preventable  by  separation  of  oppos- 
ing streams  of  traffic. 

The  work  completed  under  the 
current  contract  involves  ma.ior 
items  in  approximate  quantities  as 
follows :  roadway  excavation  175,000 
cubic  yards ;  imported  borrow  30,000 
cubic  yards;  overhaul  4,000.000  sta- 
tion yards;  asphaltic  concrete  30,000 
tons ;  Portland  cement  concrete  13,- 
000  cubic  yards  and  other  miscel- 
laneous items,  the  total  reaching  an 
api)roximate  cost  of  $380,000. 

As  outlined,  the  9.7  miles  from 
Harnett  Avenue  to  Miramar  Road 
liave  been  developed  over  the  ])eriod 
fi'om  1929  to  the  present  date  by 
|)i-ogressive  projects,  all  designed 
to  culminate  in  the  ultimate  result 
which  we  have  today.  This  work 
is  a  splendid  example  of  planning 
for  current  needs,  using  construc- 
fion  that  can  be  expanded  to  take 
care  of  additional  traffic  as  it  devel- 
ops, without  the  loss  of  preceding 
investments.  The  total  cost  of  con- 
struction through  the  various  stages 
over  this  period  of  years  has  been 
ajiproximately  $1,034,000  or  .slightly 
iiHwv  Ihan  $100,000  per  mile. 


3n  il^mnrtam 

(Eliarlra  Arll|ur  fHarali 

C.  A.  Marsh,  Supervising 
Right-of-Way  Agent  for  North- 
ern California,  Division  of 
Highways,  passed  away  sud- 
denly at  his  home  in  Berkeley 
on  November  6th. 

Mr.  Marsh  was  born  in  Oak- 
land, California,  on  February 
26,  1887,  and  received  his  edu- 
cation in  the  Alameda  and  San 
Joaquin  county  schools.  After 
finishing  his  education,  he  en- 
tered the  employ  of  the  South- 
em  Pacific  Company  as  a  rod- 
man  in  August,  1904.  In  1911 
he  moved  to  the  office  of  the 
Right-of-Way  and  Contract 
Agent  in  San  Francisco  and 
served  successively  as  Assistant 
Industrial  Agent  and  Land 
Appraiser. 

In  October,  1924,  he  entered 
the  employ  of  the  McMillan  Oil 
Company  at  Long  Beach  as 
manager  of  the  wholesale  and 
retail  distribution  of  petroleum 
products.  Leaving  there,  he 
returned  to  San  Francisco  to 
James  G.  Stafford  &  Associates 
as  Assistant  Superintendent 
and  Industrial  Land  Appraiser 
and  appraised  the  heavy  indus- 
trial area  for  the  City  and 
County  of  San  Francisco  and 
the  county  of  Alameda. 

On  May  7,  1928,  he  entered 
the  employ  of  the  Division  of 
Highways  as  Right-of-Way 
Agent,  District  IV,  where  he 
remained  until  June  1,  1933, 
when  he  assumed  the  duties  of 
obtaining  rights-of-way  for  the 
San  Francisco-Oakland  Bay 
Bridge  project,  including  the 
interurban  railroad,  the  bridge 
approaches  and  arterials  lead- 
ing thereto,  a  responsibility 
which  may  have  been  equalled 
but  never  surpassed  in  the  his- 
tory of  the  State  of  California. 

On  March  1,  1936,  he  was  ap- 
pointed Supervising  Right-of- 
Way  Agent  for  Northern  Cali- 
fornia. 

His  high  ideals,  great  ability 
and  integrity,  together  with  his 
unfailing  courtesy  and  affabil- 
ity, endeared  him  to  all  with 
whom  he  came  in  contact. 


San  Rafael 
Bottleneck 

Broken 

(Continued  from  page  12) 

The  contract  for  this  project  was 
a])proved  on  May  18,  1938,  with  the 
very  short  time  limit  of  150  work- 
ing days,  making  it  imjterative  that 
the  work  be  prosecuted  vigorously 
ill  order  to  complete  the  project 
within  the  allotted  time. 

The  contractor  A.  G.  Raisch,  at- 
tacked the  work  from  all  ])ossible 
points  at  the  same  time.  Many 
operations  were  progressing  simul- 
taneously :  grading,  hauling  im- 
ported borrow,  placing  asphalt  and 
concrete  surfacing,  constructing 
drainage  structures,  and  every  other 
operation  that  could  be  carried  on 
without  conflict.  Due  to  this,  all 
major  portions  of  the  work  were 
completed  in  advance  of  the  season- 
al rains  in  spite  of  the  heavy  traffic 
that  was  maintained  with  two  usable 
lanes  always  open. 


LA  CUESTA  GRADE  OPENED 


ilerriam.  Mayor  Rossi,  Mayor  Bow- 
ron,  Senator  Jespersen  and  others. 

Among  the  distinguished  guests  at 
the  speakers'  tables  were:  H.  W. 
Saunclers,  vice  president  of  the  Oak- 
land Chamber  of  Commerce ;  Ray 
•Tudah.  chairman  of  the  State  ITigh- 
way  Commission ;  Harry  Chandler, 
jiublisher  of  the  Los  Angeles  Times; 
A.  J.  McFadden,  president  of  the 
State  Chamber  of  Commerce ;  J.  R. 
Knowland,  publisher  of  the  Oakland 
Tribune;  Alfred  J.  Cleary,  chief 
administrative  officer  of  San  Frau- 
ei.scn ;  George  Hearst,  publisher  of 
San  Francisco  Examiner,  represent- 
ing W.  R.  Hearst;  Earl  Lee  Kell.v. 
director  of  the  State  Department  of 
Public  "Works;  Congressman  A.  J. 
Elliott.  ]\Iavor  E.  J.  Leach  of  Salinas. 


Customer:    "I'd    like   some    rat    poison." 
Clerk:   "Will  you   take  it  with   youV" 
Customer:    "No,   I'll   send   the   rats   over 
after   it." — MaHeaser. 


Office  Boy — Someone  to  see  you  sir.  a 
gentleman  with  a  mustache. 

Absent-Minded  Employer — I  can't  see  hinv. 
Tell  him  I  have  one  already. 


I  Twenty-eight] 


(December  i9}s)  California  Highways  and  Public  Works 


STATE 

OF  CALIFORNIA 

De 

parti 

Headquarters 

ftient 

:    Public  Works 

oF  Public 

Building,  Twelfth  and  N  Street; 

Wor 

,  Sacramento 

ks 

FRANK  F.  MERRIAM Governor  EARL  LEE  KELLY Director 

HARRY  A.  HOPKINS Assistant  Director  EDWARD  J.  NERON Deputy  Director 


CALIFORNIA  HIGHWAY  COMMISSION 


H.  R.  JUDAH,  Chairman,  Santa  Cruz 
PHILIP  A.  STANTON,  Anaheim 

PAUL  G.  JASPER,  Fortuua 

WILLIAM  T.  HART,  Carlsbad 

ROBERT  S.  REDINGTON,  Los  Angeles 

JULIEN  D.  ROUSSEL,  Secretary 


DIVISION  OF  HIGHWAYS 


O.  H.  PURCELL,  State  Highway  Engineer 

G.  T.  McCOT,  Assistant  State  Highway  Engineer 

J.  G    STANDLEY,  Principal  Assistant  Engineer 

R.  H.  WILSON,  Office  Engineer 

T.  E.  STANTON,  Materials  and  Research  Engineer 

FRED  J.  GRUMM,  Engineer  of  Surveys  and  Plans 

R.  M.  GILLIS,  Construction  Engineer 

T.  H.  DENNIS.  Maintenance  Engineer 

F.  W.  PANHORST,  Bridge  Engineer 

L.  V.  CAMPBELL,  Engineer  of  City  and  Cooperative  Project 

R.  H.  STALNAKER,  Equipment  Engineer 

J.  W.  VICKREY.  Safety  Engineer 

E.  R.  HIGGINS,  Comptroller 

DISTRICT  ENGINEERS 

E.  R.  GREEN,  District  I,  Eureka 

F.  W.  HASELWOOD,  District  II,  Redding 

CHARLES  H.  WHITMORE,  District  III,  Marysville 

JNO.  H.  SKEGGS,  District  IV,  San  Francisco 

L.  II.  GIBSON,  District  V,  San  Luis  Obispo 

E.  T.  SCOTT,  District  VI,  Fresno 

S.  V.  CORTELYOU,  District  VII,  Los  Angeles 

E.  Q.  SULLIVAN,  District  VIII,  San  Bernardino 

S.  W.  LOWDEN   (Acting),  District  IX,  Bishop 

R.  E.  PIERCE,  District  X,  Stockton 

E.  E.  WALLACE,  District  XI,  San  Diego 

SAN    FRANCISCO-OAKLAND   BAY   BRIDGE 

C.  E.  ANDREW,  Bridge  Engineer 


DIVISION  OF  WATER  RESOURCES 


EDWARD  HYATT,  State  Engineer,  Chief  of  Division 

GEORGE  T.  GUNSTON,  Administjalive  Assistant 

HAROLD  CONKLING,  Deputy  In  Charge  Water  Rights 

A.  D.  EDMONSTON,  Deimty  in  Charge  Water 
Resources  Investigation 

R.  L.  JONES,  Deputy  in  Charge  Flood  Control  and  Reclamation 

GEORGE  W.  HAWLEY,  Deputy  in  Charge  Dams 

SPENCER  BURROUGHS,  Attorney 

EVERETT  N.  BRYAN,  Hydraulic  Engineer  Water  Rights 

GORDON  ZANDER,  Ad,judication,  Water  Distribution 


DIVISION  OF  ARCHITECTURE 


\V    K.  DANIELS.  Assistant  State  Architect,  in  Charge  of  Division 
P.  T.  POAGE,  Assistant  State  Architect 

HEADQUARTERS 

rl    W.  DeIIAVEN,  Supervising  Architectural  Draftsman 

C.  H.  KROMER,  Principal  Structural  Engineer 

CARLETON  PIERSON,  Supervising  Specification  Writer 

J.  W.  DUTTON,  Principal  Engineer,  General  Construction 

W.  H.  ROCKINGHAM,  Principal  Mechanical  and  Electrical 
Engineer 

C.  E.  BERG,  Supervising  Estimator  of  Building  Construction 


DIVISION  OF  CONTRACTS  AND  RIGHTS  OF  WAY 


C.  C.  CARLETON,  Chief 

CLARENCE  W.  MORRIS,  Attorney,  San  Francisco 

FRANK  B.  DURKEE,  Attorney 

C.  R.  MONTGOMERY,  Attorney 

ROBERT  E.  REED,  Attorney 


DIVISION  OF  PORTS 


Port  of  Eureka— E.  S.  MACKINS,  Surveyor 


12-3S      18,100 


PM:    If  addressee  has  moved 
notify  sender  on  , 

Form  3547 

Division  of  Highways 

P.  O.  Box  1499 

Sacramento,  California 


Seattle, 


SEC.  562  P.  L.  &  1 
U.  S.  I'OSTAGE 

PAID 

Sacramento,  Cal. 
Permit  No.  152 


MAP 

SHOWING 

STATE  HIGHWAY  SYSTEM 


LOS  ANGELES  AND  VICINITY